„

INTERNATIONAL MONORAIL ASSOCIATION

Performance Specification
for a
Turnkey Mass Transit
Monorail System

First Edition, 2022

Foreword

Worldwide, around 80 percent of monorails fulfil a transport task in public transit, and thanks to
their economic advantages and shorter implementation times, the trend is rising. Monorails are
not only convincing on greenfield sites; they offer decisive advantages especially in developed or
rapidly growing urban areas as the systems can be implemented most easy in highly dense and
busy environment. The elevated construction reduces the space requirement to a minimum and
does not lead to a displacement of existing surface traffic. As opposed to many cases where trams
or dedicated bus routes are introduced, monorails fully preserve the capacity of existing road
infrastructures. Some monorails manage very small curve radii of as little as 18 metres and gra-
dients of up to 12 percent, making them ideally suited for locations and regions with a challenging
topography or urban conditions. Monorails are also among the quietest transport systems having
rubber tires. The prefabricated construction of the infrastructure - such as rail beams, supporting
pillars and trackside components – which are often manufactured at the outskirts of a city, enables
the structures to be erected quickly and without massive traffic restrictions at the operating site. The
crossing-free operation eliminates the need for additional track safety devices outside the stations
and allows fully automatic and driverless operation according to level 4 automation (GoA4).

Faced with an escalating demand for public transportation in metropolitan areas, transportation
authorities are challenged to select a technology that will satisfy the often-conflicting demands of
high capacity and reliable service, urban fit, minimized environmental impact and budget restric-
tions. In order to further promote the use of monorails, there is a particular need for a tool which
enables the evaluation of monorails in comparison to other transport systems in the course of
higher-level transport planning or concrete tenders.

With the “Performance Specification for a Turnkey Mass Transit Monorail System”, the International
Monorail Association has developed just such a performance catalogue for components, subsys-
tems, vehicles and the infrastructure. It describes the performance of an entire monorail system in
a way which enables users to understand what is possible and what can be requested. It also gives
the vehicle and infrastructure supply industry a better insight into technology requirements and
avoids system-specific isolated solutions. This performance-oriented standardisation will ensure
more competition along the supply chain and further strengthen the economic efficiency of the
overall system.

This document is now the first official edition of the service catalog. Around 25 international ex-
perts of various disciplines – for example, from vehicle technology, control and safety technology,
infrastructure, civil and structural engineering, or very specific subsystems and components , were
reviewing the latest document. Work began on the initial foundations for performance-based
standardization back in 2014. Then, in 2019, a comprehensive review process started with the
participation of additional experts and operators and concluded with commentary at the IMA‘s
Monorailex 2021 industry meeting in Milan, Italy.

The Executive Board Members of the International Monorail Association would like to thank all
the volunteer professionals around the globe for their exceptionally successful work. The “Perfor-
mance Specification for a Turnkey Mass Transit Monorail System” is an important pillar for further
establishment of monorails as an efficient reliable, safe, environmentally friendly public transport
solution.

The IMA Executive Council, September 2022

Disclaimer

International Monorail Association (IMA)

Performance Specification for

a Turnkey Mass Transit Monorail System

Published by the
International Monorail Association
Schützenstrasse 19
3627 Heimberg
Switzerland

This standard was developed by a consensus standards development process with long-experien-
ced experts from all over the globe coming from member organizations, non-members and other
stakeholders in the field. The standards development process has met the requirements for open-
ness, balance, consensus, and due process.

While IMA’s process is designed to promote standards that reflect a fair and reasoned consensus
among all interested participants, while preserving the public health, safety, and welfare that is
paramount to its mission, it has not made an independent assessment of and does not warrant the
accuracy, completeness, suitability, or utility of any information, apparatus, product, or process
discussed herein. IMA does not intend, nor should anyone interpret, IMA’s standards to replace
the sound judgment of a competent professional, having knowledge and experience in the appro-
priate field(s) of practice, nor to substitute for the standard of care required of such professionals
in interpreting and applying the contents of this standard.

IMA has no authority to enforce compliance with its standards and does not undertake to certify
products for compliance or to render any professional services to any person or entity.

IMA disclaims any and all liability for any personal injury, property damage, financial loss, or other
damages of any nature whatsoever, including without limitation any direct, indirect, special, exem-
plary, or consequential damages resulting from any person’s use of, or reliance on, this standard.
Any individual who relies on this standard assumes full responsibility for such use.

INTERNATIONAL MONORAIL ASSOCIATION

 Revision Log

Revision Date Description of Changes

(yyyy-mm-dd)

0 2015-11-05 First issue

1 2016-03-11 Updated
2 2022-09-15 Update by IMA experts and publication

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Performance Specification for a Turnkey Mass Transit Monorail System - First Edition. 2022
 Table of Contents
Subject Page
1 Introduction ............................................................................................................... 17
2 Abbreviations, Definitions, and Standards ............................................................. 18
2.1 Abbreviations and Definitions ....................................................................................... 18
2.2 Codes, Regulations and Standards .............................................................................. 31
2.3 Prohibited and Declarable Substances ......................................................................... 31
3 System Description ................................................................................................... 32
3.1 System Overview.......................................................................................................... 32
3.2 System Technology ...................................................................................................... 32
3.3 Fixed Facilities .............................................................................................................. 33
3.4 System Operations and Maintenance ........................................................................... 34
3.5 System Configuration ................................................................................................... 34
3.5.1 System Alignment ("project specific") .............................................................. 35
3.5.2 Key System Operating Requirements ............................................................. 36
3.5.3 System Operating Pattern ("project specific") .................................................. 36
3.5.4 Station Boarding and Alighting Requirements ("project specific") .................... 37
3.5.5 Train Configuration ......................................................................................... 39
3.6 System Expandability ("project specific") ...................................................................... 39
3.7 Accessibility .................................................................................................................. 40
3.8 Design Life ................................................................................................................... 40
3.9 Urban Design Criteria ................................................................................................... 40
4 Systems Engineering ................................................................................................ 41
4.1 Systems Engineering Plan ............................................................................................ 41
4.1.1 Requirements Management and Allocation ..................................................... 41
4.1.2 System Assurance Plans ................................................................................ 43
4.1.3 Configuration Management Plan ..................................................................... 43
4.1.4 Design Management Plan ............................................................................... 43
4.1.5 System Interfaces and Integration ................................................................... 43
4.1.6 Verification and Test Plan ............................................................................... 43
4.2 Design Reviews ............................................................................................................ 44
4.2.1 System Design Review (SDR) ........................................................................ 44
4.2.2 Preliminary Design Review (PDR)................................................................... 44
4.2.3 Final Design Review (FDR) ............................................................................. 44
4.3 Design Documentation ................................................................................................. 45
4.3.1 Submission of Information – General .............................................................. 45
4.3.2 Submission of Information to the Client ........................................................... 45
4.3.3 Approvals/Comments, Submittal Schedules, and Other Information ............... 46
4.3.4 Drawing Requirements.................................................................................... 46
4.3.4.1 Types of Drawings .......................................................................... 46
4.3.4.2 Dimensioning .................................................................................. 47
4.3.4.3 Title Blocks ..................................................................................... 47

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 4.3.5 As Built / Record Drawings ............................................................................. 47
4.4 System Interfaces ......................................................................................................... 47
4.4.1 General ........................................................................................................... 47
4.4.2 Civil Interface Document ................................................................................. 47
4.4.3 Interface Communication ................................................................................ 48
4.4.4 Fixed Facility Design Coordination .................................................................. 48
5 System Operating Criteria ........................................................................................ 49
5.1 Operating Characteristics ............................................................................................. 49
5.1.1 System Operating Hours ................................................................................. 49
5.1.2 System Design Headway and Service Intervals .............................................. 49
5.1.3 Station Dwell Time .......................................................................................... 50
5.1.4 Travel Time, Round Trip Time, and Commercial Speed .................................. 50
5.1.5 Vehicle and Train Design Capacity ................................................................. 51
5.1.6 Line Capacity .................................................................................................. 51
5.1.7 Fleet Size, Train Length, and Spare Vehicles ................................................. 51
5.1.7.1 Input Parameters ............................................................................ 51
5.1.7.2 Output Parameters .......................................................................... 52
5.2 System Operating Modes ............................................................................................. 52
5.2.1 Normal Operating Mode .................................................................................. 53
5.2.2 Double Pinched Loop (Short-Turn-Back) Mode ............................................... 53
5.2.3 Contingent Operating Modes .......................................................................... 53
5.2.3.1 Skip-Stop Mode .............................................................................. 53
5.2.3.2 Shuttle Mode ................................................................................... 54
5.2.4 Operational Overrides and Adjustments .......................................................... 54
5.3 Failure Management ..................................................................................................... 54
5.4 System Startup, Shutdown, Transition and Restart ....................................................... 55
5.4.1 System Startup ............................................................................................... 55
5.4.2 System Shutdown ........................................................................................... 55
5.4.3 Mode Transition and Train Adjustments .......................................................... 55
5.5 Maintenance Program .................................................................................................. 56
5.5.1 System Maintenance Plan .............................................................................. 56
5.5.2 Maintenance Manuals and Training ................................................................ 56
6 System Environmental Design Criteria ................................................................... 57
6.1 Atmospheric and Weather-related ................................................................................ 57
6.2 Electromagnetic Compatibility (EMC) ........................................................................... 58
6.3 Noise ............................................................................................................................ 58
6.3.1 Wayside Noise ................................................................................................ 59
6.3.2 Interior Train Noise ......................................................................................... 59
6.4 Vibration and Ride Comfort........................................................................................... 59
6.4.1 Train Maximum Sustained Acceleration .......................................................... 59
6.4.2 Train Maximum Jerk ....................................................................................... 59
6.4.3 Train Ride Quality ........................................................................................... 59
6.4.4 Vibrations in Guideway and Support Structure ................................................ 60

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 6.4.5 Train-borne Component Vibrations ................................................................. 60
6.5 Precipitation, Flooding and Water Pollution .................................................................. 60
6.6 Earthquake Readiness ................................................................................................. 60
7 Safety and Security ................................................................................................... 61
7.1 Safety of the Operational System ................................................................................. 61
7.1.1 Safety Acceptance and Approval .................................................................... 61
7.1.2 After Safety Approval ...................................................................................... 62
7.1.3 The Safety Case ............................................................................................. 62
7.1.4 Safety Management Process .......................................................................... 63
7.1.5 Safety Organisation and Independence .......................................................... 64
7.1.6 Safety Requirements Identification, Allocation, and Specification .................... 65
7.1.7 Technical Safety Report .................................................................................. 65
7.2 Security of the Operational Transit System ................................................................... 67
7.2.1 Surveillance, Alarms and Communications ..................................................... 67
7.2.2 Power Substations .......................................................................................... 68
7.2.3 Wayside Facilities ........................................................................................... 68
7.2.4 Power and Communications ........................................................................... 68
7.2.5 Guideway ........................................................................................................ 68
7.2.6 Restricted Access ........................................................................................... 69
7.3 Safety and Security during Construction and Commissioning ....................................... 69
7.3.1 Safety during Construction and Commissioning .............................................. 69
7.3.2 Security during Construction and Commissioning ........................................... 70
8 System Dependability (RAM) ................................................................................... 71
8.1 Reliability ...................................................................................................................... 71
8.2 Availability .................................................................................................................... 72
8.2.1 Intrinsic Availability .......................................................................................... 72
8.2.2 System Availability .......................................................................................... 72
8.3 Maintainability ............................................................................................................... 72
8.3.1 Mean Time to Repair ...................................................................................... 72
8.3.2 Mean Time to Restore..................................................................................... 73
9 Vehicle........................................................................................................................ 74
9.1 Dynamic Envelope ........................................................................................................ 74
9.2 Vehicle Space and Weight Allocations .......................................................................... 74
9.3 Vehicle Capacity ........................................................................................................... 74
9.4 Vehicle Structure .......................................................................................................... 75
9.4.1 Design Criteria ................................................................................................ 75
9.4.2 Structural Analysis .......................................................................................... 76
9.4.3 Tipping Stability............................................................................................... 77
9.4.4 Jacking Pads and Hoists ................................................................................. 77
9.4.5 Bolts, Nuts, Fasteners and Welding Standards ............................................... 77
9.5 Vehicle Design Life ....................................................................................................... 78
9.6 Passenger Comfort ....................................................................................................... 78
9.6.1 Heating, Ventilation and Air Conditioning (HVAC) ........................................... 78

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 9.6.1.1 Air Conditioning ............................................................................... 78
9.6.1.2 Ventilation ....................................................................................... 78
9.6.1.3 Heating ........................................................................................... 79
9.6.1.4 Condensation and Humidity ............................................................ 79
9.6.1.5 Controls/Temperature Uniformity .................................................... 79
9.6.1.6 Temperature Variations ................................................................... 79
9.6.1.7 Air Flow and Diffusion ..................................................................... 79
9.6.1.8 Failure Operations........................................................................... 79
9.6.1.9 Smoke Detectors ............................................................................ 79
9.6.1.10 Air Intakes ....................................................................................... 80
9.6.1.11 Filters .............................................................................................. 80
9.6.1.12 Refrigerant ...................................................................................... 80
9.6.2 Interior Noise Level ......................................................................................... 80
9.6.3 Vibration and Ride Comfort ............................................................................. 81
9.6.3.1 Maximum Sustained Acceleration ................................................... 81
9.6.3.2 Maximum Jerk................................................................................. 81
9.6.3.3 Ride Quality-Human Response ....................................................... 82
9.6.3.4 Vehicle-borne Component Vibrations .............................................. 82
9.6.4 Mobility-Impaired and Handicapped (MI&H) Considerations ........................... 82
9.7 Propulsion and Braking Subsystems ............................................................................ 83
9.7.1 Propulsion/Braking Control ............................................................................. 83
9.7.2 Duty Cycle ...................................................................................................... 83
9.7.3 Service Brakes ................................................................................................ 83
9.7.4 Emergency Brakes.......................................................................................... 84
9.7.4.1 Heat Fade ....................................................................................... 84
9.7.4.2 Wet Fade ........................................................................................ 85
9.7.4.3 Contaminants .................................................................................. 85
9.7.5 Design Stopping Conditions ............................................................................ 85
9.7.5.1 Guideway Conditions ...................................................................... 85
9.7.5.2 Out of Tolerance Conditions............................................................ 85
9.7.6 Parking Brakes ............................................................................................... 85
9.8 Electrical Subsystems................................................................................................... 86
9.8.1 Vehicle Primary Power Subsystem ................................................................. 86
9.8.2 Power Collection ............................................................................................. 86
9.8.3 Auxiliary Power Subsystem ............................................................................. 86
9.8.4 Convenience Outlets ....................................................................................... 87
9.8.5 Emergency Power Subsystem ........................................................................ 87
9.8.6 Circuit Breakers and Interrupters .................................................................... 87
9.8.7 Grounding ....................................................................................................... 87
9.8.8 Lighting ........................................................................................................... 88
9.8.8.1 Interior............................................................................................. 88
9.8.8.2 Exterior ........................................................................................... 89
9.9 Suspension and Guidance Subsystems ....................................................................... 89

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 9.9.1 Tire failure ....................................................................................................... 89
9.9.2 Tire Life ........................................................................................................... 89
9.9.3 Loss of Load Leveling ..................................................................................... 89
9.9.4 Odometers ...................................................................................................... 89
9.9.5 Vehicle Weight Overload................................................................................. 90
9.10 Doors ............................................................................................................................ 90
9.10.1 Features and Dimensions ............................................................................... 90
9.10.2 Door Operation and Control ............................................................................ 90
9.10.2.1 Door Operators ............................................................................... 90
9.10.2.2 Obstruction Detection Feature ........................................................ 91
9.10.2.3 Door Status ..................................................................................... 91
9.10.2.4 Door Recycling................................................................................ 91
9.10.2.5 Audible and Visual Signals .............................................................. 91
9.10.2.6 Manual Operation ........................................................................... 91
9.10.2.7 Crew Switch .................................................................................... 91
9.10.2.8 Malfunction Provisions .................................................................... 92
9.10.2.9 Emergency Release Feature........................................................... 92
9.10.2.10 Emergency Release Inhibit ............................................................. 92
9.10.3 Door Threshold Alignment .............................................................................. 92
9.10.4 Emergency Exits ............................................................................................. 92
9.11 Exterior Design ............................................................................................................. 93
9.11.1 Passenger Module .......................................................................................... 93
9.11.2 Finishing ......................................................................................................... 93
9.12 Watertight Construction ................................................................................................ 93
9.13 Interior Design .............................................................................................................. 94
9.13.1 Interior Materials ............................................................................................. 94
9.13.2 Access Panels ................................................................................................ 95
9.13.3 Fire Barriers .................................................................................................... 95
9.13.4 Floor ............................................................................................................... 95
9.13.5 Seats .............................................................................................................. 96
9.13.6 Windows ......................................................................................................... 97
9.13.7 Insulation ........................................................................................................ 97
9.13.8 Stanchions and Handrails ............................................................................... 97
9.13.9 Passenger Information .................................................................................... 98
9.13.10 Video Surveillance .......................................................................................... 98
9.13.11 On-board Passenger Information Display / Passenger Information ................. 98
9.13.12 Resistance to Vandalism................................................................................. 98
9.14 Flammability and Smoke Emission ............................................................................... 99
9.15 Fire Protection .............................................................................................................. 99
9.16 Vehicle Coupling and Crashworthiness ........................................................................ 99
9.16.1 Couplers and Drawbars .................................................................................. 99
9.16.2 Vehicle Crashworthiness............................................................................... 100
9.17 Intercar Gangway ....................................................................................................... 100

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 9.18 Vehicle Communications ............................................................................................ 101
9.19 Vehicle Control ........................................................................................................... 101
9.19.1 Automated Mode........................................................................................... 101
9.19.1.1 Manual Recovery Operations ........................................................ 101
9.19.1.2 Manual Recovery Control Panel .................................................... 101
9.20 On-board Diagnostics ................................................................................................. 102
9.20.1 Malfunction Annunciation .............................................................................. 102
9.20.2 Malfunction Classifications ............................................................................ 102
10 Power Supply and Distribution System ................................................................ 103
10.1 General....................................................................................................................... 103
10.2 Power System Performance Requirements ................................................................ 103
10.2.1 Power System Capacity ................................................................................ 103
10.2.2 Provision for Future Expansion ..................................................................... 103
10.2.3 Power System Redundancy .......................................................................... 103
10.2.4 Power System Protection and Grounding...................................................... 103
10.2.4.1 Protection ...................................................................................... 104
10.2.4.2 Grounding ..................................................................................... 104
10.2.4.3 Cathodic Protection ....................................................................... 104
10.2.5 SCADA ......................................................................................................... 105
10.2.6 Power Factor ................................................................................................ 105
10.2.7 Harmonics..................................................................................................... 105
10.2.8 Proven Technology ....................................................................................... 105
10.3 Power System Analysis .............................................................................................. 105
10.4 Power System Equipment Requirements.................................................................... 106
10.4.1 Switchgear .................................................................................................... 106
10.4.2 Substation Transformers and Transformer-Rectifier Units............................. 106
10.4.3 Conductor Rails ............................................................................................ 107
10.4.4 Blue Light System ......................................................................................... 107
10.4.5 Power and Control Cable .............................................................................. 108
10.5 System Backup Power Supplies ................................................................................. 108
10.5.1 Uninterruptible Power Supply Units ............................................................... 108
10.5.2 Substation Batteries ...................................................................................... 109
10.5.3 Emergency Propulsion Power Supply Units .................................................. 109
10.6 Housekeeping Power.................................................................................................. 109
10.7 Energy ........................................................................................................................ 109
10.7.1 Energy Planning and Design ......................................................................... 109
10.7.2 Energy Consumption .................................................................................... 110
11 Automatic Train Control (ATC) .............................................................................. 112
113
11.1 Automatic Train Protection (ATP) ............................................................................... 113
11.1.1 Train Location ............................................................................................... 114
11.1.2 Safe Train Separation Assurance ................................................................. 114
11.1.3 Unauthorized Motion Prevention ................................................................... 115

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 11.1.4Overspeed Protection ................................................................................... 115
11.1.5Parted Train Protection ................................................................................. 115
11.1.6Signal Transmission and Detection ............................................................... 115
11.1.7Unscheduled Door Opening Protection ......................................................... 115
11.1.8Door Alignment Interlocks ............................................................................. 116
11.1.9Departure Interlocks ...................................................................................... 116
11.1.10
Platform Door Interface ................................................................................. 116
11.1.11
Platform Door / Station Arrival and Departure Interlocks ............................... 117
11.1.12
Reverse Operation Interlocks ........................................................................ 117
11.1.13
Route Interlocking ......................................................................................... 117
11.1.14
Service Brake Failure Protection ................................................................... 117
11.1.15
Speed Measurement ..................................................................................... 118
11.1.16
End of Track Protection................................................................................. 118
11.1.17
Facility Door Detection and Response .......................................................... 118
11.1.18
Obstructed Motion Detection ......................................................................... 118
11.1.19
Switch Interlocking, Safe Switch Mechanisms and Safe Switch Principles .... 118
11.1.19.1 Basic Switching Principles............................................................. 118
11.1.19.2 Safe Switching Mechanisms ......................................................... 119
11.1.19.3 Manual Switch Operation .............................................................. 119
11.1.19.4 Switching Safety ........................................................................... 119
11.1.20 Interior Vehicle Door Emergency Release Inhibit .......................................... 120
11.2 Automatic Train Operation (ATO) ............................................................................... 120
11.2.1 Stops, Dwells and Departures ....................................................................... 120
11.2.2 Door Operation ............................................................................................. 121
11.2.3 Train Movement Control................................................................................ 121
11.2.4 Loss of Propulsion Power ............................................................................. 121
11.2.5 Other Operating Configurations .................................................................... 121
11.3 Automatic Train Supervision (ATS) ............................................................................. 121
11.3.1 Safety Constraints on ATS ............................................................................ 122
11.3.2 Performance Monitoring ................................................................................ 122
11.3.2.1 System Schematic Display ............................................................ 122
11.3.3 Service Operation ......................................................................................... 123
11.3.3.1 Operating Configuration Development .......................................... 123
11.3.3.2 Schedule Operation ...................................................................... 123
11.3.3.3 Automatic Train Regulation ........................................................... 123
11.3.4 Central Control Operator Facilities ................................................................ 123
11.3.5 Alarms and Malfunction Reporting ................................................................ 125
11.3.6 Data Recording and Reporting ...................................................................... 126
11.3.6.1 Data Recording ............................................................................. 126
11.3.6.2 System Availability and Operations Reports .................................. 127
11.4 ATC System Reliability ............................................................................................... 127
11.4.1 Redundancy.................................................................................................. 127
11.4.2 Software Requirements................................................................................. 128

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 11.5 ATC Functionality Testing ........................................................................................... 128
12 Communications Subsystems ............................................................................... 129
12.1 Communications Transmission Subsystem (CTS) ...................................................... 129
12.2 Radio Communications............................................................................................... 130
12.3 Video Surveillance ...................................................................................................... 130
12.3.1 Passenger Station Equipment ....................................................................... 130
12.3.2 Central Control Equipment ............................................................................ 131
12.4 Telephone Communications ....................................................................................... 131
12.4.1 Telephones ................................................................................................... 131
12.4.2 PABX Extension Line Locations .................................................................... 132
12.5 Public Address (PA).................................................................................................... 132
12.6 Passenger Audio Communications ............................................................................. 133
12.7 Passenger Information Displays (PIDs) ...................................................................... 133
12.8 Video and Voice Recording Subsystems .................................................................... 134
12.8.1 Voice Recording System ............................................................................... 134
12.8.2 Video Recording System............................................................................... 134
13 Supervisory Control and Data Acquisition (SCADA) ........................................... 134
13.1 Introduction................................................................................................................. 134
13.2 SCADA User Interface ................................................................................................ 135
13.3 Power Distribution Equipment..................................................................................... 135
13.4 Security Equipment .................................................................................................... 136
13.5 Other Monitored Equipment ........................................................................................ 136
13.6 SCADA Alarm Management ....................................................................................... 136
13.7 System Master Clock .................................................................................................. 136
13.8 System Availability ...................................................................................................... 136
14 Central Control Facility and Equipment ................................................................ 137
14.1 Central Control Facility (CCF) ..................................................................................... 137
14.2 Architectural and Design Principles ............................................................................ 137
14.3 Control Room Equipment Requirements..................................................................... 138
14.3.1 Radio System ............................................................................................... 138
14.3.2 Telephone Equipment ................................................................................... 138
14.3.3 CCTV Equipment .......................................................................................... 138
14.3.4 PA Equipment ............................................................................................... 138
14.3.5 ATC Workstations ......................................................................................... 138
14.3.6 Service Interruption ....................................................................................... 138
14.3.7 SCADA Workstations .................................................................................... 138
15 Automatic Fare Collection (AFC) ........................................................................... 139
15.1 Automatic Fare Collection Equipment ......................................................................... 139
15.1.1 Single Direction, Reversible Fare Gates, and Special Gates ......................... 139
15.1.2 Ticket Transport Mechanism within Fare Gate .............................................. 140
15.1.3 Ticket Vending Machines (TVM) ................................................................... 140
15.1.4 Ticket Office Machine (TOM) ........................................................................ 140
15.1.5 Station Computer Subsystem........................................................................ 141

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 15.1.6 Central Processing Computer ....................................................................... 141
15.1.7 AFC Equipment Quantity Requirements ....................................................... 142
15.2 Communication Subsystem ........................................................................................ 142
15.3 Power Supplies........................................................................................................... 142
16 Guideway Alignment ............................................................................................... 142
16.1 Clearance Requirements ............................................................................................ 143
16.2 Guideway Alignment ................................................................................................... 143
16.2.1 Horizontal Alignment ..................................................................................... 143
16.2.2 Vertical Alignment ......................................................................................... 143
16.2.3 Alignment Aesthetics .................................................................................... 144
16.2.4 Pier Placement ............................................................................................. 144
16.3 Miscellaneous Topics ................................................................................................. 144
17 Guideway Elements and Equipment ..................................................................... 145
17.1 Guideway Structural Criteria ....................................................................................... 145
17.2 End-of-Line Over-travel Buffer .................................................................................... 145
17.3 Wayside Equipment .................................................................................................... 146
17.4 Guideway Switches .................................................................................................... 146
17.4.1 General Switching Requirements .................................................................. 147
17.4.2 Switch Mechanisms and Interlocks ............................................................... 148
17.5 Aesthetics, Protection and Drainage ........................................................................... 148
17.6 Emergency Walkway .................................................................................................. 148
17.7 Signage ...................................................................................................................... 149
17.8 Expansion Joints ........................................................................................................ 149
18 Stations and Station Equipment ............................................................................ 151
18.1 Station and Platform Sizing......................................................................................... 151
18.2 Station Components and Equipment .......................................................................... 152
18.2.1 Station Platform Edge Safety ........................................................................ 152
18.2.1.1 General ......................................................................................... 152
18.2.2 Platform Screen Door/Barrier System ........................................................... 152
18.2.2.1 Safety and Performance Requirements......................................... 152
18.2.2.2 PSDS Design Requirements ......................................................... 154
18.2.3 Station and End Emergency Doors ............................................................... 155
18.2.4 Blue Light Station / Emergency Guideway Power Shut-Off Switch ................ 155
18.2.5 Station Passenger Information ...................................................................... 155
18.2.5.1 Station Signage............................................................................. 155
18.2.5.2 Station Arrival/Departure Announcements .................................... 156
18.2.5.3 Station Dynamic Signs .................................................................. 156
18.2.6 Public Address System ................................................................................. 157
18.2.7 CCTV System ............................................................................................... 157
18.2.8 Emergency Telephones ................................................................................ 157
18.2.9 Fire/Smoke Detectors and Alarms ................................................................ 158
18.2.10 Door Alarms and Security Equipment ........................................................... 158
18.2.11 Station UPS Equipment ................................................................................ 158

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 18.2.12 Fire Management System and Panel ............................................................ 158
18.3 Equipment Room and Enclosure Criteria .................................................................... 158
18.3.1 Communications Room ................................................................................. 158
18.3.2 Station Substation ......................................................................................... 158
18.3.3 UPS Equipment ............................................................................................ 158
18.3.4 Wayside Controls Equipment and Enclosures ............................................... 158
18.3.5 Elevators and Escalators .............................................................................. 158
18.4 Electrical and Lighting Components............................................................................ 159
18.4.1 Lighting ......................................................................................................... 159
18.4.1.1 Non-Public Areas .......................................................................... 159
18.4.1.2 Public Areas .................................................................................. 159
18.4.2 Emergency Lighting ...................................................................................... 159
18.4.3 Housekeeping Electrical Power..................................................................... 159
18.5 Mechanical Components ............................................................................................ 159
18.5.1 Drainage ....................................................................................................... 160
18.5.2 Water Supply ................................................................................................ 160
18.5.3 Standpipes .................................................................................................... 160
18.5.4 Mechanical Ventilation and Air Conditioning ................................................. 160
18.5.5 Landscaping ................................................................................................. 160
18.5.6 Escalators ..................................................................................................... 160
18.5.7 Elevators ....................................................................................................... 160
18.5.8 Toilet Facilities .............................................................................................. 160
18.5.9 Station Canopy ............................................................................................. 161
19 Operations, Maintenance and Storage Facility (OSMF) and Equipment ............ 161
19.1 Functional Requirements ............................................................................................ 161
19.1.1 Train Storage and Operations Interface ........................................................ 161
19.1.2 OMSF Functional Requirements ................................................................... 162
19.1.3 Maintenance Functions ................................................................................. 162
19.1.4 Location, Design and Finishing ..................................................................... 164
19.2 OMSF Guideway and Related Equipment .................................................................. 164
19.3 Maintenance Tools and Equipment............................................................................. 165
19.4 Spare Parts, Expendables and Consumables ............................................................. 166
19.5 System Support Vehicles ............................................................................................ 166
19.5.1 On-Guideway Maintenance and Recovery Vehicle ....................................... 166
19.5.2 Other Operations and Maintenance Vehicles ................................................ 167
19.6 Maintenance Management Information System (MMIS) ............................................. 167
19.7 Architectural and Engineering (A&E) Requirements ................................................... 168
19.7.1 Appearance .................................................................................................. 168
19.7.2 General Characteristics................................................................................. 168
19.7.3 Exterior Building Appearance ........................................................................ 168
19.7.4 Interior Building Appearance ......................................................................... 168
19.7.5 Vertical Circulation ........................................................................................ 169
19.7.6 Lighting ......................................................................................................... 169

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 19.7.7 Structural ...................................................................................................... 169
19.7.8 Electrical ....................................................................................................... 170
19.7.9 Mechanical Equipment .................................................................................. 170
19.7.10 Utilities .......................................................................................................... 170
19.7.11 Handicapped Provisions ............................................................................... 170
19.8 OMSF Safety .............................................................................................................. 170
19.8.1 Overhead Hoist ............................................................................................. 170
19.8.2 Signage ........................................................................................................ 171
19.8.3 Paint Codes .................................................................................................. 171
19.9 OMSF Emergency Systems........................................................................................ 171
19.9.1 Fire ............................................................................................................... 171
19.9.2 Emergency Power......................................................................................... 171
20 Structural Criteria for Facilities .............................................................................. 172
20.1 Scope and General Requirements .............................................................................. 172
20.1.1 Design Factors .............................................................................................. 172
20.1.2 Traffic Control Lights and Street Lights ......................................................... 172
20.2 Foundations ................................................................................................................ 172
20.3 Guideway Structures .................................................................................................. 172
20.3.1 Running and Guidance Surfaces .................................................................. 174
20.3.2 Design Loading Factors for Running and Guidance Surfaces ....................... 174
20.4 Station Structures ....................................................................................................... 174
20.5 Design Specifications and Applicable Codes .............................................................. 174
20.6 Landscaping ............................................................................................................... 174
21 Construction Criteria .............................................................................................. 176
21.1 Scope and General Requirements .............................................................................. 176
22 Corrosion Control and Grounding ......................................................................... 177
22.1 General....................................................................................................................... 177
22.1.1 Interfaces ...................................................................................................... 177
22.1.2 Provision for System Expansion .................................................................... 177
22.2 Stray Current Corrosion Prevention ............................................................................ 178
22.2.1 Stray Current Corrosion Prevention Measures .............................................. 178
22.2.2 Minimization of Stray Currents ...................................................................... 178
22.2.3 Residual Stray Current .................................................................................. 178
22.2.4 Stray Current Monitoring Systems ................................................................ 178
22.3 Atmospheric Corrosion Prevention ............................................................................. 179
22.4 Grounding................................................................................................................... 179
22.4.1 Automatic Grounding Switches ..................................................................... 180
22.4.2 Passenger Stations and Facilities ................................................................. 180
22.4.3 Elevated Structures....................................................................................... 181
23 Quality Assurance / Quality Control ...................................................................... 182
23.1 Requirements ............................................................................................................. 182
23.2 Quality Assurance and Quality Control Program Plan ................................................. 182
23.2.1 Purpose ........................................................................................................ 182

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 23.2.2Procurement Quality Assurance and Control ................................................ 182
23.2.3Software Quality Assurance .......................................................................... 183
23.2.4Production Operations .................................................................................. 183
23.2.5Calibration and Certification of Measuring Equipment and Tools. ................. 183
23.2.6Handling, Storage and Delivery..................................................................... 183
23.2.7Qualification of Personnel ............................................................................. 183
23.2.8Quality Records ............................................................................................ 183
23.2.9Scope of Quality Records ............................................................................. 183
23.2.10
QA/QC Control System ................................................................................. 183
Client’s Representative Rights ...................................................................... 184
23.2.11
23.2.12
QA/QC Inspections ....................................................................................... 184
23.2.12.1 Inspection Plan (IP) ....................................................................... 184
23.2.12.2 General Inspection Requirements ................................................. 185
23.2.12.3 Receiving Inspection ..................................................................... 185
23.2.12.4 Statistical Sampling Plans ............................................................. 185
23.2.12.5 Physical Examination, Measurement and Tests ............................ 185
23.2.13 Release for Shipment Inspection .................................................................. 186
23.2.13.1 Installation Inspection.................................................................... 186
23.3 Compliance ................................................................................................................ 186
23.3.1 QA/QC Audits ............................................................................................... 186
23.3.2 Certificates of Compliance ............................................................................ 186
23.3.3 Corrective Action Procedures........................................................................ 187
23.4 Quality Management Report ....................................................................................... 187
24 Verification and Testing.......................................................................................... 188
24.1 Verification Methods ................................................................................................... 188
24.1.1 Analysis ........................................................................................................ 188
24.1.2 Similarity ....................................................................................................... 188
24.1.3 Certification ................................................................................................... 188
24.1.4 Inspection ..................................................................................................... 189
24.1.5 Test............................................................................................................... 189
24.2 Test Program .............................................................................................................. 189
24.2.1 Test Categories............................................................................................. 190
24.2.2 Type Tests .................................................................................................... 190
24.2.3 Routine Tests................................................................................................ 191
24.2.4 Factory Acceptance Tests ............................................................................. 191
24.2.5 Site Acceptance Tests .................................................................................. 192
24.2.6 Post-installation Check-out Tests (On Site) ................................................... 192
24.2.7 Subsystem Integration Tests ......................................................................... 192
24.2.7.1 Guideway Elements ...................................................................... 193
24.2.7.2 Vehicle Dynamic Functional Tests ................................................ 193
24.2.7.3 Automatic Train Control ................................................................ 193
24.2.7.4 Communications Equipment Integration Tests .............................. 194
24.2.8 System Integration Tests .............................................................................. 194

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 24.2.9 Safety Qualification Tests ............................................................................. 195
24.2.10 System Demonstration Testing (Trial Running) ............................................. 195
24.3 Manpower Requirements for Testing .......................................................................... 195
24.4 Completion ................................................................................................................. 196
25 Operations and Maintenance, Manuals and Training........................................... 197
25.1 Operations and Maintenance Planning ....................................................................... 197
25.2 Operations and Maintenance Manuals ....................................................................... 197
25.3 Training Program ........................................................................................................ 197
26 System Documentation .......................................................................................... 198
26.1 Data Submittal Schedule – Project Plans.................................................................... 198
26.2 Data Submittal Schedule – Design Documentation ..................................................... 199
26.3 Data Submittal Schedule – Quality Assurance and Verification Documentation .......... 200
26.4 Operation and Maintenance Documentation ............................................................... 201
27 Appendix 1 International Standards for Straddle-Beam Monorails .................... 203
28 Appendix 2 Alignment Data.................................................................................... 211

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 List of Figures:

Figure 3-1: Hypothetical Horizontal and Vertical Alignment including Track Schematic................... 35
Figure 4-1: System Engineering Design, Realization, and Verification Life Cycle............................ 42
Figure 11-1: Automatic control IEE 1474 ...................................................................................... 113

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 List of Tables:

Table 2-1 Abbreviations and Definitions ..................................................................................... 18

Table 2-2 Terms and Definitions ................................................................................................ 22
Table 3-1 System Operating Pattern Weekdays ........................................................................ 36
Table 3-2 System Operating Pattern Weekends ........................................................................ 37
Table 3-3 Station Boarding and Alighting (pph) – Weekday Morning Peak Hour ........................ 37
Table 3-4 Station Boarding and Alighting (pph) – Weekday Evening Peak Hour ........................ 38
Table 6-1 Atmospheric and Weather-related Conditions ............................................................ 57
Table 9-1 Maximum Sustained Acceleration for Ride Comfort ................................................... 81
Table 9-2 Maximum Jerk for Ride Comfort................................................................................. 81
Table 18-1 Minimum Levels of Illumination in Non-Public Areas ................................................ 159
Table 19-1 Minimum Illumination Levels in OMSF ..................................................................... 169
Table 20-1 Maximum Acceleration Values Imparted by the Guideway in Passenger Service .... 173
Table 26-1 Data Submittal Schedule -- Project Plans ................................................................ 198
Table 26-2 Data Submittal Schedule – Design Documentation .................................................. 199
Table 26-3 Data Submittal Schedule – Quality Assurance Documentation ................................ 200
Table 26-4 Data Submittal Schedule -- Operations and Maintenance Documents ..................... 202
Table 27-1 Normative Standards ............................................................................................... 203
Table 27-2 Informative international standards .......................................................................... 209

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Performance Specification for a Turnkey Mass Transit Monorail System - First Edition. 2022
1 Introduction

History demonstrates that the most suitable and cost-effective automated transit systems are
procured as turnkey systems, following a System Performance Specification rather than a more
prescriptive approach. Automated metro, Monorail and APM project implementation is most
timely and economical when:
• The contract is structured so that there is a single point of responsibility (turnkey
system not multi-contract approach)
• The contract includes a substantial period of operations and maintenance as well
as system design / build (such as in a DBOM or BOT approach)
• The contract is based on a System Performance Specification rather than detailed
presciptive specifications
• The procurement requires proven system technology and GoA 4 operating
experience.
Turnkey System procurement with performance-based technical specifications permits potential
monorail system suppliers to offer an overall optimised solution that is tailored to best meet a
Client’s System operating requirements. The inclusion of an extended term of operation and
maintenance as part of the initial performance-based turnkey design / build contract results in
the best-integrated System as well as the lowest overall life cycle cost.
This System Performance Specification presents System design, build, operations and
maintenance requirements for a hypothetical mass transit-grade, GoA 4 (driverless and
unattended, UTO) straddle monorail System. The intention is that a client (or consultant defined
as client) would replace hypothetical parameters (as noted) with the parameters appropriate for
the desired System and use the resulting Specification as a basis for an Invitation to Tender.
A turnkey System Contractor (the Contractor) shall provide all the functionality required by this
specification) and is the single point of responsibility for the successful completion of these
activities. The Contractor shall choose how to provide this functionality including which
subsystems or components are responsible to provide functionality.

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2 Abbreviations, Definitions, and Standards

2.1 Abbreviations and Definitions

The abbreviations and definitions used in this Performance Specification are defined in Table
2-1, below.
Table 2-1 Abbreviations and Definitions

Abbreviations Definition
A&E Architectural and Engineering
AARU Automatic Assured Receptivity Unit
AC Alternating current
ADA Americans with Disabilities Act
AFC Automatic Fare Collection
ALARP As Low As Reasonably Practicable
ANSI American National Standards Institute
APM Automated People Mover
ASCE American Society of Civil Engineers
ASHRAE American Society of Heating, Refrigeration and Air
Conditioning Engineers
ATC Automatic Train Control
ATP Automatic Train Protection
ATO Automatic Train Operations
ATR Automatic Train Regulation
ATS Automatic Train Supervision
AW0, AW1, AW2, AW3, Vehicle design weights as defined in Section 9
AW4
BOT Build-Operate-Transfer
BTU Basic Train Unit
CBTC Communications Based Train Control
CCC Central Control Console
CCD Charge Coupled Device
CCF Central Control Facility
CCO Central Control Operator
CCTV Closed Circuit Television
CENELEC European Committee For Electrotechnical Standardization
(Commission Européenne de Normalisation Électrique)

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Abbreviations Definition
CLS Closed and Locked Status
CRC Cyclic Redundancy Check
CSC Contactless Smart Card
CSD Combined Service Drawing
CTS Communications Transmission Subsystem
D(FA) Declarable for Assessment
D(FI) Declarable for Information
DB Design Build
DBOM Design-Build-Operate-Maintain
DC Direct Current
DCIM Design/Construction Interface Manual
DCS Door Closed Status
DDOT Dwell Door Open Time
EB Emergency Brake
E&M Electrical and Mechanical
EMC Electromagnetic Compatibility
EMI Electromagnetic Interference
EMU Multiple Unit
FAI First Article Inspection
FDR Final Design Review
FMEA Failure Mode and Effects Analysis
FMECA Failure Mode, Effects & Criticality Analysis
FTA Fault Tree Analysis
GoA Grade of Automation (from the International Association of
Public Transport, UIPT)
HVAC Heating, Ventilation & Air Conditioning
ICD Interface Control Document
IEEE Institute of Electrical and Electronics Engineers
IEC International Electrotechnical Commission
IP Inspection Plan
ISO International Standards Organization
LCD Liquid Crystal Display
LED Light Emitting Diode

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Performance Specification for a Turnkey Mass Transit Monorail System - First Edition. 2022
Abbreviations Definition
LO Locked Out
LOS Level of Service
LPM Litres per Minute
LRU Line Replaceable Unit
MDBF Mean Distance Between Failures
MI&H Mobility-Impaired and Handicapped
MMI Man-Machine Interface
MMIS Maintenance Management Information System
MSTP Multiple Spanning Tree Protocol
MTBF Mean Time Between Failures
MTBSAF Mean Time Between Service-Affecting Failures
MRV Maintenance and Recovery Vehicle
MTTRs Mean-Time-to-Restore
MTTR Mean-Time-to-Repair
NFPA National Fire Protection Association (USA)
NMS Network Management Subsystem
NTP Notice to Proceed
O&M Operations and Maintenance
OBCU On Board Control Unit
OMSF Operations, Maintenance and Storage Facility
OSHA Occupational Safety and Health Administration
OVLD Over-Voltage Limiting Device
PA Public Address
PABX Private Automated Branch Exchange
P(AR) Prohibited in Area of Restriction
PDC Platform Door Controller
PDR Preliminary Design Review
PI Passenger Information
PICO Post-Installation Check-Out
PID Passenger Information Display
PIN Personal Identification Number
PM Preventive Maintenance
PPH People per hour

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Abbreviations Definition
PPHPD People (transit system riders) per hour per direction
PSDS Platform Screen Door Subsystem
PS&D Power Supply and Distribution
PSTN Public Switched Telephone Network
QA/QC Quality Assurance / Quality Control
RAM Reliability, Availability, and Maintainability
RF Radio Frequency
RMM Recovery Manual Mode
RMS Root Mean Square
RTU Remote Terminal Unit
SCADA Supervisory Control And Data Acquisition
SAE Society of Automotive Engineers
SAF Service Affecting Failure
SDH System Design Headway
SDR System Design Review
SDRT Station Dwell Reaction Time
SDT Station Dwell Time
SI International System of Units, Système international d'unités
SOFRP System Operating and Fault Recovery Plan
SPFMA System Performance and Failure Management Analysis
SPS System Performance Specification
SSD System Schematic Display
SSD System Status Display
THR Tolerable Hazard Rate
TOH Train Operating Hours
TOM Ticket Office Machine
TPS Traction Power Substation
TTR Time to Restore
TVM Ticket Vending Machine
UITP International Union of Public Transport
UNIFE European Rail Industry Association
UPS Uninterruptible Power Supply
UTO Unattended Train Operation

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 Abbreviations Definition
VDU Visual Display Unit
VTA Verification, Test and Acceptance

The following definitions apply throughout this System Performance Specification:

Table 2-2 Terms and Definitions

Term Definition

Adhesion, Coefficient of During rolling contact, the ratio between the attainable
longitudinal tangential force at the wheel-running
surface interface and normal force.

Alteration A change or substitution in the form, character, or detail

of the work done or to be done within the original scope
of the Contract.

Approval Acceptance in writing by the Client, Client’s Oversight

Consultant, or another authority, as applicable.

Approved or Approved Type Design type material, procedure, or method given

approval by the Client, or another authority, as
applicable.

Availability The probability that a given system is operational or

ready to be placed in service.

Bogie A vehicle undercarriage assembly containing wheels

and axles, motors, gearboxes, brakes, collectors, cable,
piping, etc. Also called a truck.

Car The smallest passenger carrying unit, perhaps a vehicle

of itself, but generally coupled together to make
vehicles and consists, and trains.

Central Control Console The Central Control Operators' workstation(s) within the
Central Control Facility, consisting of displays and
controls that permit all necessary interfaces with the
ATC and communications subsystems.

Central Control Facility (CCF) A room within the OMSF in which the Central Control
Operators perform their tasks and duties and in which
are located the System Schematic Display, the Power
Schematic Display, the General System Display, the
CCC, and related ATC, communications, and SCADA
equipment.

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Term Definition

Central Control Operator (CCO) Any operations staff member whose work area is the
CCF and who uses ATC equipment and other
communication, control, audio, and visual equipment to
interact with the System to maintain System
performance. CCO can refer to one or more such
persons when describing actions or capabilities.

Client The entity legally, practically, and financially enabled to

enter to a contract with the Contractor for delivery of the
System described by this System Performance
Specification.

Comfort Speed The speed of travel through a constant-radius curve at

which the Lateral component of centripetal acceleration
is equally balanced by gravity due to Superelevation.

Commercial Speed Commercial Speed shall have the meaning as defined

in Section 5.1.4 of this System Requirement
Specification.

Consist The configuration of the cars and vehicles operating as

a train.

Contractor The entity contracted by the Client to deliver the system

that meets the requirements of this system requirement
specification.

Days Unless otherwise designated, days will be understood

to mean calendar days.

Days, Working Those Days during which regular business is

conducted, therefor excluding days of rest and all
statutory holidays in the locale.

Design Load All applicable loads and forces or their related internal
moments and forces used to proportion members.

Downtime Event One or more System-related problems that cause

unscheduled stoppage or delay of one or more vehicles
on any portion of the track for a period as defined in
section 8.1. Inability to dispatch from a station is also
considered an unscheduled stoppage. The problem
may be hardware or software failure or may be a
random stoppage not traceable to a specific cause.
Stoppages resulting from causes listed as Exclusions
shall not be counted as downtime events.

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Term Definition

Downtime The accumulated time of all downtime events.

Downtime for an event shall include all time from when
vehicle movement was interrupted until the fault was
cleared and the first vehicle blocked by the failure has
resumed movement for passenger services.

Drive A system consisting of one or several motors or

actuators, their direct control equipment (power
circuits), and the associated mechanical devices
required to produce a useful output.

Dwell Dwell time is defined as Station Dwell Time.

Dwell Door Open Time Dwell Door Open Time shall have the meaning as
defined in Section 5.1.3 of this Specification.

Exclusions System Availability events that are not considered

Downtime Events, as listed in Section 8.1. Delays due
to these Exclusions will not be used in evaluating
System availability

Fail-safe A system element designed such that, in the

occurrence of a failure, the system remains safe.

Failure An inability to perform an intended function, but

excluding the following:
• A consumable item.
• A dependent failure.
• Collision, accident, vandalism, or negligence of
the operator.
• Incorrect or abusive use by the operation or
maintenance personnel or by incorrect operation
or maintenance procedures or practices by the
operator.
• A preventive maintenance action.
• Passenger-induced failure.

Failure Rate The frequency of failure, expressed as failures per hour

or failures per mile. Failure rate is the mathematical
reciprocal of mean time between failures (MTBF) or
mean distance between failures (MDBF).

First Article The first item of production that fixes and defines all
subsequent production items.

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Term Definition

Finish-out All construction work in addition to the basic structure

and shell to finish a building or space so that it requires
no additional work prior to use for its intended purpose,
other than installation of specific Contractor-supplied
equipment.

Fixed Facilities Fixed Facilities shall have the meaning as defined in

Section 3.3 of this Specification.

FMEA Failure modes and effects analysis

Guide Beam One of the component beams of the guideway upon

which the monorail vehicles are guided and supported.
Includes the running and guidance surfaces.

Guideway Denotes the structure upon which the monorail vehicles

are guided and supported, and path of that structure
through the System. Analogous to the steel tracks of
steel-wheel, steel-rail transit systems.

Headway Headway shall have the meaning as defined in Section

5.1.2 of this Specification. Essentially and for reference
only, the elapsed time between two consecutive trains
traveling in the same direction on the same track.

Headway, Operational Operational Headway, or Service Interval, shall have

the meaning as defined in Section 5.1.2 of this
Specification. Essentially and for reference only, the
planned (scheduled) Headway. The Operational
Headway can be maintained reliably when there are no
failures or external perturbations.

Headway, Non-interference See System Design Headway

Headway, System Design System Design Headway, or Non-interference

Headway, shall have the meaning as defined in Section
5.1.2 of this Specification. Essentially and for reference
only, the minimum headway at which trains can
circulate throughout the System without having to stop
or reduce speed due to trains ahead.

Hot Berthing When a train is waiting to depart when another train

arrives at a station.

Inspection The checking or testing for condition, performance, and

safety of equipment against established standards.

Interface The points where two or more functional systems,

subsystems, or structures come into physical or
functional contact.

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Term Definition

Jerk Time rate of change of acceleration and deceleration,

equal to the second derivative of velocity with respect to
time.

Lateral Side to side in a vehicle, the y direction in ISO 2631-

2010.

Line Replaceable Unit (LRU) Assembly designed for replacement from a vehicle or
wayside installation (first level maintenance) in order to
return the vehicle or wayside equipment to a
serviceable state.

Lowest Level Replaceable Unit The smallest unit for line replacement, such as a
(LLRU) component, circuit board, or assembly, that would be
replaced in effecting a repair of the system or
subsystem in accordance with the Contractor's specific
maintenance plan.

Longitudinal Fore and aft in a vehicle, the x direction in ISO 2631-

2010

Mainline That portion of the guideway that is used to transport

passengers in service, that is, not part of the OMSF,
lines leading to it that do not carry passengers, or
vehicle / train storage tracks.

Maintenance and Recovery Any vehicle capable of being guideway-mounted,

Vehicle (MRV) designed to maintain the guideway and guideway -
mounted equipment, carry system equipment along the
track for use in subsystem maintenance and repair, and
possibly to retrieve failed passenger vehicles/trains
from the track. The guideway design shall include
consideration of the weights associated with the
recovery vehicle operation.

Maintenance Management An automated system capable of providing the system

Information System departmental manager and staff with operational data
required for analysis and determination of system
performance and efficiency. Capable of collection,
processing, storage, retrieval, analysis and reporting of
reliability, efficiency and effectiveness-related
information pertaining to all aspects of the system.

Maintenance Planning System An automated system of cost, work, and manpower

planning, scheduling, and control, either manual or
automated, generally part of a total maintenance
management information system.

Manufacturer The builder or producer supplying materials, equipment,

or apparatus for installation.

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Term Definition

Maximum Load Point (Peak The link between adjacent stations with the heaviest
Link) passenger load by direction, expressed as passengers
per hour per direction.

Mean Distance Between The mean operating mileage between failures.

Failures (MDBF)

Mean Time Between Failures The mean operating time between failures.
(MTBF)

Mean Time to Restore (MTTRs) The average time required to diagnose, repair, or
replace and ascertain that a unit of equipment of the
system is ready to go back into service following its
malfunction, and restart that unit on the system to
service. The MTTR does not include mobilization time
and time to obtain the required items from stores.

Mobility Impaired and Riders who have mobility-related limitations. Often

Handicapped (MI&H) referred to as “elderly” and “handicapped” in
transportation literature.

No Motion The car speed at or below the lowest speed reliably

detectable by the car sensors.

Normal A condition in which relevant car equipment is not in a

failure mode and the environment is as specified.

Notice to Proceed (NTP) The written directive from Client to Contractor

authorizing the Contractor to begin the execution of
work as specified in the Contract Documents of which
this Performance Specification is part thereof.

O&M Contractor Shall have the meaning set forth in Introduction.

Operating Hours The scheduled and actual number of hours during

which the System provides service in an operating
period.

Operating Modes The normal, contingent, and other operations of the

System.

Operating Schedule The specific scheme of vehicle/train operations

scheduled on an hourly, daily, and weekly basis, in
accordance with this System Performance
Specification.

Operations, Maintenance and An area encompassing the CCF, a maintenance facility

Storage Facility (OMSF) with repair shops, work bays, maintenance vehicles and
related amenities, a vehicle storage area, and
administrative offices related to and necessary in
connection with System operation and such facilities.

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Term Definition

Overtravel Buffer A device placed at any track terminus to provide a

controlled deceleration should a train not stop before
reaching the device.

Part Component.

Peak Period The time interval of greatest system patronage demand.

Proof (used as a suffix) The device and contents are impervious to, or
unharmed by the indicated materials, environment, or
other outside elements, as in splash proof or dust proof.

Proven Design As used here, a proven design is defined as those

technologies of that have been successfully deployed in
day-to-day service in other monorail or mass-transit
systems.

Provide Design, construct, furnish / install or complete in place,

and test.

Redundancy A design approach in which more than one unit that can
meet the required functionality is implemented.
Redundancy has one of two objectives, to enable a
function to be performed in the event of the failure of
one unit, or to enable failure to be detected by
comparing the outputs of two units. The second
purpose is called “checked redundant” and enables a
system to revert to a safe state in the event of failure.

Reference Drawings The drawings that generally describe the location and
design of the System, its facilities, and its other
elements and ancillary structures.

Reliability The probability that a system, subsystem, component,

or part will perform satisfactorily when used under
stated conditions for a stated period of time.

Right-of-Way The easements, land, and path reserved for the system
guideway, associated wayside equipment, and access
thereto. The OMSF may not be included in the Right-of-
Way.

Safety Freedom from unacceptable risk.

Safety Critical A system element or function, which is required to

assure safe system operation.

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Performance Specification for a Turnkey Mass Transit Monorail System - First Edition. 2022
Term Definition

Scheduled Service Periods when the system is functioning to transport

passengers in accordance with the Operations Plan,
including time sequence of vehicle arrivals and
departures resulting from planned number of vehicles
following their planned routings.

Service The operation of the system with passengers.

Service Interval See Operational Headway

Shop Any facility designed for maintenance activities.

Specification This System Performance Specification.

Station Dwell Reaction Time Station Dwell Reaction Time shall have the meaning as
defined in Section 5.1.3 of this Specification.

Station Dwell Time Station Dwell Time shall have the meaning as defined
in Section 5.1.3 of this Specification.

Stop, Emergency The stopping of a vehicle or train by an emergency

brake application.

Stop, Service The stopping of a vehicle or train by application of the

service brakes.

Storage Track A section of guideway used to store service-ready

vehicles / trains prior to their dispatch into Service and
trains removed from Service. Storage tracks generally
are in the automated part of the system and are located
in the yard of the OMSF and where applicable at
terminal stations and strategically along the mainline as
required to meet availability and operational
requirements.

Substation (Traction Power) A facility in which electrical power is received and

converted to DC voltage of a lower level for distribution
on the guideway.

Superelevation The angle of the top running surface of the guideway

with respect to local horizontal (perpendicular to
gravity).

Sustained Durations equal to or greater than 2 seconds.

System The transit system specified by this System

Performance Specification, including the fleet,
guideway, civil infrastructure, wayside infrastructure,
power distribution, signalling, track equipment, and all
other elements supplied by the Contractor.

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Term Definition

System Equipment The vehicles, switches, emergency walkway, traction

power and back-up power equipment, OMSF
equipment, ATC and other signalling equipment,
communications equipment, signage, safety and
security equipment, station platform equipment,
maintenance tools and equipment, and all other
equipment required by the System.

System Technology System Technology shall have the meaning as defined

in Section 3.2 of this Specification.

Track Herein denotes the guideway and guide beams in

analogy with the steel tracks of steel-wheel, steel-rail
transit systems. Includes the running and guidance
surfaces.

Traction System The system of wheels, motors, gears, brakes, direct

controls, and appurtenances that propels or retards a
vehicle in response to control signals.

Train A set of two or more cars coupled together and

operated as a single unit, displaying a headlight to the
front and taillight to the rear. Trains or vehicles may be
coupled to form a larger train.

Truck A vehicle undercarriage assembly containing wheels

and axles, motors, gearboxes, brakes, collectors, cable,
piping, etc. Also called a bogie.

Validation The process of demonstrating that a system,

subsystem, function, or component generally does as
expect and produces a result that is suitable for the
application.

Verification The process of proving that a system, subsystem,

function, or component will consistently do as expected
to produce a result that will consistently satisfy a pre-
determined requirement.

Vertical Up and down, the z direction in ISO 2631-2010

Vehicle An autonomous passenger carrying unit intended for

passenger service with multiple cars (if any) semi-
permanently coupled.

Vital A term applied to a device or circuit which has known

failure modes, certain of which occur with extreme
rarity.

Vital Component or Circuit Any device, circuit, or software module used to

implement a Vital function.

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 Term Definition

Wayside The geographic portion of the system along the

guideway and within the Right-of-Way, also an adverb
attached to the equipment therein or associated with it
(usually to distinguish it from vehicle-borne equipment).

2.2 Codes, Regulations and Standards

The System shall be designed, constructed, operated, and maintained in accordance with local
and internationally recognized codes, regulations, and standards. A list of the common
international standards relevant to straddle-beam monorails is given in Appendix 1 International
Standards for Straddle-Beam Monorails. Equivalent internationally recognized standards may
be substituted. Local standards shall be used to substitute or supplement, especially as
required by law.
The System shall be designed generally following IEC and CENELEC standards, and the ASCE
21 Automated People Movers standard where this standard does not conflict.
The System shall also comply with the American standard NFPA 130 for fire protection.
Compliance to the CENELEC EN 45545 railway vehicle fire protection standard may substitute
where appropriate.
Design, manufacture, supply, and verification of the System (including the fleet) shall follow
CENELEC standard EN50126 “The specification and demonstration of Reliability, Availability,
Maintainability and Safety”.

2.3 Prohibited and Declarable Substances

Substances classified as “Prohibited in Area of Restriction, P(AR)” in the UNIFE (Railway
Industry Association) Railway Industry Substance List shall not be present in finished goods,
parts or components defined in the “area of restriction” for this System.
Substances classified as “Declarable for Assessment, D(FA)” in the UNIFE list shall be
declared to the Client and delivered subject to Client approval.
Substances classified as “Declarable for Information, D(FI)” in the UNIFE list shall be declared
to the Client.

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3 System Description

3.1 System Overview

The Project consists of the turnkey design, supply, installation, test, and commissioning of the
System followed by defined period for the operation and maintenance of the System for a
period of five years, renewable at option of Client.
The System consists of a service-proven, transit-grade, automated and unattended (UTO), GoA
4 straddle-beam monorail system comprising System Technology and Fixed Facilities scope as
outlined below.
System Technology consists of:
• Rolling Stock
• Power Supply and Distribution (PS&D)
• Automatic Train Control (ATC)
• Communications subsystem
• Supervisory Control and Data Acquisition (SCADA)
• Central Control Facility (CCF) equipment
• Automatic Fare Collection (AFC)
• Guideway equipment including switch equipment
• Station equipment including Platform Screen Door Subsystem (PSDS)
• Operations, Maintenance and Storage Facility (OMSF) equipment
• Corrosion control, grounding, lightning and other protection
• Systems activities.
These System Technology scope items are further outlined in System Technology below.
Fixed Facilities scope consists of:
• Guideway
• Passenger stations
• Operations, Maintenance and Storage Facility (OMSF)
• Auxiliary buildings.
These Fixed Facility scope items are further outlined in Fixed Facilities below.
Operations and Maintenance scope consists of:
• System Operations
• System Maintenance
• O&M Documentation
• O&M Manuals
• O&M Training.
These O&M scope items are further outlined in System Operations and Maintenance below.

3.2 System Technology

The first level of the System Technology scope is shown in Section 3.1 above. The following is
a guide to locating detailed requirements in this document.
Passenger vehicle requirements can be found in Section 9.

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 Power Supply and Distribution (PS&D) provides power to the trains from traction substations
through power rails and power collectors on the vehicles or equivalent as required by the
technology. It also provides housekeeping power to passenger stations, the OMSF and CCF as
well as back-up power throughout the System. PS&D requirements can be found in Section 10.
Automatic Train Control (ATC) provides Automatic Train Protection (ATP), Automatic Train
Operations (ATO) and Automatic Train Supervision (ATS). ATC requirements can be found in
Section 11.
Communications subsystems include the fibre optic backbone, radios and telephones, on-board
and wayside video surveillance, public address, passenger audio communications, passenger
information displays, video, and voice recording. Communications requirements can be found in
Section 12 below.
Supervisory Control and Data Acquisition (SCADA) requirements can be found in Section 13
below.
Central Control Facility (CCF) equipment requirements can be found in Section 14 below.
Automatic Fare Collection (AFC) includes ticket vending machines, ticket office machines, fare
gates, station or digital systems for fare collection and central computer systems. AFC
requirements can be found in Section 15 below.
Guideway equipment includes switches, end-of-line overtravel buffers, and wayside equipment
such as cable trays, emergency walkways, lighting, and signage. Guideway equipment
requirements can be found in Section 170 below.
Station equipment includes Platform Passenger Protection System e. g. the Platform Screen
Door Subsystem (PSDS), elevator and escalator equipment, connections to emergency
walkways, lighting, HVAC, plumbing, communications, and miscellaneous electrical and
mechanical equipment. Station equipment requirements can be found in Section 18 below.
Operations, Maintenance and Storage Facility (OMSF) and equipment provides for automated
train storage and dispatch, train wash facility, vehicle and wayside equipment maintenance and
repair, workshops, tools, test equipment, Maintenance Management Information System
(MMIS) maintenance and retrieval vehicles, spare parts, consumables, facilities for employees,
supervision area and offices. OMSF requirements can be found in Section 19 below.
Corrosion control and grounding requirements can be found in Section 22 below.
Systems activities include systems engineering and integration, system environmental design,
System safety and security, System dependability, Systems assurance and verification, and
System documentation. Requirements related to these activities can be found in Sections 4, 6,
7, 8, 23 and 26 below.
Introduction of new Technologies
Where new technologies are to be introduced, the Contractor shall ensure that the validation
program provides appropriate testing and validation methods to demonstrate suitability and
compliance to the reliability, availability, maintainability, and safety requirements.

3.3 Fixed Facilities

The first-level breakout of the Fixed Facilities scope is shown in Section 3.1 above.
Guideway scope includes foundations, columns and other support structure, guideway beams
for tangent, curved and transition guideways, and switch support structures on the mainline
guideway and in the OMSF. Guideway requirements can be found in Sections 16, 17, 20 and
21 below.

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 Passenger station scope includes foundations, columns and other support structure and the
station structure itself together with building services, furniture, and equipment. Passenger
station requirements can be found in Sections 18, 20 and 21 below.
OMSF scope includes foundations for OMSF buildings, and the building structures themselves
together with building services, furniture, and equipment. OMSF requirements can be found in
Sections 19, 20 and 21.
Auxiliary buildings may include the Central Control Facility (CCF), administrative offices,
traction, and auxiliary power substations to the degree that they are not included in the
passenger stations or the main OMSF building. Auxiliary building scope includes foundations,
and the building structures themselves together with building services, furniture, and
equipment. Requirements can be found in Sections 20 and 21.

3.4 System Operations and Maintenance

The first-level breakout of the System Operations and Maintenance scope is shown in Section
3.1. In this breakout:
• System Operations includes operating characteristics, normal, degraded-mode
and emergency operating modes, System start-up and shutdown, failure
management, and System operations plans (see Sections 5.1 – 5.4 and 24.1)
• System Maintenance includes the System maintenance plan, OMSF, maintenance
tools and equipment and the Maintenance Management Information System
(MMIS) (see Sections 5.5, 19 and 24.1)
• O&M Documentation includes System operations and maintenance plans,
standard operating procedures, lists for spare parts and special tools and
equipment, training plans, O&M manuals and operating rule book (see Sections
26.1, 26.2, 26.4 and 24.2).
• O&M Manuals include preliminary, updated and final copies for all subsystems,
equipment and software and illustrated parts catalogues (see Sections 26.4 and
24.2)
• Training includes the preparation and execution of training plans for the O&M of all
subsystems, equipment and software and the System as a whole, based on the
O&M manuals developed above (see Section 24.3).

3.5 System Configuration

The System Performance Specification includes the definition of System configuration
information, such as:
• The route alignment
• A track plan
• Key operating requirements
• System operating pattern (System capacity, station boarding and alighting and
Service Interval requirements for different times of day and days of the week)
• Train configuration constraints.
These parameters are used as a basis for the calculation and specification of other System
quantities and performance requirements included in this Specification. They will also be the
basis for System design and performance data to be included by the Contractor in proposals
and / or in SDR submittals.

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For demonstration purposes hypothetical values of these parameters have been assumed
herein. These hypothetical values shall be replaced with actual values appropriate to the
Client’s desired System and are denoted throughout this document by ("project specific").

3.5.1 System Alignment ("project specific")

The alignment included herein is hypothetical and was chosen because it is typical of
potential monorail alignments in terms of urban fit (horizontal curve radii and grades) and
because it is of median length for monorail projects. This information shall be replaced
with information from the actual System under consideration. The alignment herein is
approximately 14 km long and includes 10 stations (S 01 to S 10). The horizontal and
vertical alignments together with the track schematic are shown graphically in Figure 3-1
below.
Detailed tabular horizontal and vertical alignment data can be found in Appendix 2
Alignment Data.
The track plan includes:
• Stations S 01 to S 10
• Dual guideway
• A switch and a tail track behind each end station to facilitate change of train
direction and track (this configuration permits shorter headway operation than
switches in front of the end stations)
• Switches, turnouts, and guideway to provide access to and from the OSMF.
Contractors shall include and identify the number and location of any additional switches and
turnouts required for normal operations and failure management in order to meet the
requirements of this Specification, especially System capacity and System availability
requirements.

Figure 3-1: Hypothetical Horizontal and Vertical Alignment including Track Schematic

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3.5.2 Key System Operating Requirements
The System shall utilize multi-car monorail trains and shall be capable of:
• Unattended Train Operation (UTO – UITP Grade of Automation 4 – GoA 4)
• Local and skip-stop operation
• Typically maximum operational speed of 80 km/h
• design speed 10 % higher than operational speed
• Typically maximum grade of 6.0 % for 500 m (higher grades may be specified in
consultation with monorail system suppliers)
• Typically minimum horizontal curve radius of 50 m
• Typically minimum vertical curve radius of 500 m
• Typically minimum System operating hours of 20 per day with a System design
that supports System expansion to 24 hours per day
• Recommended bi-directional trains with equal performance in either direction
• Recommended reversible train operation on the track (for example, using three Y-
junction 'Schienendreieck') - reversed operation orientation (wye-junction or run-
around loop)

3.5.3 System Operating Pattern ("project specific")

A hypothetical operating pattern is shown in Table 3-1 for weekdays and in Table 3-2 for
weekends. This information shall be replaced with information for the actual System under
consideration, ideally with peak capacity between 5,000 and 40,000 PPHPD.
The required maximum System capacity (for the current hypothetical example) is 20,000
PPHPD, which is defined to be 100 % for the purposes of Table 3-1 and Table 3-2. These
tables indicate the maximum Service Intervals permitted at different times of the day.
Contractors may propose to operate at shorter Service Intervals to provide the required
capacities subject to alignment and monorail technology limitations.
The Operational Fleet is defined to be the number of trains required to provide the required
maximum System capacity (20,000 PPHPD) at AW2, as defined in Section 9.2 or the required
Service Interval, whichever is the limiting factor. The Total Fleet is defined to be the Operational
Fleet plus spare trains for maintenance and standby, as defined in Section 5.1.7.

Table 3-1 System Operating Pattern Weekdays

Operating Period (h) Required Required Maximum*

Capacity Capacity Service
(PPHPD) (%) Interval (s)

05.00 – 07.00 10,000 50 240

07.00 – 09.00 20,000 100 120

09.00 – 11.00 10,000 50 240

11.00 – 14.00 15,000 75 180

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 Operating Period (h) Required Required Maximum*
Capacity Capacity Service
(PPHPD) (%) Interval (s)

14.00 – 16.00 10,000 50 240

16.00 – 18.00 20,000 100 120

18.00 – 22.00 15,000 75 180

22.00 – 01.00 10,000 50 240

*Shorter Service Intervals may be proposed

Table 3-2 System Operating Pattern Weekends

Operating Period (h) Required Required Maximum*

Capacity Capacity Service
(PPHPD) (%) Interval (s)

05.00 – 09.00 10,000 50 240

09.00 – 16.00 15,000 75 180

16.00 – 01.00 10,000 50 240

*Shorter Service Intervals may be proposed

3.5.4 Station Boarding and Alighting Requirements ("project specific")

The design of passenger stations, station equipment, and train operations shall consider the
maximum number of passengers per hour expected to board and alight trains in each direction
at each station. The data (for the hypothetical System) can be seen in Table 3-3 for the
weekday morning peak hours and in Table 3-4 for the weekday evening peak hours. These
data shall be replaced with the appropriate data for the Client’s desired System.

Table 3-3 Station Boarding and Alighting (pph) – Weekday Morning Peak Hour

Station Westbound Westbound Eastbound Eastbound Total Total

Boarding Alighting Boarding Alighting Boarding Alighting
(pph) (pph) (pph) (pph) (pph) (pph)

S 01 0 6,000 3,000 0 3,000 6,000

S 02 1,000 4,000 2,000 1,000 3,000 5,000

S 03 2,000 3,000 1,000 1,000 3,000 4,000

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 Station Westbound Westbound Eastbound Eastbound Total Total
Boarding Alighting Boarding Alighting Boarding Alighting
(pph) (pph) (pph) (pph) (pph) (pph)

S 04 3,000 2,000 1,000 1,000 4,000 3,000

S 05 2,000 1,000 1,000 1,000 3,000 2,000

S 06 3,000 1,000 2,000 1,000 5,000 2,000

S 07 1,000 1,000 1,000 1,000 2,000 2,000

S 08 1,000 1,000 1,000 1,000 2,000 2,000

S 09 3,000 1,000 1,000 2,000 4,000 3,000

S 10 4,000 0 0 4,000 4,000 4,000

Table 3-4 Station Boarding and Alighting (pph) – Weekday Evening Peak Hour

Station Westbound Westbound Eastbound Eastbound Total Total

Boarding Alighting Boarding Alighting Boarding Alighting
(pph) (pph) (pph) (pph) (pph) (pph)

S 01 0 3,000 6,000 0 3,000 6,000

S 02 1,000 2,000 4,000 1,000 3,000 5,000

S 03 1,000 1,000 3,000 2,000 3,000 4,000

S 04 1,000 1,000 2,000 3,000 4,000 3,000

S 05 1,000 1,000 1,000 2,000 3,000 2,000

S 06 1,000 2,000 1,000 3,000 5,000 2,000

S 07 1,000 1,000 1,000 1,000 2,000 2,000

S 08 1,000 1,000 1,000 1,000 2,000 2,000

S 09 2,000 1,000 1,000 3,000 4,000 3,000

S 10 4,000 0 0 4,000 4,000 4,000

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 3.5.5 Train Configuration
The configuration of the monorail trains shall be selected by the Contractor to best meet the
requirements of this specification, especially the System configuration requirements in this
section, System operating criteria in Section 5, and the System dependability requirements in
Section 8.
Trains shall comprise:
• one fixed-length set of Cars semi-permanently connected into a Basic Train Unit
(BTU) (e.g. a 4 car train), or
• two or more BTU’s coupled into a Multiple Unit (EMU) (e.g. a train of two 2-car
BTU’s).
• single car operation provided that all safety and emergency evacuation
requirements are achieved. (It shall always be possible at any location on the
system for a passenger to safely self evacuate from any vehicle to a safe location
in the event of an emergency.)
Vehicles within a BTU shall be semi-permanently connected with a drawbar or a coupler and
deploy inter-car gangways between vehicles. Trains shall have couplers at each end to permit
coupling with other trains for train recovery purposes (at a minimum).

3.6 System Expandability ("project specific")

The System shall be designed to facilitate easy expansion, including:
• Increases in System capacity on the existing route
• Additional stations on the existing route
• Route extensions including branch lines.
Note to Clients: Consideration should be given to defining the System requirements such that
the initial System includes a degree of expansion (e.g., design for several years ahead). It is
particularly important that requirements contemplate specific expansion scenarios so that the
design can anticipate them and not preclude them due to lack of space, functionality, or
capacity.
The Contractor shall provide a System Expansion Plan to meet the future / ultimate capacity
study, if provided.
The following at least items shall be considered:
• Additional fleet of existing train configuration
• Operation at reduced headway
• Increased station throughput (e.g. more fare gates)
• Adequate train storage for additional fleet at OMSF or elsewhere
• Additional train maintenance capacity (increased number of bays, equipment,
staff)
• More equipment, displays, staff at Central Control Facility (CCF)
• Additional power supply and distribution equipment, typically including a second
transformer/rectifier at selected power substations
• Additional ATC equipment on new fleet
• More communications and SCADA equipment on additional trains.

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3.7 Accessibility
The System shall be accessible and usable by mobility impaired and handicapped persons,
including those confined to wheelchairs. Physical accessibility shall be provided in all public
areas of the System during all normal operations. This includes vehicles, station approaches,
fare collection, toilet facilities, platforms, and vertical circulation facilities. Station parking, where
provided, shall include designated handicapped spots. Special consideration shall be given to
the clarity of messages from passenger information systems.
Full wheelchair accessibility is not mandated for emergency train evacuation situations, but
evacuation provisions and procedures shall address the needs of those confined to
wheelchairs. These shall be included in the System Operating Procedures Manual.

3.8 Design Life

System equipment including cabling and passenger vehicles shall have a design life of 30 years
except as specified below:

Suspension, propulsion motors and controls 10 years

Door operating mechanism and controls 10 years

Draft gear if any 10 years

Heating, ventilation, and air conditioning (HVAC) equipment 10 years

AFC and communications equipment 15 years

ATC technology 30 years

Traction power rails 15 years

Man-Machine Interface (MMI) equipment 10 years

Fixed Facilities including the guideway, Stations, OMSF, power substations 50 years

The running and guidance surfaces of the guideway (including switches) shall have a design life
of 30 years.

3.9 Urban Design Criteria

The design and construction of the System presents opportunities to enhance and complement
its environment. In addition to safely providing transportation services, the fixed facilities of the
System, including the guideway, stations, maintenance facilities and other wayside structures,
shall afford good appearance, durability, and sensitive design in relation to the varying
neighborhoods along the route. The Client may wish to give specific guidance in terms of
architectural design, choice of materials etc. Furthermore, all fixed facilities design shall comply
with applicable local codes and standards as required by law.

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4 Systems Engineering

The Contractor shall be the single point of responsibility for the System design.
The Contractor shall employ rigorous systems engineering techniques to ensure that the
System design fulfills the requirements defined in this System Performance Specification.
Requirements management techniques shall be employed to provide traceability of
requirements. The Contractor shall coordinate all system interfaces within and among the
system technology and equipment, the fixed facilities, and the operation and maintenance plans
and procedures to ensure compliance with this Specification, verification of the System, and
homologation as necessary.

4.1 Systems Engineering Plan

The Contractor shall prepare and submit a System Engineering Plan to the Client in accordance
with the Data Submittal Schedule in Section 26.
This Plan shall follow the standard methodology for system engineering design, realization, and
verification shown in Figure 4-1.
This Plan shall describe the organization and process by which the Contractor proposes to:
• Transform the System Performance Specification plus safety, legal, and other
requirements into a description of the System, including allocation of
requirements, definition of System, subsystem and component performance
parameters, and definition of System and subsystem configurations, through the
use of an iterative process of definition, analysis, design, test and evaluation.
• Describe the approach to configuration management and design
• Integrate related technical parameters and ensure compatibility of all physical,
functional and operational program interfaces
• Integrate system assurance factors such as availability, reliability, maintainability
and safety into System design and realization
• Establish a Verification, Test and Acceptance (VTA) plan including homologation
as required.

4.1.1 Requirements Management and Allocation

The Contractor shall ensure that the requirements of this System Performance Specification are
addressed in a structured and disciplined manner as shown in Figure 4-1. That is, requirements
are collected for the System and verification, or validation methods identified for each at the
system level. Further, the System level requirements are translated into detailed requirements
for subsystems and interfaces such that the System requirements are met when the
subsystems are integrated together. This process is known as allocation of requirements.
Generally, a functional description of the System is required, and the requirements are
allocated to functions. The Contractor shall prepare and submit a Functional Requirements
Specification describing this allocation according to the schedule of Section 26.3.

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 Associated tests

Customer System
Requirements Requirements and objectives Demonstration,
System
plus hazards, Validation Customer
Demonstration
regulations, & Acceptance,
standards Homologation
Requirements
Allocation

Requirements and objectives System SIT

System level System
System verification / validation Subystem SAT,
design Integration
PICO
Requirements
Allocation

Requirements and objectives Subsystem SIT,

Subsystem Subsystem
Subsystem verification Qual, Series, FAT,
level design Integration
FAI
Requirements
Allocation

Design Requirements and objectives Realization

Component Component Qual, Series, FAT,
level design Component verification Qualification FAI, Certifiction

Requirement
Traceability &
Verification

Design Manufacture Commission

Figure 4-1: System Engineering Design, Realization, and Verification Life Cycle

Verification methods are identified for all allocated requirements. Safety functions require extra
consideration and verification as described in Section 7. The allocation process continues
downwards through sub-subsystems or functions to components until requirements for all
subsystems, components, and interfaces are determined, and associated verification methods
identified as well. Following the V-model principles, higher systems requirements might be affected
by lower-level system and shall be verified. Both top-down requirements and bottom-up
requirements shall be assessed for complete validation. Procurement of components can then
proceed and verification to requirements can be performed, starting from receipt of components.
Manufacturing, subsystems, and interfaces are verified to their requirements in turn as
manufacturing, assembly, and integration progresses, finally culminating in validation of the System.
Requirements allocation continues in parallel with the design process, as further requirements are
identified through the design, RAM, and Safety processes. The design process is expected to
employ FMEA or other techniques to identify and resolve potential failure modes at the design
stage, generating verification requirements. Similarly, the RAM process is likely to generate design
requirements and hence further verification requirements. The safety process as described in
Section 7 generates safety requirements that shall be allocated and verified.
As an integral part of this approach the Contractor shall establish and maintain a requirements-
management database to the track convergence of all requirements throughout the design,
build, and commissioning phases and to confirm verification and compliance of all requirements
to allow System acceptance in accordance with EN 50126.

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4.1.2 System Assurance Plans
The System Engineering Plan shall outline the methodology for transforming the operational
need described by the requirements of Section 4.1.1 into a description of specific System
performance parameters, and for integrating the specialty engineering activities into the whole.
The Contractor shall ensure that the subsystem requirements reflect the overall requirements
through the production of documents addressing key requirement and implementation plans for
each discipline. These System Assurance Plans shall describe how and when supporting
activities are performed. The plans to be addressed include the following:
• Safety Requirements Specification and Safety Case per Section 7.1.1
• Quality Assurance and Quality Control Program Plan per Section 23.2
• Reliability, Availability and Maintainability Program Plan per Section 8
• Availability Demonstration Plan per Section 24.2.10
• System Security Plan per Section 7.2
• Noise Control Plan per Section 6.3
• Electromagnetic Compatibility Plan per Section 24.2

4.1.3 Configuration Management Plan

The Contractor shall submit a Configuration Management Plan to the Client for information in
accordance with the Data Submittal Schedule in Section 26. The Configuration Management
Plan shall describe how the configuration of the System shall be controlled and documented
from the proposal configuration through the design phases to as-built or as-delivered hardware
and software.

4.1.4 Design Management Plan

The Contractor shall submit for approval a Design Management Plan including a Design
Review Schedule, a Drawing and Document Submission Schedule and a Drawing Tree
illustrating the Contractor’s drawing hierarchy in accordance with the Data Submittal Schedule
in Section 26. The Design Management Plan shall include a detailed breakdown of System
Technology and Fixed Facility elements. The Design Management Plan shall provide for a
design review process as specified in Section 4.2 below.

4.1.5 System Interfaces and Integration

The Contractor shall define and manage the interfaces among the System elements provided
by the Contractor, including System Technology plus equipment and Fixed Facility elements.
The Contractor shall also identify and address interfaces between the System and the
environment, which involves third parties. This management is necessary to ensure compliance
to functional, safety, and other requirements as described in Section 4.1.1.

4.1.6 Verification and Test Plan

The Contractor shall provide a comprehensive Verification, Test, and Acceptance (VTA)
program that ensures, by test, acceptance, or similarity, that the System, subsystems,
components, and interfaces meet the requirements as given and as identified by the allocation
process described in Section 4.1.1. The program shall demonstrate the proper functioning of
hardware and software individually and together. The input for this program shall be in the
requirements management database and the results shall be aligned with the database to
generate a compliance verification matrix, as described in Section 24.

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4.2 Design Reviews
The following design reviews shall be conducted jointly by the Client and the Contractor.

4.2.1 System Design Review (SDR)

The Contractor shall present a System Design Review to demonstrate compliance with the
overall System requirements. As part of this review, the Contractor shall define the System-
level design baseline and establish design criteria for the final detail designs of the defined
subsystems and subsystems thereof.
The System Design Review shall be presented in accordance with the Data Submittal Schedule
in Section 26.

4.2.2 Preliminary Design Review (PDR)

A preliminary design review shall be conducted on each of the defined major subsystems and
components, in accordance with the Design Management Plan (Section 4.1.4). The purpose is
to establish that the basic design is consistent with the contract documents and provide
approval to proceed to final design. The material to be reviewed shall include the following, to
the extent applicable:
• Scope of services
• System analysis report
• Preliminary drawings including general arrangements and/or schematics including
interfaces and functional arrangement of major components
• Renderings, if applicable
• The various plans and analysis required by this System Performance Specification
document.
The design reviews shall be performed in accordance with the Project Schedule and the Design
Management Plan and shall demonstrate how requirements of subsystem and super system
are met.

4.2.3 Final Design Review (FDR)

These reviews shall be conducted on each of the defined System’s elements and for each
section of the System to confirm finished documentation and incorporation of all previous
design reviews leading to a definition of that section of the System. The purpose of the FDR is
to ensure that all comments and action items from the previous reviews have been resolved,
and to permit the Contractor to proceed to manufacture the items under the said FDR. The
material to be reviewed for the FDR shall include:
• Design details
• Calculations and analyses
• Interface drawings including installation provisions.
The design reviews shall be performed in accordance with the approved Project Schedule and
Design Management Plan.

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4.3 Design Documentation

4.3.1 Submission of Information – General

The Contractor shall prepare and coordinate relevant documentation such as design, general
arrangement and detail drawings, other technical literature, calculations, schedules, programs,
samples, patterns, and models for the design reviews.

4.3.2 Submission of Information to the Client

Drawings, diagrams, calculations, and all other documents presented shall comply with the
following:
a) Drawings, diagrams, and other information shall be submitted on standard sizes. Drawings
shall be titled, numbered, dated, marked with the contract number, properly approved, and
where applicable, include a graphical scale.
b) Calculations, schedules, and documents shall have a front cover sheet stating the title,
date, document reference number, and contract number, except where existing
documentation is being presented for reference.
c) Technical details of equipment to be installed in an area shall be supplied at the same time
as the equipment general arrangements and layout drawings for the area are submitted.
Such details shall include all space requirements for installation, maintenance and
replacement, service connections required, weights, foundation, and fixing details.
d) When schematics or diagrams are submitted, they shall be accompanied by all necessary
supplemental information to describe the function and operation of the equipment. When
information is submitted, and the Contractor proposes technical details that are not
compliant with the System Performance Specification or other contract documents, the
Contractor shall identify non-compliant items and demonstrate to the satisfaction of the
Client that the alternative details meet requirements that are equivalent to those specified
in the contract documents.
e) When information is revised and re-submitted, the revisions shall be clearly marked and
defined, and the document reference number shall identify the revision status and include a
brief description of the revision. The letter of submission shall identify the drawing with
revision identification.
f) Contractor submittals and re-submittals of information, including sub-contractor information,
shall be checked, reviewed, and approved, as applicable, for adequacy and accuracy by
the Contractor’s designee prior to submittal to the Client. Detailed manufacturing drawings,
manufacturing process instructions, and other data deemed proprietary by the Contractor
shall be made available for inspection at the Contractor’s site if the Client so requires.
The list of documents that will be submitted to the Client for review and information is included
in Section 26 below.

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4.3.3 Approvals/Comments, Submittal Schedules, and Other Information
For submittals requiring Client approval, the Contractor’s schedule shall allow for a period of
fourteen (14) calendar days from the date of receipt of the submittal by the Client to the issue of
comments and/or approval, as applicable, by the Client. For documents that are issued for
Client approval, in the event that the Client does not issue a response within fourteen days of
receipt of the submittal from the Contractor, the submittal shall be deemed to be approved.
There may be certain situations where the Client needs additional time to comment/approve
beyond the fourteen days from receipt of the submittal. In such situations, the Client shall notify
the Contractor of the duration within which it will respond to the Contractor and will ensure that
the approval does not impact Contractor’s progress.
After review by the Client, the Contractor will be informed of the notation into which each
drawing or other item of information is placed according to the following:
• Notation 1: Approved
• Notation 2: Approved with comments. Work may proceed subject to incorporation
of comments.
• Notation 3: Not approved. Re-submittal required. Work may proceed at
Contractor’s risk.
Drawings and other documents returned to the Contractor marked with Notation “3” shall be
resubmitted to the Client not later than 14 calendar days after the date of receipt by the
Contractor. The Client in turn shall respond to the re-submittal within 14 days of receipt of the
resubmission according to the procedure stated above in this section.
The Contractor shall prepare a written response to comments received on drawings and other
documents that are returned to the Contractor marked with Notation 2, stating its agreement or
otherwise with incorporation of the comments.
The Contractor shall be responsible for preparing and updating a Contract Drawing List and a
Contract Document List showing the title, number, revision, and current status of approval
(where applicable) by the Client.
The list of documents that will be submitted to the Client for review and approval is included in
Section 26 below.

4.3.4 Drawing Requirements

4.3.4.1 Types of Drawings

Drawings submitted for Design Reviews shall be updated to As-Built status and shall include
the following:
• A Drawing Tree showing how all the drawings fit into the package
• Arrangement Plans showing the arrangement of facilities, equipment or
components in the rooms, racks, junction boxes, housings, cabinets or modules,
details of contact and terminal arrangements, assignments, and the identification
of circuits. Show all spare contacts, terminals, and wires
• Key Plan Drawings describing the physical location of all equipment
• Installation Drawings including preliminary information for installation of
equipment, including their interfaces with associated equipment and structures
• Cable Plans which indicate point to point cable runs and identify cable makeup
and conductor wire size

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 • Circuit Drawings showing any/all types of control; operating and indication circuits,
including description of the particular functions performed by the circuits. Show
spare wires on the corresponding circuit drawings
• Single Line Diagrams and metering/relaying diagrams of AC and DC distribution
systems or subsystems, including wire sizes
• Wiring Diagrams showing the details of electrical components for all pieces of
equipment. Show point to point wiring details for all connections regardless of the
locations
• Interface Control Documents (ICD) showing interfaces among the various works
comprising the System
• Software Documentation including functional descriptions.

4.3.4.2 Dimensioning
Drawings shall be dimensioned in SI (System International / Le Systeme International d'Unites)
units. Electrical schematics shall be drawn in accordance with IEEE standards or equivalent
and need not be shown with components physically oriented.

4.3.4.3 Title Blocks

Drawings developed for the Contract shall provide a title block that as a minimum includes the
project title and number, brief descriptive title for the drawing and space for signatories and
approval by the responsible individuals.

4.3.5 As Built / Record Drawings

As-built/record drawings include top level and subassembly manufacturing and as-installed
drawings. As-built information shall be incorporated on all Contractor furnished drawings as the
Works are completed and shall be submitted to the Client in accordance with the Data
Submittal Schedule in Section 26.

4.4 System Interfaces

4.4.1 General
The Contractor is responsible for coordinating within its scope of supply to identify and
successfully meet all interface requirements to provide a System that fulfills the requirements of
the Contract Documents.
The coordination work includes preparing a general interface document, documenting multiple
subsystem interface requirements, flowing interface requirements to all applicable third parties
and suppliers, reviewing and commenting on interface design documentation by others, and
coordinating with the Client and third parties.

4.4.2 Civil Interface Document

The Contractor shall issue and submit to the Client a Design/Construction Interface Manual
(DCIM) with sufficient details so that the fixed facilities may be properly designed and
constructed to accommodate the System Technology and equipment in accordance with the
Data Submittal Schedule in Section 26.
The document shall reference additional interface documents and documents that integrate
construction, installation, and testing.

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The DCIM shall be reissued as information is updated and changes occur.

4.4.3 Interface Communication

The Contractor shall create an organizational structure that ensures coordination among E&M
subsystems, between E&M subsystems and fixed facilities and between the Project and other
parties.
This organizational structure shall ensure formal exchange of engineering information among all
parties and for design review by the relevant parties.

4.4.4 Fixed Facility Design Coordination

The general process of fixed facilities design and integration includes the development of
Combined Service Drawings (CSDs). It is expected that there will be three categories of CSDs.
• The first category is based on conceptual guideway and facility design. Depending
on the particular element, there shall be either a formal preliminary design review
or a review by the appropriate parties with mark-ups
• The second category will include equipment layout and placement and provide
detailed interface information. After review and amendment of the drawings, these
drawings form the basis for construction and installation
• The third category is produced during the construction phase and includes final
updates and on-site requirements.

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5 System Operating Criteria

The required System operating characteristics, modes of operation, operating procedures and
failure management strategies are described in Section 5.1 below. To demonstrate
conformance with these requirements and the System Performance Specification generally, the
Contractor shall conduct a System Operation and Fault Recovery Plan (SOFRP) supported by
a System Performance and Failure Management Analysis (SPFMA). The contractor shall be
responsible for operating training. These shall include descriptions of:
• Revenue service operating plans and strategies for normal operations, failure
management, and emergency responses
• Train operations, field operations, OMSF, and workshop operations
• Facilities provided to perform operations effectively.

5.1 Operating Characteristics

5.1.1 System Operating Hours

The System shall provide passenger service as defined in Section 3.5.3. Scheduled wayside
and guideway maintenance which otherwise would interfere with passenger service, or require
reduced passenger service, shall be planned for periods with no operation. Special
consideration with 24/7 operation is required to plan operation with minimal impact to system
performance.

5.1.2 System Design Headway and Service Intervals

Headway shall be the time elapsed between a specific feature on one train passing a reference
point on the wayside and when the same specific feature on the next train, traveling in the same
direction on the same track, passes the reference point on the wayside. The System Design
Headway (SDH) shall be the minimum sustained Headway possible with trains loaded to AW2
in passenger service (as defined in 9.2), experiencing nominal line voltage, and including the
station dwell requirements described in Section 5.1.3. Each train will be achieving minimum link
time, the designed Station Dwell Times, and not interfering with any other train (the principle of
non-interference). This means that from a control perspective, each train operates
independently of all other trains.
The System Design Headway shall be defined by capacity and service requirements. The
system shall be capable of minimum system headway of 120 seconds.
The Service Interval shall be the planned, or operational, headway at which the System will
supply a particular line capacity. From a passenger’s perspective, it is the scheduled interval
between the departures of successive trains in the same direction at a particular station
platform. The minimum Service Interval shall be at least 5 % greater than the System Design
Headway (to accommodate unscheduled delays).
The required maximum Service Intervals are specified by the day and time of day in Table 3-1
and Table 3-2.*Shorter Service Intervals may be proposed
These maximum Service Intervals are specified to ensure reasonable service even when
passenger volumes are low.

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5.1.3 Station Dwell Time
The Station Dwell Time shall be defined as the elapsed time from the time that the train is first
stationary in a station (wheel stop) to the time when the wheel starts to rotate again to leave
that station in passenger service (wheel stop to wheel start). At stations with Hot Berthing (a
train waiting to leave when a train arrives) then the Station Dwell Time shall be defined as the
time the wheel stops on the arriving train to the time the wheel starts on the departing train. The
Station Dwell Time shall be comprised of two components, the Dwell Door Open Time, and the
Station Dwell Reaction Time.
The Dwell Door Open Time shall be the time from when the last door reaches a 1 m* clear
opening to the time the last door closes to a 1 m clear opening. If installed, then platform screen
doors shall be included in the requirement. (*1 m door opening defined by minimum width for
wheelchair access when passenger usually start moving bi-directional).
The Station Dwell Reaction Time shall be the sum of all other delays between wheel stop and
wheel start.
The Dwell Door Open Time may vary from station to station. The Dwell Door Open Time shall
be calculated using the number of passengers boarding and alighting at each station stop and a
passenger flow rate of 1.365 passengers per metre of door width per second. If the calculation
indicates less than 10 seconds then the Dwell Door Open time shall be 10 seconds, otherwise
the Dwell Door Open Time shall be set to the calculated value. Dwell times at individual stations
shall be adjustable from the control center in 1 second increments using the ATS subsystem.
There shall also be the capability from the Control Center of extending the dwell time
indefinitely for any individual train or for all trains that are in Service. During times when excess
capacity exists the dwell at the end stations may be increased in order to keep travel times low
and to reduce fleet mileage and energy.

5.1.4 Travel Time, Round Trip Time, and Commercial Speed

The station-to-station travel time between adjacent stations on a route shall be defined as the
time elapsed from when the wheel starts to rotate when leaving the originating station to the
time the train is first stationary (the wheel stops) in the destination station (wheel start to wheel
stop). Station Dwell Times are not included in station-to-station travel times.
The round-trip travel time shall be defined as wheel-start to wheel-start of the same train at the
same station/point on the route of a completed system round trip. The round-trip time
represents the time it takes to complete one circuit, stopping and dwelling at all stations. Hot
berthing at terminal stations may reduce round-trip time (per Section 5.3). Commercial Speed
shall be defined as the distance travelled in a round trip divided by the round-trip time. The rear
turn-back distance, if needed for standard operation is included in the travel distance if the rear
turn-back is not included in the Station Dwell time.
In order to ensure that trains can maintain a given service level with a high degree of certainty,
a dwell envelope (maximum and minimum above and below the nominal dwell in effect at the
time) is used to manage normal perturbations in service.
In actual operations, the ATS or a CCO shall be able to adjust the round-trip times to obtain
smoother operations throughout the System and to manage service perturbations, as described
in Section 11.3.3.3.

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5.1.5 Vehicle and Train Design Capacity
The Contractor shall perform all travel time and fleet size calculations with trains loaded at AW2
capacity as defined in Section 9.2 and using the weight per passenger as defined in the same
section.

5.1.6 Line Capacity

Line capacity is the number of passengers per hour per direction (PPHPD) that can be carried
past a given point by nominally loaded trains as specified and operating at the prescribed
nominal Service Intervals. The required line capacities by day and time of day can be found in
Table 3-1 and Table 3-2.

5.1.7 Fleet Size, Train Length, and Spare Vehicles

The Service Interval requirements and the line capacity requirements of Section 5.1.6 shall be
used by the Contractor to establish the operating fleet size.
The contractor shall propose a Rolling Stock Fleet size sufficient to meet the prescribed Train
Service Plan(s) demands while at the same time achieving all contractual operational
Performance Regimes and Customer Experience measurements. If nothing is specified a
conservative rule is a number of spare trains shall be at least 10 % or two trains, whichever is
larger.
The rule of thumb was a spare ratio of 10 % and a methodology as follows:

Service Fleet to meet Service Plans 7 % (scheduled)

Maintenance 1 % (unscheduled)

Hot Standby (Guard) 1 % (availability, 'speed of reaction')

Spares 1 % (The 10 %) (risk, accident vehicles, unforeseen)

Fleet size 10 % (round up to nearest integer)

Each category shall have at least 1 train and the sum of all categories shall round up to nearest
integer number of trains.
The Contractor shall conduct a System Operation and Fault Recovery Plan (SOFRP) and a
System Performance and Failure Management Analysis (SPFMA) to demonstrate analytical
conformance with the requirements of this performance specification including requirements for
System availability. The SPFMA shall accurately predict the operation of the trains on the
System using mathematical techniques. Requirements for the SPFMA include those listed in
the following Sections 5.1.7.1 and 5.1.7.2 below.

5.1.7.1 Input Parameters

• Predicted train performance considering vehicle Design Capacity requirements of
Section 5.1.5 propulsion system characteristics, train resistance and braking
characteristics, and the ride comfort requirements
• Guideway characteristics for the route including vertical and horizontal curves,
crossover switches, stations, and any speed restrictions
• Station Dwell Times resulting from the application of the requirements of Section
5.1.3

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 • Line capacity requirements for the System as described in Section 5.1.6. Service
Intervals for the System as described in Section 5.1.2
• Predicted failures for train and wayside equipment on all relevant guideway
sections and at each station platform considered singly
• The locations of guideway switches, pocket guideway, or similar failure
management facilities.

5.1.7.2 Output Parameters

The results of the SPFMA shall define System operating characteristics for normal and failure
management modes of service and shall include all data required to define operation. The
results shall include:
• Minimum and planned roundtrip time
• Line capacity
• Station Dwell Time
• Minimum Service Interval and planned headway
• Train velocity (commanded and simulated), and running time continuously
presented as a function of route position
• The probability and average duration of each type of failure, and the effect on
other trains for each type of failure, on each guideway section and each station
platform. The effect shall consider delays and shall state the maximum delay
• The recommended set of failure management routes, which will be selectable by
the Central Control Operator, to avoid an obstruction on each section of the
guideway. These routes shall be controlled by the ATC system including train turn-
back at the extreme ends of the routes, and control of all interlockings
• A description of the proposed failure management modes and operations
• The resulting levels of service and capacities during failure management
operations
• The minimum and average time between service-affecting failures and System
availability.
The Contractor shall prepare the preliminary SPFMA based on actual System design and
submit a final SPFMA as part of the System Design Review.

5.2 System Operating Modes

The hypothetical System included herein is a pinch-loop configuration, and the following
requirements on operating modes reflects this. Should the actual desired System be another
configuration the mode requirements shall change.
Operating modes shall include at least:
• Single-pinched loop for normal operations
• Double-pinched loop with an intermediate station being common to both loops and
acting as the short-turn-back station for the shorter of the two loops for normal
operations. The extent that such short-turn-back services can be established will
depend upon the quantity and locations of crossovers provided
• Contingent operating modes (shuttles) for failure management and unscheduled
guideway maintenance.

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The System, for all proposed train lengths, shall operate in each of these modes as specified in
Sections 5.2.1, 5.2.2, 5.2.3, 5.2.3.1, 5.2.3.2 and 5.2.4 below.

5.2.1 Normal Operating Mode

The normal routing of trains will involve movement on a double track alignment in circulating or
pinched-loop mode, with trains operating between two terminal stations. All trains stop at each
station on their route. At the terminal stations, the trains shall crossover to the other guideway
lane for the return run.
The “normal”, or nominal, direction of travel will follow the practice of right-hand running. That
is, trains will normally travel in a counter clockwise direction when viewed from above, for
forward operations on the right-side lane of the dual guideway.
All sections of the System shall permit train movements in the opposite direction to the normal
direction of travel (that is, shall permit bi-directional operation) to permit single-tracking and
shuttle operations as required in Section 5.2.3.
Pinched-loop mode shall be an automatic and regulated operation. In this mode, the Service
Interval shall be regulated. The Station Dwell Times shall normally be based on the Operating
Plan. The ATS system or a CCO shall be able to adjust the Station Dwells to obtain smoother
operations throughout the System and to manage service perturbations, as described in
Section 11.3.3.3.

5.2.2 Double Pinched Loop (Short-Turn-Back) Mode

In addition to the normal mode of operation, it shall be possible to establish short-turn-back
routes using intermediate crossover switches. It shall be possible to assign trains to a line that
extends beyond the short-turn-back station versus trains that will turn around at the short-turn-
back station. The ATC system shall regulate the merging of the trains at the common point of
the Mainline to ensure that trains operate at the prescribed Service Interval in the common
portion of the System.
All requirements for the normal mode of operation described in Section 5.2.1 shall apply with
the short-turn-back mode.
The extent that such short-turn-back services can be established will depend upon the quantity
and locations of crossovers provided.

5.2.3 Contingent Operating Modes

In addition to the pinched-loop mode, contingent-operating modes shall be provided for service
adjustments, failure management and unscheduled guideway maintenance during the off-peak
periods. The extent of the contingent-operating modes shall be determined by the Contractor
and included in the SPFMA of Section 5.3.
Contingent-operating modes shall include at least skip-stop and shuttle mode, as follows.

5.2.3.1 Skip-Stop Mode

An express, skip-stop mode shall be provided for the purpose of re-instating service to parts of
the System after a major delay or slowdown. In skip-stop mode, the Central Control Operator
shall have the capability to permit ATO trains to travel non-stop through (or skip the stop at)
selected stations, at the maximum permissible station pass-through speed.

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 5.2.3.2 Shuttle Mode
This automated mode shall permit a single train to travel back and forth between any two
stations. In shuttle mode, the Central Control Operator shall have the capability to select a start
station, an end station, and a route, which will allow a single train to stop at all intermediate
stations along the route in addition to the start and end stations.
It shall be possible to combine skip-stop mode and shuttle mode.
It shall be possible to establish multiple shuttle-mode services operating concurrently. These
shuttles may not overlap, except for the end stations on the shuttle routes.

5.2.4 Operational Overrides and Adjustments

It shall be possible to override and adjust the automatic operation of the System in all modes by
commands from Central Control. When imposed, System overrides or adjustments, except for
single, one-time train or station overrides, shall remain in effect until removed by the Central
Control Operator.
The System shall have the capability to be operated in “Station Ahead Clear” mode wherein a
train will not depart a given station until access to the next station is assured, and there is no
vehicle in the next station or on route to it. This functionality shall not be the normal operating
mode, but available as an option to the Central Control Operator.

5.3 Failure Management

During the design of the System, its component equipment and its attendant operating and
maintenance procedures, the Contractor shall anticipate the disruptive potential of failures and
take steps required to minimize their impact on passenger service. In support of this, the
Contractor shall prepare a Fault Recovery Plan as a part of the System Operating and Fault
Recovery Plan (SOFRP). The Fault Recovery Plan shall use the theoretical analysis presented
in the SPFMA as a basis.
The Fault Recovery Plan shall detail the most effective ways of returning the System to normal
operation following faults that are disruptive to passenger service. The plan shall consider not
only contingent modes of operation, but also manual intervention, which may be required prior
to, or in conjunction with, the contingent mode of operation to be employed.
The plan shall also address the procedures, means and/or alternatives to be employed to:
• Evacuate passengers safely from trains stalled on an elevated section of the
guideway between stations
• Recover trains stalled on any area of the guideway.
The plan shall address evacuation under supervised conditions, when passenger lives are not
threatened, and both supervised and unsupervised evacuation, under emergency conditions,
and when passenger lives may be threatened.

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5.4 System Startup, Shutdown, Transition and Restart

5.4.1 System Startup

The System shall be started into automatic operation by action of the Central Control Operator;
after which trains shall be dispatched automatically for the commencement of revenue service.
Consistent with operational requirements, trains shall be placed in position at, or near, stations
along the guideway that will space them approximately one Service Interval apart prior to the
initiation of service.
Procedures shall be developed to ensure that trains entering revenue service do not pose a
threat to maintenance personnel, are safe, functional, and meet the prescribed cleanliness
standards.
The System shall operate in the manner described in the following paragraph or as modified to
meet specific operational needs as they arise.
Approximately 15 minutes prior to start of revenue service, the station gates and/or doors will
be unlocked to allow passengers to access the System. At the start of revenue service, the
trains positioned at stations along the guideway will open their doors for the specified dwell
time. At the expiration of the dwell, the trains will close their doors and depart at their planned
time for regulated service.

5.4.2 System Shutdown

Prior to discontinuing System service, announcements shall be made in all stations and trains,
and appropriate signage shall be displayed in each station. Trains shall continue to operate until
all passengers in the System complete their trips.
The System shall operate in the manner described in the following paragraph or as modified to
meet specific operational needs as they arise.
Trains will be removed from revenue service by CCO command at the Terminal stations.
Transit System personnel or automatic systems will then verify that each vehicle is empty of
passengers. Upon notification that the train is empty of passengers, the Central Control
Operator will then route the train to an appropriate storage location in a designated station, or to
an OMSF.

5.4.3 Mode Transition and Train Adjustments

It shall be possible to route the train(s) from either OMSF or the inactive terminal-station
platforms and insert the train(s) into regulated service at the prescribed Service Interval.
The transition between operating modes within the normal operating state and the insertion and
removal of trains into/from passenger service shall be accomplished automatically by ATC
commands and shall not require manual train operations.
The System shall not be shut down to perform transitions or train changes. System stabilization
at the new headway shall occur within one scheduled round trip time. Delays to any train in
Service during these actions shall not exceed one scheduled headway in duration. Before a
train is removed from Service, appropriate announcements shall be made on that train and at
each station it enters prior to its actual removal. If possible, the train to be removed shall
continue to operate until all passengers on board at the first announcement have completed
their trips.

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 System stabilization at a new Service Interval shall occur within one round trip of insertion of the
first train during ramp up, or within one round trip of the removal of the first train during ramp
down. Except for a failed train, such transitions shall be accomplished automatically by the ATC
System and shall not require manual train operations. Appropriate announcements shall be
made in all affected stations and trains. Operating/Maintenance personnel shall ensure that no
passenger remains on any train taken out of service.
For purposes of System Availability calculations, transitions shall be considered in the
calculations according to the provisions / procedures of the Availability Demonstration Test
Procedures and Plan and the Operating Plan.

5.5 Maintenance Program

The maintenance program shall be designed to satisfy maintenance requirements to meet the
availability goals and capacity requirements. It shall consider operating costs and life cycle
maintenance costs, availability of facilities and systems, System safety, reliability, and
convenience of service for passengers, and protection for employees, facilities, equipment, and
parts. The maintenance program shall be comprised of a System Maintenance Plan, a set of
Maintenance Manuals, and an integrated training program for staff.

5.5.1 System Maintenance Plan

The System Maintenance Plan shall include the following:
• Design, layout, and utilization of the OMSF
• Maintenance organization and staff responsibilities
• Maintenance staff qualifications and training
• A list and brief description of all maintenance manuals
• Approach to scheduling of preventive maintenance work (including overhaul work)
• Approach to corrective maintenance and the diagnostic analysis of failures
• Process of responding to reports of non-functioning systems, subsystems, and
equipment and the corrective maintenance criteria for restoring these to functional
status
• Preventive maintenance program
• Staff maintenance coverage
• Routine cleaning, Inspection, and Service Plan for vehicles, facilities and
equipment
• Spare Parts Procurement, Cataloguing, and Inventory Control.
Corrective maintenance programs shall be based on the principle of exchanging line
replaceable units (LRU) in the field, in order to reduce the mean time to repair. The System
Maintenance Plan shall define the time to restore function capability for individual systems and
subsystems.

5.5.2 Maintenance Manuals and Training

The Contractor shall provide Maintenance Manuals for all subsystems, facilities, and equipment
in the System scope, defined in Section 3.1. The supplied Maintenance Manuals shall be
integrated into the Training Program (see Section 25.3).

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6 System Environmental Design Criteria

The System shall be operated, stored, and maintained as specified without impairment resulting
from the environmental conditions described below occurring either individually or in natural
combinations. System operations and maintenance shall not cause or induce environmental
consequences greater than specified in the appropriate subsections of Section 6.

6.1 Atmospheric and Weather-related

The System shall operate under the atmospheric and weather-related conditions listed in Table
6-1.

Table 6-1 Atmospheric and Weather-related Conditions

Ambient temperature range -20C to 50C

Relative humidity Up to 100% including condensation

Rainfall Up to 50 mm/h (see 6.5)

Snow, ice, slush, freezing rain, frost No significant accretion

Wind speed for normal operation Up to 75 km/h

Wind speed for degraded operation 75 – 90 km/h

Wind speed requiring discharge of Above 90 km/h

passengers at next station and
moving to a protected location

Wind speed for structural integrity Up to 120 km/h, no damage to

System including trains stopped
between stations.

Solar heat load 1,120 W/m2 (equatorial load)

Atmospheric pollution System shall not cause gaseous or

particulate emissions other than
trace amounts.

Lightning Protection follows EN 50153.

EMC plan shall address lightning
protection (see 6.2).

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6.2 Electromagnetic Compatibility (EMC)
The System, and its subsystems, shall be electromagnetically compatible with their
environments. They shall not produce electromagnetic emissions, whether conducted, radiated,
or induced, that interfere with the normal operation of the System. Emission levels may also be
constrained by statute or by code. Reasonable measures shall be taken to mitigate the risk of
interference with other equipment in the vicinity of the System, including that belonging to the
public.
Conversely, the System electrical and electronic equipment shall function satisfactorily in the
presence of electromagnetic emissions, whether generated by other components within the
System or legally installed devices within the surrounding environment. The environment
includes communications systems, microwave facilities and transmissions, television and radio
transmitters and repeaters, radar systems, computer equipment and accessories, electric
motors, controls, power tools, welders, x-ray equipment, power substations and equipment,
electrical distribution equipment, electrical installations, HVAC equipment, automotive vehicles,
and high-voltage power lines.
The Contractor shall develop an Electromagnetic Compatibility Control Plan, and it shall be
noted and included in Section 24. The Control Plan shall contain the following elements:
• Interference emission and susceptibility requirements and rationale for selection,
including applicable support computations
• Design techniques to reduce interference coupling
• Safety grounding protection requirements for personnel and equipment
• Lightning protection
• Electromagnetic compatibility evaluation and analysis
• Problem area definition and fix recommendation if possible
• Compliance verification requirements for operational components and associated
testing equipment
• Critical compatibility demonstration requirements including critical circuit definition
and success criteria
• Configuration control method.
All System transmitting and receiving equipment, such as that required for automatic train
control and audio/ visual communications, shall meet any required licensing, interference, and
permissible field requirements.
Frequency management techniques shall be used to minimize emission spectra and receiver
bandwidths and to control frequencies, pulse rise time, harmonics, sidebands, and duty cycles
as required.

6.3 Noise
The Contractor shall establish and implement a Noise Control Plan, and submit it as required by
the data submission plan in Section 26. This shall identify the methodologies to be used to
ensure that noise requirements for the system are met. The scope of the work will be to:
• Create a simulation model using appropriate analysis software for exterior noise,
and similar for interior noise

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 • From the models, establish noise allocations for each major noise source (mainly,
propulsion equipment, HVAC, rolling noise, air compressors)
• Review vehicle construction material selection and design of relevant elements
(mostly covers, panels, insulation) to ensure proper noise attenuation
• Institute a close follow-up with vendors and designers of the relevant elements, by
periodic reviews and measurements, to ensure that the noise allocations and/or
attenuation are met
• Keep the models updated to avoid any slippage on the global noise targets
• Define the tire/beam interface for required traction and braking while not
exceeding noise requirements.
The Contractor shall ensure that the methodologies and requirements identified in the noise
control plan flow into the subsystem development requirements and are included in Section 24.

6.3.1 Wayside Noise

Exterior vehicle noise shall not exceed 75 dB (A) under the following conditions:
• Maximum length train
• Operating an open, level, tangent track
• During acceleration, cruise, and braking
• At rest and at speeds up to max operating speed
• Windows and doors closed
• Auxiliary equipment operating normally
• Measured in a free field at 7.5 m from single guideway centre and 1.2 m above top
of guideway
• Measured in accordance with ISO 3095:2013(E).
Noise levels measured 1 m outside of a traction power substation with ventilation operating
shall not exceed 75 dB (A).
Noise levels measured within the confines of a passenger station shall not exceed 72 dB (A)
due to a station lighting and power substation with ventilation operating.

6.3.2 Interior Train Noise

Interior train noise requirements can be found in Section 9.6.2.

6.4 Vibration and Ride Comfort

Vibration and ride comfort are specified in Sections 6.4.1, 6.4.2, 6.4.3, 6.4.4 and 6.4.5.

6.4.1 Train Maximum Sustained Acceleration

Maximum sustained acceleration and deceleration are addressed in Section 9.6.3.1.

6.4.2 Train Maximum Jerk

Maximum jerk is addressed in Section 9.6.3.2.

6.4.3 Train Ride Quality

Ride quality is addressed in Section 9.6.3.3

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 6.4.4 Vibrations in Guideway and Support Structure
Train interactions with the guideway, the guidance and running structures and surfaces shall be
considered and the design restrict the transmission of vibration through the guideway structure
to the surrounding buildings and terrain during the passage of trains. System-induced vibrations
shall neither damage nor be unusually high at or in surrounding buildings.

6.4.5 Train-borne Component Vibrations

Train-borne component vibrations are addressed in Section 9.6.3.4.

6.5 Precipitation, Flooding and Water Pollution

The System shall be capable of normal operations during falling rain. Operating trains shall
sustain normal operations, including acceleration, service and emergency braking, and
precision station stopping in the precipitation conditions of Section 6.1. The guideway and
emergency walkway design shall restrict excessive accumulation of water that interferes with
normal or emergency operations.
The power distribution system shall be designed to avoid the occurrence of electrical faults,
interruption of power, and loss of power and grounding contact under these precipitation
conditions. System equipment shall be designed to avoid the accumulation of water on, around,
and within equipment and equipment compartments.
All facilities and equipment which can be damaged by flooding shall be installed above the 100-
year flood level.
Where drains are required to accommodate storm water run-off from the guideway and other
fixed facilities, the drains shall be routed directly into the storm drainage system adjacent to the
System, if available. The quantities of pollutants dropped or deposited by the monorail vehicles
that could be washed into the storm drainage system or on areas below the guideway shall be
restricted, and meet the local laws, requirements, standards, ordinances, rules, and regulations
governing pollution.
Discharge from activities in the OMSF, including the car wash area effluents, shall be into a
sanitary sewer system. The drainage system shall contain any accidental spills prior to
discharge and pre-treat all discharge (e.g., oil skimming) to meet the local laws, requirements,
standards, ordinances, rules, and regulations governing water pollution.

6.6 Earthquake Readiness

Suitable measures shall be taken to comply with the earthquake readiness requirements
specified in applicable building codes and relevant standards considering the location of the
System.

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7 Safety and Security

This section addresses requirements, principles, plans, and procedures relating to the safety
and security of the System.
Distinctions are made between installations and commissioning of the System and the
subsequent operation phase, as well as between safety and security. While the safety and
security during operation clearly depends upon the design, installation, and commissioning of
the System, the safety and security during installation and commissioning are unique and
hence treated separately. Safety during System operation is addressed immediately following in
Section 7.1, security during operation is addressed in Section 7.2, and safety and security
during construction, installation, and commissioning is addressed in Section 7.3.
The appropriate authority has to be specified by the client or agreed at the beginning of the
project (it can be national, city authority, the operator or a contracted third party).

7.1 Safety of the Operational System

The System shall be shown to be adequately safe prior to start of System operation. System
safety shall be shown in accordance with the standard EN 50126 (or equivalent American
standards such as IEC 62278) and the methodology of the standard EN 50129 (or equivalent
American standards such as IEC 62425). The following excerpts and interpretations of those
standards are intended as a guide to the Contractor.

7.1.1 Safety Acceptance and Approval

For safety acceptance and approval, the Contractor shall show adequate evidence of safety to
a Safety Assessor. The evidence of safety shall be in three categories:
1. Evidence of quality management,
2. Evidence of safety management,
3. Evidence of functional and technical safety.
The documents showing that evidence shall be:
• The System Requirements Specification
• The Safety Requirements Specification
• The Safety Case
• The Safety Assessment Report.
The Contractor is responsible for the System Requirements Specification, the Safety
Requirements Specification, and the Safety Case.
The Safety Assessor is responsible for the Safety Assessment Report. That report will explain
how the Safety Assessor determined that the System was designed to meet its specified
requirements, down to through the subsystems and equipment to the components, including
software. The Safety Assessor may require some specific tests or analyses to increase
confidence and may specify some additional conditions for operation of the System. Typically,
the Contractor will identify compliance with a recognized standard as proof of meeting
requirements. The Safety Assessor shall be the arbiter of the adequacy of such arguments.

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7.1.2 After Safety Approval
As stated in EN 50129, after the System has received safety approval, any subsequent
modification shall be controlled using the same quality management, safety management and
functional/technical safety criteria as was used for a new design. All relevant documentation,
including the Safety Case, shall be updated, or supplemented by additional documentation, and
the modified design shall be submitted for approval.
Once the System has been commissioned, appropriate procedures, support systems, and
safety monitoring, as defined in the Safety Plan and in Section 7.1.7 of the Technical Safety
Report (part of the Safety Case), shall be used to ensure continued safe operation throughout
its working life, including operation, maintenance, alteration, extension, and eventual
decommissioning.
These activities shall be controlled using the same quality management, safety management,
and technical safety criteria as for the original design. All relevant documentation shall be kept
up to date, including the Safety Case and any alterations or extensions shall be submitted for
approval.

7.1.3 The Safety Case

The Safety Case is a structured document justifying the safety of the System. The Contractor
will provide a specific Safety Case for the System to obtain safety acceptance and approval
according to the schedule in Section 26.3. The specific Safety Case may reference generic and
/ or product Safety Cases for products, sub-systems, equipment, or components to support the
System specific Safety Case provided those generic and / or product Safety Cases have been
previously approved by an acceptable authority and assessor and are applicable. All Safety
Cases provided shall have the following structure:
Part 1. Definition of the System (or product, sub-system, equipment, or component)
Part 2. Quality Management Report
Part 3. Safety Management Report
Part 4. Technical Safety Report
Part 5. Related Safety Cases
Part 6. Conclusion
The definition of the System (or product, sub-system, equipment, or component) does not need
to be a document specific to the Safety Case (it may have multiple uses), however it shall
precisely define the System (or product, sub-system, equipment, or component) to which the
Safety Case refers. The definition shall include the version numbers and modification status of
all requirements, design, and application documentation.
The Quality Management Report shall show adequate evidence of an effective quality
management process, as discussed in Section 23.
The Safety Management Report shall show adequate evidence of a Safety Management
Process, as discussed in Section 7.1.4.
The Technical Safety Report shall show adequate evidence of functional and technical safety,
as discussed in Section 7.1.7.

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The related Safety Cases in Part 5 of the Safety Case shall provide all generic or product
Safety Cases that are referenced to support the main Safety Case and shall also demonstrate
that all the safety-related application conditions specified in each related Safety Case is either
fulfilled in the main Safety Case or carried forward into the safety-related application conditions
of the main Safety Case.
The conclusion in Part 6 of the Safety Case shall summarise the evidence presented in the
previous parts of the Safety Case, and argue that the System (or product, sub-system,
equipment, or component) is adequately safe, subject to compliance with the specified
application conditions.

7.1.4 Safety Management Process

The Contractor shall have a Safety Management Process and provide adequate evidence of
same in the Safety Management Report part of the Safety Case. The Safety Management
Process shall include:
• A safety organization
• Generation of a Safety Plan
• Safety requirements identification and allocation
• Generation of a safety requirements specification
• Generation and maintenance of a Hazard Log
• Conduct and documentation of Safety reviews
• Safety requirements verification and validation
• Generation of Safety justification (the Safety Case)
• System/sub-system/equipment safety acceptance
• Operation and maintenance change request safety process
• Decommissioning safety process.

The Safety Organisation shall have appropriate independence, as described in Section 7.1.5.
A Safety Plan shall be prepared and submitted according to the schedule in Section 26.1. The
Safety Plan shall identify the Safety Organisation structure, a Safety Case plan, and safety-
related activity and approval milestones including review of the Safety Plan at appropriate
intervals. The Safety Plan shall be updated and reviewed if subsequent alterations or additions
are made to the original System, sub-systems, equipment, or components. If any such change
is made, the effect on safety shall be assessed, starting at the appropriate point in the life cycle.
Safety requirements shall be identified, allocated, and specified as described in Section 7.1.6.
The Safety Management Process shall include preparation and submission of a safety
requirements specification according to the schedule in Section 26.3. The Safety Requirements
Identification, Allocation, and Specification process of Section 7.1.6 will provide the
requirements to be specified. The safety requirements specification may be a separate
document, or it may be a subset of the System functional requirements specification of Section
4.1.1.

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The Safety Management Process shall include generation and maintenance of a Hazard Log, to
be reviewed with the Client during safety reviews, and submitted according to the schedule in
Section 26.3. The Hazard Log shall include a list of identified hazards, together with associated
risk classification and risk control information for each hazard. The Hazard Log shall be updated
during the design and implementation process and if any modification or alteration is made to
the System, sub-systems, equipment, or components. All safety requirements generated by the
Hazard Log creation and maintenance process shall be added to the safety requirements
specification and the verification process.
The Safety Management Process shall provide and document plus action the results of safety
reviews at reasonable points documented in the Safety Plan.
The Safety Management Process shall ensure verification and validation of the safety
requirements. It is expected that verification and validation of safety requirements will be
incorporated into the overall verification process of Section 24, however the Safety
Management Process shall ensure the independence requirement described in Section 7.1.5.,
and also ensure documentation of the verification and validation of safety requirements in the
Safety Case.
The Safety Management Process shall ensure the justification of System safety, that is,
generation of the Safety Case, and the safety acceptance of the System and all subsystems,
equipment, and components as described in Section 7.1.1.
The Safety Management Process shall ensure the existence and effectiveness of a Safety
Review Process for all change requests in both operation and maintenance of the System.
Where a change request results in a modification which could affect the safety of the System, or
associated systems, or the environment, the appropriate portion of the safety life cycle shall be
repeated to ensure that the implemented modification does not unacceptably reduce the level of
safety.
The Safety Management Process shall ensure that decommissioning and disposal at the end of
the operating life shall be carried out in accordance with the measures defined in the Safety
Plan and in Part 5 of the Technical Safety Report.

7.1.5 Safety Organisation and Independence

A Safety Organisation shall be defined, with competent personnel assigned to specific roles.
Assessment and documentation of personnel competence, including technical knowledge,
qualifications, relevant experience, and appropriate training, shall be carried out in accordance
with recognised standards.
An appropriate degree of independence shall be provided between different roles in the Safety
Organisation. For all safety functions a Safety Assessor is needed.
For SIL 0 safety functions the manager may supervise the designer and the verifier, and the
designer and verifier can be the same person. However, to ensure good engineering practice
this System Performance Specification requires that the verifier shall be a different person than
the designer. The Safety Assessor will only be involved in SIL 0 safety functions if overall
System safety could be affected.
For SIL 1 safety functions the manager may supervise the designer and the verifier, and the
designer shall not be the verifier. That is, a person may not verify their own design.

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For SIL 3 and 4 safety functions the manager may supervise the designer and the subsystem,
component, and requirements allocation verifiers however the verifier shall not be the designer.
That is, a person may not verify their own design. A verifier not supervised by the manager of
the designer(s) shall verify the System level requirements. That verifier may be in the same
organisation as the manager.
At the discretion of the Safety Authority (as identified by the Client), the Safety Assessor may
be part of the supplier's organisation or of the Client's organisation but, in all cases, the Safety
Assessor shall:
• be authorised by the Safety Authority
• be totally independent from the project team
• report directly to the Safety Authority.

7.1.6 Safety Requirements Identification, Allocation, and Specification

The Contractor shall define safety assumptions and use the System functions defined in
Section 4.1.1 to identify hazards, and to assess and classify risks (risk analysis). Hazards will
be entered in the Hazard Log. The ALARP principle (as low as reasonably practicable) principle
shall be used to evaluate risk levels. In some cases, equivalent principles such (e.g., Germany)
the minimum endogenous mortality (MEM) can be used. The Contractor will propose tolerable
hazard rates (THR’s) for safety functions to the Client. The Client may, in parallel, request
THR’s and / or Safety Integrity Level assessments for major safety functions from a third party.
The Contractor will work with the Client, his agents, and the Safety Assessor to define
acceptable tolerable hazard rates.
The Contractor shall then undertake hazard control beginning with a causal analysis to allocate
and determine the SIL levels for subsystems, equipment, and components. This process will
allow identification of safety requirements for the System, subsystem, equipment, and
components. These safety requirements shall be included in the overall requirements
management process of Section 4.1.1, verified as fulfilled by the process of Section 24 (subject
to the oversight and independence requirements of the Safety Management Process herein),
and also be documented for the Safety Case either as a separate safety requirements
specification or a subset of the System requirements specification, as described above.
The Contractor shall endeavour to identify potential new hazards throughout the design,
manufacture, and verification processes. Any such hazards shall be entered into the Hazard
Log, assessed, allocated, and entered to the safety requirements specification and verification
process. Discussion of new hazards at the safety reviews is recommended.

7.1.7 Technical Safety Report

The Contractor shall generate a Technical Safety Report as Part 4 of the Safety Case. The
Technical Safety Report shall show adequate evidence of functional and technical safety.
The Technical Safety Report shall have the following structure:
• Part 1 Introduction
• Part 2 Assurance of correct functional operation
• Part 3 Effect of Faults
• Part 4 Operation with external influences
• Part 5 Safety-related application conditions
• Part 6 Safety qualification tests.

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The introduction shall provide an overview description of the design as required to facilitate a
summary of the technical safety principles relied upon by the Contractor. The introduction shall
also indicate the international, national, and local standards that the Contractor used as the
basis for the technical safety of the design, including the release version of each. Any use of
earlier versions of standards shall be justified.
Part 2, normal operation, shall contain all the evidence necessary to demonstrate correct
operation of the System, sub-systems, equipment, and components under normal conditions
with no faults, in accordance with the specified operational and safety requirements. To that
end the following aspects shall be included:
• System architecture description
• Definition of interfaces
• Evidence of compliance to all System requirements
• Evidence of compliance to all safety requirements
• Assurance of correct functionality.
Part 3, operation with failures, shall demonstrate that the System continues to meet its specified
safety requirements, including the quantified safety target, in the event of random faults, and
demonstrate which technical measures have been taken to reduce the risk of a systematic fault
to an acceptable level.
This part shall also include demonstration that faults in any sub-system, equipment, or
component having a Safety Integrity Level lower than that of the overall System, including Level
0, cannot reduce the safety of the overall System.
The following headings shall be used in this section:
• Effects of single faults
• Independence of items
• Detection of single faults
• Action following detection (including retention of safe state)
• Effects of multiple faults
• Defence against systematic faults.
Part 4, operation with external influences, demonstrates that the System will continue to fulfil
the operational and safety requirements (including in fault conditions) when subjected to the
external influences defined in this System Requirements Specification. The methods used to
withstand the specified external influences shall be explained and justified.
Part 5, safety-related application conditions, shall specify or reference the rules, conditions and
constraints which shall be observed in the application of the System. This shall include the
application conditions contained in the Safety Case of any related sub-system or equipment.
Part 6, safety qualification tests, shall contain evidence to demonstrate successful completion,
under operational conditions, of the safety qualification tests as described in Section 24.2.9.
Although the safety qualification tests are a subset of the verification tests, they require Safety
Management Process oversight and extra documentation in the Technical Safety Report part of
the Safety Case.

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7.2 Security of the Operational Transit System
A prerequisite for the success of the System will be user perception of security while in the
System, along with a high level of actual security. Security and safety have been assigned high
priorities; neither shall be compromised. The goal shall be a level of security for users,
employees and property which will meet those required by the Client and local and national law
enforcement agencies, as applicable. A System Security Plan shall be prepared by the
Contractor for security during construction, installation, and testing and commissioning of the
project as per Section 7.3.2. A separate document shall also be prepared to address guidelines
and requirements regarding security on the System during the O&M period.
The System shall be designed, constructed, operated, and maintained to avoid the occurrence
of personal injury, property damage and loss, and service disruptions resulting from acts of
crime, vandalism, or sabotage. The System shall satisfy the following as a minimum:
a) Prevention: system features to forestall breaches of security.
b) Remote visual and auditory surveillance of station facilities.
c) Barriers to unauthorized intrusion to non-public areas of the System.
d) Protective covers to avoid damage or loss.
e) Vandal-resistant materials.
f) A coordinated coded lock access plan and system.
g) Detection: System features to permit timely detection of criminal acts.
h) Intrusion detection alarms at station entrances (for use when the station is closed),
equipment rooms, power substations, guideway access/egress points, the OMSF
and CCF, administration offices, and other restricted access areas.
i) Passenger-activated alarms.
j) Emergency communications devices in each car and station.
k) Restoration: System features to enable rapid responses to security problems and
restoration of normal service.
l) Ease of access for non-System emergency personnel and vehicles.
m) Emergency procedures training programs.
n) Maintenance procedures which minimize repair-in-place time.
o) Security training programs.
p) Cybersecurity

Security equipment shall provide audio and visual information and be located conspicuously
with instructions for use. Security communications equipment shall be easy for all passengers
to use, including MI&H. All security installations shall be tamper-resistant, with both wiring and
equipment protected and monitored. Procedures and equipment shall be provided for periodic
testing of security subsystems.

7.2.1 Surveillance, Alarms and Communications

Communications devices shall be provided to ensure rapid and effective coordination between
central control and local emergency services staffs. There shall be a continuous 24-hour
recording of all wireless voice communications, and all voice communication with CCO CCF
personnel.

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Intrusion alarms shall be provided to monitor security, including when the System is not
operating. Points where unauthorized personnel might gain entry to restricted areas of the
System shall be provided with intrusion detectors and alarms. Restricted areas shall be any
areas where the public or unauthorized personnel are not permitted. Sensors to detect a person
on the guideway are not required. Intrusion alarms shall be routed to the CCF where they shall
result in an audible alarm that requires CCO acknowledgment, a visual alarm, and a recording
containing an index number, location of the intrusion, time of the report of the alarm and time of
the acknowledgement. Alarm coding schemes and equipment proposals shall be submitted by
the Contractor for Client review during Security System Design Review.
The System shall include a closed-circuit television (CCTV) system with cameras installed to
enable the CCO to monitor all station platforms and concourses. The Contractor shall ensure
that adequate lighting exists at all times to permit clear, sharp CCTV images. The CCO shall be
able to call up any CCTV camera image on a master monitor and record the signal from any
camera on a video.
National standards for duration of record storage shall be applied for all communication
information.

7.2.2 Power Substations

Entrance to enclosures and rooms containing power distribution equipment shall be:
• Provided with intrusion detectors and alarms that sound locally and send a signal
to Central Control
• Posted with suitable warning signs that, as a minimum, meet applicable local
codes
• Provided with a lock and secured from the public.

7.2.3 Wayside Facilities

Wayside enclosures shall be suitable for the environment in terms of dust, water, ice (with
allowance for ventilation to the outside environment), protected by tamper-resistant covers and
provide a degree of personal protection from incidental contact with the enclosed equipment. All
electrical connections shall be vandal-resistant and shall be in vandal-resistant enclosures.
Enclosures with safety-critical equipment shall have intrusion alarms that sound locally and
send signals to central control.

7.2.4 Power and Communications

Power supply, telephone communications, CCTV, and electronic security lines entering central
control, at each of the stations and power substations and along the guideway, shall be
protected and located unobtrusively. All cables shall be in rigid conduit or suitably secured in
cable trays.

7.2.5 Guideway
There shall not be access between the guideway and the ground or adjacent structures.
Guideway access shall be permitted only at stations, designated points for maintenance
access, and at emergency egress points. The Contractor shall identify any location where
adjacent buildings, other structures, or roadways permit access to the guideway so that the
Contractor and the Client can coordinate any necessary barriers or other solutions with others.

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 7.2.6 Restricted Access
The Contractor shall provide a key-type subsystem to control personnel access to fixed
facilities, particularly restricted areas. These areas shall include station equipment rooms,
wayside equipment rooms, power substations, guideway access/egress points, the OMSF, the
CCF, and the administrative offices. Station entrances shall also be part of this subsystem. The
subsystem shall include all keys and lock mechanisms required to regulate access to these
areas. The keying function of each lock shall be changeable.
The keying subsystem shall have a hierarchical master key structure so that different areas and
specific access points can be given different keys to limit access to authorized personnel and to
permit authorized personnel access to different areas. Keys shall be of a high security type that
is not readily duplicated. The key subsystem shall initially accommodate the System but shall
be expandable to accommodate additional requirements of System extensions through the
addition of additional sub-master key zones and appropriate keys.
As part of the System Security Plan, the Contractor shall develop a Lock Keying Plan. This plan
shall include the design of the locks and keys, the master keying zone structure, the areas that
will have locks, and the program to control key distribution and loss.

7.3 Safety and Security during Construction and Commissioning

A structured and systematic approach to safety and security shall be used during construction
and commissioning so that potentially unsafe conditions are identified and controlled.

7.3.1 Safety during Construction and Commissioning

The Contractor shall identify and implement provisions for minimizing hazards to people and
equipment during the field construction and testing period. During the field construction phase,
the prime concern shall be in protecting employees and the neighboring community from the
effects and hazards of the construction.
The relevant statutory health and safety regulations shall apply to the Contractor as well as to
any subcontractor. The requirements for safety on site during the construction and testing
stages prior to the commencement of Trial Running shall be determined from the Construction
Safety Plan (which the Contractor shall supply) and shall not form part of the System Safety
activities covered by the System Safety Plan.
At a minimum, the Construction Safety Plan shall include:
a) Providing sufficient manpower and plant to secure all work sites from unauthorized traffic.
b) Barricades segregating pedestrian traffic from work areas, where applicable.
c) Barricades segregating vehicular traffic from work areas, where applicable.
d) Securing work and storage areas.
e) Maintaining entries and exits for all buildings, parking lots, etc., where applicable.
f) Providing a system for monitoring dust and noise. The Contractor shall include in this
system the means to control dust and noise to the level prescribed by applicable regulatory
agencies.
g) Developing a traffic staging plan, if applicable, which effectively handles all traffic adjacent
to and the through field construction areas. This includes detours, lane closures, and other
similar methods to ensure smooth traffic flow.
h) Maintaining access and providing assistance as necessary to the fire brigade and fire-
fighting facilities within the Project Site.

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i) Conducting operations in coordination with affected utilities to avoid service disruption to
subscribers.
j) Designating a responsible and qualified person(s) to act as a liaison with the community
and authorities, and to take immediate corrective action to respond to valid complaints.
In addition to safeguarding the community, this effort shall provide for the protection of
authorized personnel assigned to, as well as those who must occasionally pass through, the
Work Site. Personnel covered by these provisions shall include employees of consultants, the
Contractor, subcontractors, and utility workers.
The following provisions shall be incorporated in the Construction Safety Plan:
a) An introduction and safety evaluation program for new employees.
b) Mandatory pre-hire substance abuse testing program.
c) Regularly scheduled safety meetings with superintendents, foremen and other supervisory
personnel, to discuss job safety and a continuing safety education program.
d) A tracking system which monitors the status of safety on the Project, which shall:
i) Provide a means for eliminating violations of OSHA and other applicable
Governmental Rules, including immediate corrective action to be taken and long-term
procedures to be developed to avoid further occurrence.
ii) Monitor equipment and provide or an ongoing inspection program.
iii) Monitor work methods and encourage programs for recognition of individual employee
safety efforts and their contribution toward improved work methods.
iv) Provide a system for notification of emergency agencies in case of an accident.
v) Provide for the control of the necessary safety equipment, including employee
protective equipment and fire-fighting equipment, and
vi) Provide the project with first aid stations and personnel experienced in first aid
procedures.

7.3.2 Security during Construction and Commissioning

The installation site shall be operated, to the maximum extent possible, to avoid the occurrence
of personal injury, property damage and loss, and work disruptions resulting from acts of crime,
vandalism, or sabotage.

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8 System Dependability (RAM)

System dependability is a measure of the performance of a System and is typically quantified in

terms of reliability, availability, and maintainability (RAM).
Intrinsic availability applies to subsystems such as a train or to components such as the brakes
on a train. System availability applies to the System as a whole.
The System design shall incorporate reliability, maintainability, and availability (RAM) design
requirements. These requirements shall reduce the probability of failures and the associated
impact on passenger service. The Contractor shall select suitable design requirements to meet
the required performance and may use techniques, including but not limited to, the following:
• Application of selected redundancy
• Use of components with proven reliability
• Minimization of single point failures which interrupt service
• Minimization of equipment operation stresses
• Provision of “operate-around-failure” capabilities.

8.1 Reliability
The reliability of a component, subsystem or the System as a whole is measured in terms of:
• Mean Time Between Failures (MTBF)
• Mean Time Between Service-Affecting Failures (MTBSAF).
The MTBSAF for the System is defined to be the cumulative number of Train Operating Hours
(TOHs) divided by the cumulative number of Service Affecting Failures (SAFs). An SAF is
defined as an event that causes a train stoppage exceeding three minutes (180 s) or as
specified by client in duration. SAFs shall include:
• Unscheduled train stoppages
• Rerouting including trains not making scheduled station stops due to malfunctions
• Door malfunctions that prevent passengers from entering or exiting trains at
stations
• Malfunctions that lead to potentially hazadous operations
• Operator errors.
The TOH will not include Level of Service (LOS) transition periods, which would normally not
exceed 45 minutes.
Exclusions shall not be considered SAFs, and these shall include:
• Disruptions that cause train stoppages shorter than three minutes (180 s)
• Disruptions due to passenger-induced stoppages
• Disruptions caused by unauthorized intrusion into the System by persons, animals
or objects unless caused by System malfunction or operator error
• Disruptions beyond the reasonable control of the Operator, including primary
power failure
• Disruptions due to security problems, such as but not limited to vandalism
• Disruptions due to extreme weather or operations outside of the environmental
design criteria
• Disruptions due to force majeure events

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 • Planned outages and stoppages including scheduled transitions between different
LOS.

8.2 Availability

8.2.1 Intrinsic Availability

Intrinsic Availability = MTBF / (MTBF + MTTR) and is typically a subsystem metric.

8.2.2 System Availability

System Availability shall be defined and measured using the formula listed below:
A = MTBSAF / (MTBSAF + MTTRs)
Calculation of System Availability is typically based on a monthly average value. This definition
is equivalent to the actual cumulative train operating hours (scheduled train operating hours
minus the cumulative train downtime in hours) divided by the scheduled train operating hours.
Partial availability shall be granted for times when partial capacity is provided. The amount of
availability granted shall be in proportion to the capacity provided with respect to the planned
capacity.
Following an initial period of availability growth, the System shall achieve a System Availability
of 99.0 % or better monthly. The availability growth shall be 97.5 % in a trial run prior to O&M,
98.0 % after 6 months O&M, 98.5 % after 12 months O&M and 99.0 % after 18 months O&M,
all based on a 30-day moving average or as defined by client. The details of the availability
measurement procedures and the availability growth period shall be defined in an Availability
Demonstration Test Plan.
The predicted System Availability shall be provided for the System design phase. It shall be
used to allocate MTBF, MTBSAF and MTTR values among subsystems and components.
This approach to System dependability follows CENELEC standard EN 50126 guidance.
The Contractor shall establish a RAM program plan and implement a RAM program in
accordance with EN 50126. This shall establish an organization structure, responsibilities,
procedures, activities, capabilities, and resources that together shall ensure that the RAM
requirements are satisfied.

8.3 Maintainability
Maintainability is typically expressed in terms of:
• Mean Time to Repair (MTTR)
• Mean Time to Restore (MTTRs).

8.3.1 Mean Time to Repair

The Mean Time to Repair (MTTR) is the time required to remove a defective item, fix, or
replace it, test, and restore the function back to an operational state. An MTTR activity may
occur 1) in the field where there is a removal and replacement of a Line Replaceable Unit
(LRU), or 2) in the repair shop as a second line maintenance effort on a subsystem LRU.
In line with common industry practice, the logistical time associated with the MTTR is not
applicable.

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8.3.2 Mean Time to Restore
The maintainability of the System as a whole is measured in terms of Mean Time to Restore
(MTTRs).
The MTTRs for a System event shall be defined as the cumulative Time to Restore (TTR)
Service after interruptions of Service (from the start of the stoppage or delay for any stoppage
or delay more than 180 s), divided by the cumulative number of Service interruptions. The
exclusions listed in Section 8.1 above shall also apply to Maintainability. The corrective
measures for restoring Service may include:
• Automatic re-initialization (possibly including intervention by the CCO)
• Manual intervention (e.g. by field staff)
• Repair or replacement.
In the calculation of accumulated TTRs, only failures with downtime that is greater than 180 s
shall be included. However, the TTR of each event will correspond to the downtime from the
moment of detection until the moment of restoration of Service, either of the train or specific
equipment that has malfunctioned or its replacement. Restoration is considered to have been
achieved when the headway has been restored to within 1.75 times the scheduled headway
then in effect (i.e., train service equilibrium).
Logistical time is considered entirely applicable in the context of System service restoration.

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9 Vehicle

The System shall utilize straddle monorail vehicles per Section 3.5.5. These trains shall be
capable of the performance required for the System to meet the key System operating
parameters specified in Section 3.5.2.
Train configuration shall comply with Section 3.5.4.Station Boarding and Alighting
Requirements

9.1 Dynamic Envelope

The vehicle and train dynamic envelope(s) shall be calculated by the Contractor assuming
worst-case conditions including, but not limited to, combinations of secondary suspension
system failure, flat tires, tread wear, guideway running and guidance equipment tolerances,
maintenance conditions, guideway super-elevation, and vehicle/train overhangs and chording in
curves.
The worst-case vehicle dynamic envelope at any location along the guideway shall be used to
calculate the clearance requirements in Section 16.

9.2 Vehicle Space and Weight Allocations

Vehicle space and weight allocations shall be as follows:
• Passenger weight shall be taken as 65 kg per passenger
• A minimum area of 0.34 m2 shall be provided for each seated position
• Minimum width of each seat shall be 450 mm
• Each wheelchair space shall have a minimum area of 0.93 m2 as defined in
Section 9.6.4. Standing passengers shall be based on the following densities
(defined below).
Vehicle weight definitions are:
a) AW0: The weight of an empty vehicle.
b) AW1: The weight of an empty vehicle with all seats occupied and no standees.
c) AW2: The weight of the vehicle at normal capacity. This shall be computed by assuming all
seats are occupied and with standees at a density of 6 m2 in the remaining area in the
vehicle available to standees.
d) AW3: The weight of the vehicle at crush capacity. This shall be computed by assuming all
seats are occupied and with standees at a density of 8 m2 in the remaining floor space in
the vehicle available to standees.
e) AW4: The weight of the vehicle used for structural design purposes. This capacity shall be
computed by assuming all seats are occupied and with standees at a density of 10 m2 in
the remaining area in the vehicle available to standees.

9.3 Vehicle Capacity

The normal, or design, capacity of a vehicle shall be determined based on AW2, with definitions
of space and weight specified in Section 9.2, except where otherwise noted. Seats may be
located over equipment cabinets or other areas that would not normally be available for
standing passengers. Seating shall be provided for at least 12% of the passengers at AW2.

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9.4 Vehicle Structure
This Section defines the structural requirements for the vehicle. Prior to beginning fabrication,
the Contractor shall develop a set of criteria to be used for the design of the vehicle structure.
The Contractor shall perform a structural analysis of the vehicle, including the carbody and
underframe as well as suspension/guidance elements, to demonstrate that the design follows
the buff strength and overriding requirements of EN 12663 P-IV or P-V. The appropriate class
shall be selected based on the maximum train weight in operation in the system. The
Contractor shall perform all necessary testing to verify the vehicle meets the structural
requirements as part of the testing required under Section 23. No destructive testing is required.

9.4.1 Design Criteria

The Contractor shall develop the detailed structural design criteria for the vehicle. The
requirements of EN 12663 P-IV or P-V as appropriate and Section 9.4, shall be used for vehicle
related structural design. The following general criteria shall be used as the minimum basis for
review of the structural design:
A. Loads for the frame, coupler link, trucks/bogies and major suspension/guidance members.
These shall be defined as either working loads (normal loads expected in Service, AW2) or
limit loads (worst-case loads expected in Service, AW3).
B. The safety factor applied to these loads shall be identified as being with respect to yield
strength, ultimate strength, or endurance limits.
C. Additional safety factor(s) shall be applied to castings and welds.
D. Additional safety factor(s) as required shall be applied to any part; the failure of which could
result in an unsafe condition.
E. The torsional and flexural deflection of the vehicle frame under load and how these criteria
are to be verified.
The Contractor shall establish specific limits and numeric values for the general structural
design criteria identified above. The following are minimum requirements for the vehicles:
1. Carbody Structure: EN 12663 P-IV or P-V as appropriate. The carbody structure shall be
designed and tested to withstand AW4 static loading conditions in combination with a
longitudinal buff load equal to three times AW0 weight, without permanent deformation.
2. Vehicle Connections: Inter-car mechanical connections shall withstand tensile and
compressive forces that are equal to or greater than both the vehicle’s buff strength and the
maximum loads which the vehicle may experience in service, normal maintenance, and
storage facility operations. These connections shall be designed so that no combination of
vehicle deflections, including suspension failure, flat tires, and guideway geometry, shall
cause the connection to bind or result in stresses that will damage the connection or the
vehicle.
3. Bogies and Suspension Elements: bogies/trucks and/or any structural elements that
support the wheels and suspension shall be in accordance with EN 15827.
4. Deformation: The structure shall support all loads that are likely to occur during operations,
without detrimental deformation. Any deformation occurring under System operating loads
shall not interfere with safety.
5. Seats: The seat shall be of sufficient strength for the service intended. A single seat,
including attachments to the vehicle body, shall be capable of withstanding the following
loads:

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 i. 1,766 N (180 kg) per passenger vertical downward at the centre of each seat bottom,
with permanent set not to exceed 3 mm
ii. 1,766 N (180 kg) per passenger vertical downward on the front edge, at the
centerline of each seat, with permanent set not to exceed 3 mm
iii. 1,766 N (180 kg) passenger vertical downward on the back of the seating surface, at
the centerline of each seat, with permanent set not to exceed 3 mm.
6. Doors: The doors and supporting tracks and/or linkages shall withstand a static force of
113 kg applied at right angles to and approximately at the centre of the door panel and
distributed over an area approximately 100 mm by 100 mm, without permanent
deformation or permanent binding of the door mechanism.
7. Floor: The deflection anywhere on the floor shall not exceed a ratio of 1/800 times the span
of the bogies on anormal plane with the vehicle loaded to AW2 and rigidly supported at the
bogie/truck mounting points.
8. Roof: The roof shall support a 113 kg load acting over a 150 mm area at any location
without permanent deformation.
9. Equipment: The Design Loads for all underfloor- and roof-mounted equipment, equipment
boxes, equipment hangers, safety hangers, standby supports, and any parts of the vehicle
to which these items are attached, shall not be less than 5.0 g in the longitudinal direction,
nor less than 2.0 g in either the vertical or lateral directions. These loads, applied
separately, shall not result in stresses that exceed the guaranteed minimum yield strength
of the material. The strength of a fastener or the local area of the fastened structure shall
not be the limit of the load-carrying capacity of that structure.
10. Materials: Any structural material in which the yield strength exceeds 80 % of the tensile
strength shall not be used unless it can be substantiated to have a proven record of
successful use in a similar transit application.
11. Vibration: All structural body and panel natural frequencies shall be sufficiently different
from primary excitation frequencies to preclude any damaging resonant vibrations at all
speeds and power conditions, up to maximum design speed.

9.4.2 Structural Analysis

This Section defines the requirements for structural analysis by the Contractor based on the
criteria established in accordance with Section 9.4.1.
The Contractor shall perform a structural analysis of the car/vehicle structure, body, suspension
and guidance elements, underframe, and equipment supports. This analysis shall include the
calculated stresses, allowable stresses, and safety margins for all structural elements under
each of the specified loading conditions defined in the established structural design criteria. The
safety margin is defined as the allowable stress divided by the calculated stress, including
safety factors required by the structural design criteria, minus 1.00. The analysis shall consist of
a combination of manual and/or computerized calculations and finite element analysis. Finite
element analysis shall be used, at a minimum, for any complex structural element whose failure
affects safety or availability. The analysis shall include at least the following:
A. Structural arrangements and layouts of the car/vehicle and bogie elements. Materials
and sizes of structural elements and the method of fastening shall be defined.
B. Diagrams showing externally applied loads and boundary conditions. Where finite
element analysis is used, diagrams showing the element and meshing in sufficient
detail to support the analysis of the car/vehicle and bogie structures.

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 C. Documentation showing the properties of the materials used in the vehicle structure.
This shall include at least the guaranteed minimum yield and ultimate strengths,
elongation, Young’s modulus, and allowable fatigue stress data for each material.
D. Detailed stress calculations, including calculation of the safety margin, for each
structural element.

9.4.3 Tipping Stability

The Contractor shall analyze the tipping stability for the vehicle and the trains loaded to both
AW0 and AW3 using the appropriate center of gravity location for each and demonstrate that
the design meets the following requirements.
A. The vehicle/train shall be stable under the following side loading condition: centripetal
load traveling at 120 percent of design speed through the System guideway curves, plus
a dynamic load of 0.10 times the vehicle/train weight. An upward vertical inertia load of
0.1 g shall be included to account for dynamic effects of the suspension system.
B. The vehicle/train shall be stable under a side loading condition of a sustained or gusting
side wind of 90 km/h maximum as experienced along the alignment, in addition to the
loading conditions of A., above. The vehicle/train at AW 0 shall also be stable under a
side loading condition of a sustained or gusting side wind of 120 km/h maximum applied
against the elevated side of a vehicle/train moving at creep speed on the maximum
super-elevated guideway.
C. The vehicle/train shall not be derailed, i.e., de-mated from running and guidance
surfaces, except for the power collector, if struck by another vehicle/train of any length
at a speed of up to 13 km/h anywhere on the guideway.
No vehicle/train-guideway friction effects shall be included in computing vehicle/train stability.

9.4.4 Jacking Pads and Hoists

Adequate attachment points for hoisting the vehicle with a crane, including any special slings or
fixtures, shall be provided by the Contractor. Jacking pads shall be provided to facilitate jacking
the chassis at all suspension tie-down points and the trucks/bogies, if necessary. Jacking points
shall be provided to facilitate main wheel removal. It shall be possible to jack one end of a car at
a time without separating cars to allow wheel removal.

9.4.5 Bolts, Nuts, Fasteners and Welding Standards

All structural fasteners shall be metric, at least equal in strength to ISO 898-1 grade 8.8. All
welding shall be in accordance with relevant international standards.
Unless otherwise specified, all structural connections shall be designed and implemented so
that the ultimate strength of a fastener or the local area of the fastened structure shall not be
the limit of the load-carrying capacity of that structure. It shall be assumed in a group structural
connection that one single fastener failure does not impact the strength of the connection.
Each removable bolt, screw, nut, pin, or other fastener shall incorporate a locking device, if it is:
A. Part of a major structural load path, including all suspension members and propulsion
and braking force paths, or
B. Part of a sensor, detector, or antenna mounting, essential to control System operation,
or
C. Part of an actuator or control linkage essential to vehicle control, or

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 D. Performing any other safety-related function, or
E. Part of the under-carriage equipment, which is susceptible to falling off the vehicle.
Self-locking nuts may be used to satisfy this requirement only if the Contractor provides data
specifically demonstrating that such fasteners are suitable for the above applications.
The contractor shall provide sufficient design documents to prove the safety of all critical
fastener connections.

9.5 Vehicle Design Life

The Contractor shall design the vehicle to operate for at least 30 years in Service (per Section
3.8) at the average number of vehicle-km per year to meet the operating performance of the
System specified in Section 5 and in an operating duty cycle as specified in this System
Performance Specification. The vehicle shall provide safe and reliable service during its entire
design life. Normal deterioration due to causes such as corrosion and fatigue shall not degrade
safety or performance of the body, chassis, and running gear.
Suspension, propulsion motors and controls, door operating mechanism and controls, heating,
ventilation, and air conditioning (HVAC) equipment, and draft gear shall have a minimum design
life as specified in Section 3.8. This equipment shall also operate for at least 5 years before a
major overhaul.
Consumables, such as filters, tires, and brake linings, are excluded from this requirement. All
car-borne wiring, conduit, and piping shall not require replacement during the design life of the
vehicle.

9.6 Passenger Comfort

9.6.1 Heating, Ventilation and Air Conditioning (HVAC)

HVAC shall meet the following performance requirements including load calculations.

9.6.1.1 Air Conditioning

Each car shall have two equal and independent air conditioning systems having an aggregate
cooling capacity equal to the maximum calculated cooling requirement for the car. EN14750
category B vehicle will be used as a design guideline for the interior temperature setting
parameters based on the local ambient design condition. Ambient design conditions applicable
to the system location. These conditions, including the solar radiation on the roof and on all
opaque and glazed surfaces of the vehicle and the internal contributions from the AW2
passenger loading and all interior lighting, electric, and electronic equipment within each
passenger compartment shall be used to determine cooling requirements. For this calculation,
each occupant’s sensible and latent heat shall be evaluated based on the EN14750 passenger
heat emission graph relative to the designed interior temperature.
In case of any single point of failure, the system shall maintain at least 50 % in cooling capacity
for the vehicle.

9.6.1.2 Ventilation
Positive ventilation of outside air during normal operating conditions shall be designed
according to EN14750 at the AW2 loading.

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In case of emergency where the vehicle relies on battery power, the supply air fans shall
maintain to operate for at least 30 minutes, and the fresh air flow rate will be the same as
normal operation.

9.6.1.3 Heating
Heating shall be provided by heating coils located within the unit if required. If additional heating
is required, floor heating shall be provided. The system shall maintain vehicle interior conditions
according to EN14750 category B vehicle with an outside ambient temperature equal to the
climate zone where the system is located. Alternately in locations where no climate zone is
identified, the 99 % Design Dry-Bulb temperature reported in the latest ASHRAE Fundamentals
Volume for the Official Weather Observation Station closest to the System can be used.

9.6.1.4 Condensation and Humidity

The HVAC system shall minimize condensation on interior surfaces, including windows. The
design humidity shall be limited to a maximum of 60 % in normal operation. Re-heat is
permitted if required to limit the interior humidity.

9.6.1.5 Controls/Temperature Uniformity

A system shall be provided to control the interior temperature. The control set point, measured
at the return air temperature probe, shall be according to EN14750 Category B for cooling and
heating adjustable to a range of ±3° C. The temperature uniformity inside the vehicle will be
designed according to EN14750 Category B for normal operation. An exception may be made
when the vehicle doors are open at a station.

9.6.1.6 Temperature Variations

If the ambient temperatures encountered exceed the defined design values related to Section
9.6.1.1 above, the interior temperature will be permitted to rise degree for degree with the
temperature more than the design values.

9.6.1.7 Air Flow and Diffusion

The air distribution system shall provide sufficient diffusion at the outlet or diffuser so that air
mixing will prevent direct impingement of coil discharge temperature air onto occupants. The
ducting shall be designed so that in case of one or two supply air fan failure(s), the entire length
of the vehicle can still be ventilated with at least 50 % air flow rate. Air velocity within the vehicle
will be designed according to EN14750 Category B.

9.6.1.8 Failure Operations

If the refrigerant circuits of both cooling systems fail, indicated by an inability to maintain interior
temperatures, the ventilation systems shall continue blower operation.
In case of an APU inverter failure, the HVAC system shall be able to maintain 50 % cooling
capacity which may be powered by other APU inverters on the train.

9.6.1.9 Smoke Detectors

A smoke detector shall be located in the car and linked to the HVAC system. In case smoke is
detected, the fresh air damper shall be closed, and HVAC system shall be shut down.

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9.6.1.10 Air Intakes
All fresh air intakes shall be located to minimize the intake of heat from vehicle HVAC or other
equipment, fumes, and dust.
For the energy saving, the fresh air damper shall be adjustable to provide enough fresh air flow
rate according to passenger loading to reduce power consumption.

9.6.1.11 Filters
The vehicle HVAC subsystem shall have appropriate air filters that shall remove dust and other
undesirable particles, be easily removed for cleaning and replacement.

9.6.1.12 Refrigerant
The proposed refrigerant shall comply with all applicable Montreal Protocol regulations.

9.6.2 Interior Noise Level

Interior vehicle noise shall not exceed 75 dB (A) under the following conditions:
• Operating on open, level, tangent track
• During acceleration, cruise and braking
• At speeds up to 80 km/h
• With auxiliary equipment operating normally
• Measured 1.6 m above the floor in the centre of the vehicle
• In accordance with ISO 3381.
Interior vehicle noise shall not exceed 68 dB (A) under the following conditions:
• At rest on open track
• With auxiliary equipment operating normally
• Windows and doors closed
• Measured 1.6 m above the floor in the centre of the vehicle
• In accordance with ISO 3381.
The following standards also apply in the measurement and evaluation of interior noise:
• ISO 1231 Part VII - Quantities and Units of acoustics
• IEC 651 Precision Sound Level Meters.
If pure tones are suspected, a 1/3 octave band analysis shall be performed. A pure tone is
defined to exist when one 1/3-octave band exceeds the arithmetic average of the two adjacent
bands by 4 dB or more in the range of frequencies between 250 and 8,000 Hz. If an adjacent
band contains a pure tone, the next closest band without a pure tone shall be used in its place.
A noticeable pure tone shall be considered to exist when the 1/3-octave band containing the
pure tone contributes more than 1 dB (A) to the overall dB (A) level.
The following standards also apply in the measurement and evaluation of interior noise:
• ISO 1231 Part VII - Quantities and Units of Acoustics
• IEC 651 Precision Sound Level Metres
• IEC 225 Octave, Half-Octave and Third Octave Band Filters intended for analysis of
sound and vibration.

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9.6.3 Vibration and Ride Comfort
Vehicle ride characteristics for maximum sustained acceleration and deceleration, maximum
rate of change of acceleration (jerk) and ride quality shall satisfy the following:

9.6.3.1 Maximum Sustained Acceleration

For ride comfort the maximum sustained acceleration measured on the floor of the passenger
compartment shall be as given in Table 9-1.

Table 9-1 Maximum Sustained Acceleration for Ride Comfort

Direction Acceleration Acceleration

m/s2 g

Lateral ± 0.98 ± 0.10

Vertical1 ± 0.49 ± 0.05

Longitudinal, Normal2 ± 1.3 ± 0.13

Longitudinal, Emergency2 ± 3.1 ± 0.32

1. With respect to a 1 g datum.

2. Including the effects of grade.

"Sustained", "Longitudinal", "Lateral", and “Vertical” shall be as defined in Section 2.1.

Lateral and Vertical acceleration values shall be obtained with a standard piezoelectric
accelerometer with a frequency range of at least 0.1 – 80 Hz.
Longitudinal acceleration value shall be obtained with a standard accelerometer with a
frequency range of at least 0.1 – 80 Hz, noting that this device reads acceleration along the
Longitudinal (fore/aft) axis of the vehicle.
The maximum Longitudinal acceleration limit is a rate of change of velocity (dv/dt). All other
acceleration and jerk limits also include the effect of grades.

9.6.3.2 Maximum Jerk

For ride comfort the "Jerk" shall be the rate of change of acceleration and the maximum values
measured on the floor of the passenger compartment shall be as given in Table 9-2.

Table 9-2 Maximum Jerk for Ride Comfort

Direction Jerk m/s3 Jerk g/s

Lateral ± 0.59 ± 0.06

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 Direction Jerk m/s3 Jerk g/s

Vertical ± 0.39 ± 0.04

Longitudinal ± 0.98 ± 0.10

Jerk limiting is usually required for normal longitudinal acceleration and braking. Longitudinal
jerk during application and removal of emergency brakes shall not be controlled.

9.6.3.3 Ride Quality-Human Response

In addition to the maximum sustained acceleration requirements of Section 9.6.3.1, the
following Human Response requirements shall be achieved.
Weighted RMS values of acceleration averaged over any single station to station trip shall not
exceed the ISO 2631 (1997) one-hour whole body reduced comfort limits.
Ride quality shall be measured on one empty vehicle with no more than three (3)
test/observation personnel and necessary equipment with a tri-axial accelerometer or
equivalent system located on the geometric center of the floor and at one end of the car on the
floor.

9.6.3.4 Vehicle-borne Component Vibrations

All carbody-mounted and Truck-mounted components shall be designed to have structural
integrity and be operationally reliable over the life of the vehicle in the shock and vibration
environment existing at the point of attachment of the component.

9.6.4 Mobility-Impaired and Handicapped (MI&H) Considerations

The vehicle and its interior shall, to the degree possible, include provisions to accommodate
mobility-impaired and handicapped persons, in order not to impede these passengers from
having accessibility to the System. Each end-vehicle in a train shall have at least one easily
accessible seat assigned for priority seating for MI&H.
Additionally, each end-vehicle in a train shall provide a clear space to accommodate one
wheelchair, near a door. The wheelchair parking area shall be free of vertical stanchions and
other obstructions. Passengers shall be able to walk on and off the vehicle without being
impeded by the wheelchair. Maneuvering room inside the car or compartment shall provide
easy travel for a passenger in a wheelchair between the door and the designated wheelchair
parking area. Over the full length of the wheelchair space the width shall be 700 mm from floor
level to a minimum height of 1 450 mm with an additional 50 mm width to give clearance for
hands on each side that is adjacent to any obstacle that will inhibit clearance for the wheelchair
users hands (e.g. wall or structure) from a height of 400 mm to 800 mm above floor level (if one
side of the wheelchair is adjacent to the aisle there is no additional 50 mm requirement for that
side of the wheelchair as it is already free space).
National standards like ADA or CELEX 1300 (2014) to be recognized.

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9.7 Propulsion and Braking Subsystems
A train of vehicles loaded to AW3 shall be capable of continuous operation at a speed of at
least 80 km/h operating on level tangent guideway. The train shall be bi-directional, with equal
propulsion and braking performance in either direction.
The brake system shall comply with the requirements of EN 13452-1 Mass Performance
Requirements Transit Brake Systems for rubber-tired metros.

9.7.1 Propulsion/Braking Control

The propulsion and braking control system shall respond to signals from the ATC system or the
manual recovery panel to adjust tractive effort, blend friction with electrical braking, and
produce the tractive effort and braking necessary for smooth vehicle acceleration, deceleration,
and cruising.
At AW3 load, on level tangent track, with zero wind speed, vehicles shall:
• Accelerate (average) at 1.0 to 1.1 m/s2 from 5 km/h to 35km/h, subject to jerk
limitations
• Reach 100 m from zero speed within 15 s
• Reach a speed of 80 km/h within 33 s.
The propulsion capability in a train shall not be reduced to less than 75 % by any single point
failure.
The propulsion control system shall accelerate the vehicles to a maximum cruise speed at rates
not to exceed the maximum longitudinal acceleration and jerk rates given in Section 9.6.3.

9.7.2 Duty Cycle

The thermal capacity of the propulsion and brake systems shall be based on the following two
requirements:
Continuous operation of the train over the System guideway. Dwell time as established in
Section 5.1.2. Headways shall be set for the maximum Line Capacity required in Section 5.1.7.
The train shall be loaded to AW2. The maximum ambient temperature of Atmospheric and
Weather-related shall be assumed and does not include local temperature changes due to
vehicle or wayside equipment. Air conditioning and other accessories shall be operating.
One AW0-loaded train shall be able to safely push or pull another AW3-loaded inoperative,
equal-length train into the most convenient station (permissible to recover in either direction),
regardless of where it is located, and then push or pull the same vehicle with both vehicles
empty (AW0) to the OMSF. The environmental and operating conditions of the paragraph
above shall apply, except that degradation in speed, acceleration, and deceleration will be
permitted.

9.7.3 Service Brakes

A service braking system shall be provided in accordance with EN 13452-1 Mass Transit Brake
Systems Performance Requirement for rubber-tired metros. The minimum deceleration
performance for vehicle weights up to AW3 shall be an equivalent deceleration 1.1 m/s2 on
level tangent track. The service braking system shall stop the vehicle within its required
deceleration profile and provide jerk limiting for all vehicle speeds, loads up to AW3, grades,
turn radii, and environmental conditions within the System's operating range. All failures of the
service brake system or any portion of it shall be alarmed at the Control Center.

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Service brakes shall use combined electro-dynamic electric motor braking and friction braking.
A smooth transition from one braking mode to the other shall be provided to meet the
acceleration and jerk requirements of Section 9.6.3.
During electro-dynamic braking, the electrical power generated shall be accepted solely by the
System. Receptivity of regenerated power shall be guaranteed by other energy users and/or by
wayside or vehicle-mounted resistors, or energy storage devices, to consume the regenerated
energy, as per section 10.7.
The friction brakes shall have a capacity sufficient to supplement the electro-dynamic braking to
achieve total train service brake deceleration requirements. The service brakes will normally
supplement dynamic braking:
• For overloaded vehicles at speeds above normal dynamic braking limitations
• Towards the end of a service stop
• For failure management purposes, e.g. after partial loss of dynamic braking.
The service brake mode shall be fail-operational. Speed limitations are permitted if more than
25 % of dynamic braking is unavailable.

9.7.4 Emergency Brakes

Emergency braking rates shall meet the requirements of EN 13452-1 for rubber-tired metros,
and as advised by this, up to AW3 passenger load. During any emergency stop, all emergency
brakes shall be applied, providing a retarding rate of not less than an equivalent deceleration
1.5 m/s2 at AW3 plus rotational mass equivalent on level, tangent guideway.
The emergency brakes shall be fail-safe. If a command is issued for them to be applied, they
will remain applied until the train comes to a stop, even if the initiating command is removed.
After the train has stopped, the emergency brakes may be reset for normal operation by a
manual reset on the train by authorized personnel; additionally, the emergency brakes may be
reset by a control signal to that train from the CCO, unless otherwise prohibited for specific
situations by this System Performance Specification. If, when safe conditions exist and the train
is allowed to move, a subsequent malfunction occurs, the emergency brake shall be applied as
before.
The emergency brake controls shall be interlocked with the propulsion controls, to include
removal of propulsion power during emergency braking, in a Fail-safe manner. The emergency
brake may use components of the service braking system but shall operate properly without
any guideway or propulsion system power and in accordance with the requirements for design
stopping conditions as specified in Section 9.7.5. In addition, the emergency brake shall
incorporate sufficient redundancy and capacity such that the safe train separation assurance
requirements of Section 11.1.2 can be met under design stopping conditions as specified in
Section 9.7.5. The design stopping conditions shall be met with the brakes on one Bogie of the
train effectively failed or non-functional.

9.7.4.1 Heat Fade

The emergency braking system shall function without degradation for two (2) successive
applications from the maximum speed with an AW3 load and without overheating whereby the
ATP system shall not permit more than one (1) remote reset of the emergency brakes from the
CCC. If the emergency braking system has any components in common with the service
braking system, then the emergency braking system shall function without degradation after
meeting all requirements for the service brake duty cycle as specified in Section 9.7.2.

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9.7.4.2 Wet Fade
In wet condition with the highest nominal application force of the vehicle (highest pad force,
maximum load = max. EB conditions) the mean coefficient of friction shall not vary more than
±20 % from the nominal value necessary for achieving the required deceleration defined in
Section 9.7.4a.
Together with other possible variations, this shall be taken into consideration when defining the
deceleration for the safe train separation assurance requirements in Section 11.1.2.

9.7.4.3 Contaminants
Contamination of the emergency braking system by any fluids or foreign substances in
proximity to braking components that might reasonably enter through a leak or other single
point failure shall not adversely affect the deceleration levels required for the safe train
separation assurance requirements in Section 11.1.2.

9.7.5 Design Stopping Conditions

The function of achieving safe stopping shall achieve SIL 4. Safe design stopping distances for
the System shall be developed analytically and the results provided to the Client for review at
the ATC Design Review. Such computations shall include all worst-case time delays, train, and
motor overspeed, and acceleration conditions. The effects of any grade shall be properly
accounted for. An AW3-loaded vehicle shall be used. The safe stopping requirements shall
comply with Section 9.7.4 and Section 11.1.2.

9.7.5.1 Guideway Conditions

Some considerations for safe stopping distance are guideway running surface friction (including
roughness, wear, wet/cold), tire pressure and wear, and vehicle loading.

9.7.5.2 Out of Tolerance Conditions

The effect of out-of-tolerance conditions caused by brake lining wear, low air pressure, etc.,
shall be investigated by means appropriate for the particular brake subsystem to assure that
proper parameters were used in the stopping analysis. Tolerances to be investigated shall
include at least:
• Variations in brake lining coefficients of friction as manufactured and after operation
• Effects of wear on mechanical tolerances and clearances.
• Other characteristics that, while not representing a brake subsystem failure, could
reasonably be expected to cause degraded System performance.

9.7.6 Parking Brakes

The parking brake function shall be provided by a mechanical friction parking brake. It shall be
activated wherever the vehicle is stopped, including normal station stops.
The parking brake shall be capable of holding an AW3 loaded vehicle on the maximum grade
without application of guideway or vehicle-borne power for an indefinite period.
The parking brake function may be provided by elements of the service and/or emergency
brake equipment, provided that the requirements of Sections 9.7.3 and 9.7.4 applicable to that
equipment are met.

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9.8 Electrical Subsystems
The vehicle electrical subsystem shall comply with the following requirements. The Contractor
shall co-ordinate the design of circuits and equipment to avoid damage or disturbance to
operation caused by electrical noise and transients. Whenever possible, this shall be
suppressed at the source. Circuits and equipment shall be designed and protected so that the
sustained presence of any voltage from zero to the maximum, including the maximum
regenerated, shall not cause damage to any part of the car or cause unsafe operation. Reduced
power rail voltage is not expected during normal operation, but the vehicle shall be protected
against such conditions. The Contractor shall be responsible for proper systems interrelation
and function of the auxiliary power system. If any of the subsystems addressed in this section
are implemented by wayside equipment instead of vehicle-borne equipment, the wayside
equipment shall meet the same performance criteria as specified below.

9.8.1 Vehicle Primary Power Subsystem

Power for the vehicle shall be obtained from power rails on the guideway at 750 V DC and
conditioned, as necessary, on the vehicle to the appropriate voltage for propulsion, auxiliary,
and housekeeping functions. The vehicle’s primary power system shall also return power
regenerated by the traction motors during braking cycles to the power rail system.
The power rail system shall be carried into the maintenance bays to power the vehicles during
maintenance, as needed. The maintenance plan(s) shall consider the type of activity and the
power requirements in relation to safety of personnel working around and, on the vehicles, and
recommend under what situations and for which activities the power is to be removed from the
power rails.

9.8.2 Power Collection

Vehicle power shall be obtained via the power collectors. Each vehicle shall be provided with
power collectors that are compatible with the characteristics of the contact rail. The power
collector shall function under the maximum expected excursions of the vehicle from wind loads,
passenger loads, centrifugal loads, dynamic loads, and normal variations in tire pressure.
Power collector redundancy shall be provided on each vehicle in a train to ensure continued
contact throughout the guideway. If one collector assembly is inoperable, the remaining
collector assembly or assemblies shall be sized to carry the entire vehicle electrical load for an
indefinite period.
A female electrical receptacle shall be provided on each vehicle. When connected to a male
receptacle (stinger) in the depot workshop at 750 V DC, it will distribute power to propulsion and
auxiliary equipment.

9.8.3 Auxiliary Power Subsystem

An auxiliary power subsystem shall be provided to supply power to various electrical devices on
the vehicles that are not supplied directly at 750 V DC from the primary power supply. Auxiliary
power shall be made available in each vehicle as follows:
• 380 V, 60 Hz, 3-phase ϕ ac, according to IEC 61287
• 230 V, 60 Hz, 1 single-phase AC
• DC power at 24V, 48V or 110 V DC.
Contactors and relays shall be transit or heavy industrial quality, successfully proven in transit
service.

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9.8.4 Convenience Outlets
The output of the auxiliary power inverter system shall locate two 230 V or 60 Hz, single-phase
ac power outlets with a total capacity of 13 A, in every passenger vehicle. The 230 Volt outlets
shall be a heavy industrial-type, grounded, duplexed convenience outlets, located in the
passenger seating area, and mounted with tamper-resistant screws. Each outlet shall be
protected against unauthorized use or vandalism by a tamper-resistant cover.

9.8.5 Emergency Power Subsystem

In the event of loss of primary vehicle power, an on-board battery emergency power subsystem
shall assure uninterrupted continuation of the following functions for the greater time period of
30 minutes, or for a time period as determined by the analysis performed in accordance with
Section 7.1.7.
• Public address and continuous two-way communications with Central Control
• Vehicle emergency lights of 9.8.8 and all vehicle exterior marker lights
• Any vehicle function required for disabled vehicle recovery
• Exterior marker lights and fault lights
• ATC system
• Alarm and malfunction reporting
• Ventilation of at least 140 LPM (litres per minute) per person at AW2 loading level.
Each vehicle shall have a means for keeping the emergency battery or batteries in a constant
state of readiness and with an indicator showing the level of charge. All batteries on the vehicle
shall be transit type and shall be properly encased and ventilated. A low battery charge
condition alarm shall be indicated at Central Control.

9.8.6 Circuit Breakers and Interrupters

Circuit breakers shall be provided for all circuits to guard against overloads and faults and to
isolate on-board electrical subsystems for purposes of maintenance and to protect equipment
from damage due to circuit faults. Each breaker shall have a nameplate clearly and
permanently marked with the name of the circuit it protects.
High voltage dc primary power circuits and high voltage ac auxiliary power circuits shall be
protected by circuit breakers located outside of the passenger compartment.

9.8.7 Grounding
Each vehicle shall be always grounded by a non-fused grounding circuit. A minimum of two
grounding brushes, each with sufficient current-carrying capacity to handle fault currents of the
entire vehicle electrical subsystem, shall be always in contact with the grounding rail. With the
vehicle operating at any location on the guideway of the System, including the maintenance and
storage facility, and with only one ground brush contacting the grounding rail, the touch-
potential requirements specified in Section 10.3 shall be met.
All metal parts inside and outside the vehicle, including equipment boxes and cabinets, panels,
and test receptacles, which could be contacted by passengers or operating and maintenance
personnel, shall not exceed this potential. The vehicle-station-guideway grounding shall satisfy
the requirements of Section 10.3.

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The vehicle body, frame, and structure shall not be used to carry current for any vehicle
electrical circuit. A differential current sensing means shall be used to remove power from the
vehicle in the event of a primary power or traction power ground fault on-board the vehicle.
A grounding strap shall bond each bogie/truck, or other primary suspension element frame to
the vehicle body. Grounding straps shall also bond all sections of the body that might become
electrically isolated. Components mounted on these primary suspension system elements shall
be bonded to the frames of those elements. All electrical and electronic metal enclosures and
all equipment that uses electrical power shall provide a low-impedance path from the
enclosure/equipment to the vehicle structure. The bonding method shall produce a dc
resistance of not more than 0.0025 Ω from the enclosure to the structure, and ac impedance of
less than 0.015 Ω at 150 kHz or of a comparable level at higher frequencies.
Where feasible, bonding shall be direct metal-to-metal contact between the
enclosure/equipment and vehicle structure. Otherwise, conductors of sufficient cross-section to
carry lightning discharge current or fault current of the equipment shall be used and shall limit
the voltage drop across the bond to be consistent with the worst-case voltage condition
specified in Section 10.3.
Wire shielding shall be provided to protect against and/or suppress electrical noise induced by
any electromagnetic or electrostatic coupling. The wire shields shall be carried through all
applicable junction boxes. Circuits shall be categorized. Shields contained in one category shall
not be interconnected with shields in another category. Shields on low-level signal leads shall
not be interconnected with shields on high-level signal leads in the same category.
Each group of shields shall be carried through a connector pin or pins, or on terminal strips,
which shall be in the immediate proximity of the categorized group of circuits. There shall be no
loops due to interconnections of shields.

9.8.8 Lighting
Energy efficient lighting shall be supplied for the vehicle interior and exterior.

9.8.8.1 Interior
The interior passenger cabin lighting shall be arranged to blend with the vehicle aesthetics and
interior decor. The lighting output shall be a warm white light. Passenger area lighting shall be
overhead and shall run the length of the passenger cabin. However, it need not be installed in a
gangway area. Lighting fixtures shall be secure, rattle-free and vandal resistant. Florescent
tubes and other powered fixtures shall be inaccessible to passengers. Diffusers shall be
shatterproof.
Non-emergency lighting operating with new equipment at the rated voltage shall provide a
lighting intensity not less than 375 lux between 800 mm and 1,600 mm above floor level at an
angle of 45°. It shall not be less than 215 lux at floor level in the centre of the vehicle. The
lighting design shall minimize glare. The door areas shall provide sufficient light on station
platform areas within 0.6 m of the doors when they are open.
Emergency lighting powered by the vehicle battery shall provide a minimum intensity of 50 lux
throughout the vehicle when the primary power source is not available.
There shall be no degradation in the above specified lighting levels for the design life of the
vehicle, specified in Section 3.8, assuming lamp replacement for burn-out only.

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 It shall be possible for authorized personnel, only, to turn off interior lights selectively from
inside the vehicle to improve visibility for manual recovery operations at night, especially to
eliminate any reflections and glare on the windows. The vehicle shall have a lighting dimming
feature to improve passenger visibility at night.

9.8.8.2 Exterior
The front and rear of each train shall be readily identifiable using marker lights that are always
visible during operations. For manual recovery operations, these marker lights or separate
headlights shall provide sufficient illumination for forward visibility of at least 5 lux at 10 m.

9.9 Suspension and Guidance Subsystems

The vehicle suspension and guidance subsystems shall meet the strength, fatigue life and ride
comfort requirements specified in this Specification. They will be suitable for operation at the
maximum design speed plus 10 %. Components mounted on any Bogie or similar suspension,
or guidance elements shall be designed to withstand the stresses inherent in their location and
attachment. The vehicle suspension and guidance subsystems shall provide positive
mechanical methods for retaining the vehicle in the lateral direction. The vehicle shall be stable
against tipping for all operating and environment conditions. See Sections 5, and 6.

9.9.1 Tire failure

Tire failure in load or guide tires shall not result in a condition that causes damage to the vehicle
or infrastructure, is unsafe for passengers or prevents safe removal of a train from operation
and return to the maintenance facility. A Tire failure detection system shall be provided capable
of providing warning for all load & Guide tires. Alert should lead to the train being capable of
reaching at least the next station. Then passengers should be released, and the train must be
capable of returning to the workshop at limited speed.

9.9.2 Tire Life

The tire life is impacted mainly by track geometry, vehicle dynamics and operational conditions.
They contribute significantly to the operation and maintenance costs and are therefor part of the
Total cost of ownership.

The contractor shall provide the process and methodology which is used to determine the tire
life in the bid stage, as well as the optimisation once the system is in service. The contractor
shall provide solid evidence of tire performance and its life cycle cost. The contractor shall
provide a safety mileage limit based on carcass endurance as defined by the tire manufacturer
at the beginning of each project, according to the specificities of the track and the
characteristics of the vehicle.

9.9.3 Loss of Load Leveling

If load leveling is used to provide vertical alignment, unsafe vehicle tilting shall be prevented in
the event of any failure.

9.9.4 Odometers
Each vehicle shall be equipped with an odometer for determining actual distance traveled. The
odometer shall accumulate vehicle-km regardless of the direction of vehicle travel.

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 9.9.5 Vehicle Weight Overload
The Contractor may include a weight sensor to detect the weight of the vehicle if it is required to
avoid unsafe operating conditions. However, such overload condition shall not be less than the
AW3 vehicle load.

9.10 Doors
Automatic, power-operated, bi-parting, horizontally sliding doors shall be provided on both sides
of the vehicle for passenger entrance and exit. There shall be a minimum of two sets of doors
per side of each car. The number and width of doors shall meet the requirements of Features
and Dimensions given the vehicle capacity calculated as per Sections 5.1.4, 5.1.7, 9.2 and 9.3.

9.10.1 Features and Dimensions

Passenger side door openings shall be sufficiently wide to enable passengers, including those
in wheelchairs or with baggage, to enter and exit within design Station Dwell Times, as
determined in Section 5.1.4.
A minimum functional clear doorway width of 1.3 m shall be provided. The minimum doorway
height shall be 1.93 m.
The upper portion of each door panel shall contain a large safety glass window. There shall be
a kick plate at floor level.
Doors shall be constructed to provide proper strength and rigidity to sustain without door
release or permanent deformation, a force of 900 N, applied on an area 600 mm by 300 mm
with the long axis parallel to that of the door 50 mm from the door edge and centred within the
height of the door. Doors and associated equipment shall be able to withstand a +/- 5 g
longitudinal shock without opening and subsequently be capable of being opened manually.
The door seals shall be designed to withstand the operational environment. They shall act as a
barrier against externally generated noise and shall not be the cause of self-generated noise.
It shall not be possible to entrap fingers, hands or clothing between door panels and adjacent
fixed Sections while doors are opening or closing. Door panels, operating mechanisms and
linkages that could pinch or injure passengers shall not be accessible.

9.10.2 Door Operation and Control

The passenger doors shall be actuated under control of on-board microprocessor-based control
equipment capable of performing diagnostics. They shall be controlled and monitored on a per
car basis. The doors shall be synchronized with the operation of the platform doors in all modes
of operation including normal, obstruction detection and out of service.
Door or door control subsystem failures shall not result in a vehicle door unlocking or opening
when not commanded to do so and shall meet all requirements of Section 11.1.7. Door interlock
requirements are discussed in Sections 11.1.8 and 11.1.9.

9.10.2.1 Door Operators

A door operator shall be accessible from the passenger compartment via a hinged, tamper-
proof, and locked cover. The door panels shall remain open as long as the opening signal is
present to the door operator. When the door close command is applied, the door panels shall
close and latch into position as the closing cycle is completed.

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The door opening time shall be adjustable between 2.5 and 4.0 s and the closing time between
2.5 and 4.0 s. Passengers shall be protected from injury by the obstruction detection feature of
the door controls.

9.10.2.2 Obstruction Detection Feature

Each side door panel shall be fitted with a soft elastomeric door edge to provide a weather-tight
seal and to avoid injury to passengers on closing. These edges shall allow small objects and
items of clothing to be pulled through a closed door.
An obstruction detection feature shall be provided by appropriate programming of the
microprocessor-based control equipment. Upon closing an obstruction of 25 mm diameter or
greater located at any point along the leading edge shall result in both panels recycling. Door
closing forces shall not exceed 133 N. If the obstruction detection feature is inoperative, the
force required to prevent a door closing shall not exceed 133 N applied at a door leaf.

9.10.2.3 Door Status

Door status shall be indicated Vitally via trainlines to the on-board ATC system. Doors are
monitored on a car train basis and closed status shall indicate that the doors are secured in the
closed and locked position.

9.10.2.4 Door Recycling

After the designated Station Dwell Time, the on-board ATC system will issue the "doors close"
signal. If the closing of the doors is obstructed, the effected doors only shall reopen and then
attempt to close again up to a maximum of three iterations.

9.10.2.5 Audible and Visual Signals

An audible warning shall be provided for door opening and door closing. The tone and nature of
the audible signal shall be dependent on the contract provisions.
Local door indicator lights shall flash to indicate that doors are closing.
Appropriate exterior lights shall be provided, one on each side of each vehicle that shall be
activated at any time that the passenger doors are not closed and locked.
Local door indicator lights shall be activated when that door is not closed and locked.

9.10.2.6 Manual Operation

Side door operating switches shall be provided at the manual recovery panel. Separate "door
open" switches shall be provided for the left hand and right hand doors. Visual signals to
indicate "all doors closed and locked" status shall be provided at the manual recovery panel.

9.10.2.7 Crew Switch

It shall be possible to operate one door on each side of each end car of a fixed train unit with an
interior and exterior crew switch. The exterior switch shall be accessible from a side platform or
walkway. Both crew switches shall operate the door through the motor drive and safely override
any door close commands on the trainlines. They shall be inactivated when the train is in
motion. The switches shall be protected from the weather, inaccessible to passengers and
tamper-proof.

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9.10.2.8 Malfunction Provisions
Each side door shall be provided with a manually operated cut-out switch to disengage the door
from its power source. Use of this device shall ensure that the door shall not operate and shall
bypass the door status indicators to give a permanent door-closed indication for that door. The
device shall be located inside the vehicles adjacent to the effected doors and shall not be
accessible to passengers.

9.10.2.9 Emergency Release Feature

Each passenger door shall have a manually operated device that releases the door locking
mechanisms. The force required to release shall not exceed 100 N. Actuation of the release
mechanism shall cause a "door-not-closed and locked" status to be indicated. Once the device
is operated, a push force of not more than 130 N applied to any point on the edge of one door
panel shall open both panels. A manually opened door shall stay in any open position when the
vehicle is stationary on grades up to 6.5%. Reset of the emergency handle and manual closing
of the doors shall cause all locks to be reapplied and the release mechanism to be reset. The
interior release device shall be accessible to passengers from inside the vehicle. The exterior
emergency release mechanism shall be accessible by emergency personnel from the walkway
and from side platforms for exterior operation. Doors shall be designed to be capable of being
manually opened following an impact of 5 g on the door operator and door panels. The interior
emergency release device shall be protected from vandalism by a frangible cover and shall
include clear operating instructions either on or adjacent to the device.

9.10.2.10 Emergency Release Inhibit

When under ATP, an emergency release inhibit function shall safely prohibit the operation of
the interior emergency release device on those doors which do not open onto a safe evacuation
route.

9.10.3 Door Threshold Alignment

Under all vehicle load conditions up to AW2 and with allowances for wear, adjustment, and
maintenance conditions, the vehicle door threshold shall be level with the platform floor so that
the difference in elevation between the vehicle and station floors shall not exceed ± 50 mm in
either direction.
The horizontal gap between the platform edge of the pedestrian surface and the vehicle floor,
with the door open, shall be minimized and in no case be greater than 100 mm.

9.10.4 Emergency Exits

Each car shall be equipped with two or more emergency exits. At least one of these shall be a
door that leads directly to a safe emergency egress route at any point in the System, regardless
of train length. The second may be a window that leads to the emergency egress route.
Emergency doors shall not impede passenger exiting. There shall always be at least one
unblocked emergency exit from each passenger compartment at all locations along the
guideway.
The opening of any emergency door, and/or regular passenger door used as an emergency
door, shall be possible from inside and outside the vehicle by means of a mechanical latch that
operates independently of any on-board power and the following requirements. The emergency
door-operating mechanisms on the inside of the vehicle shall be conspicuously marked
including simple operating instructions. These mechanisms and instructions shall be clearly
visible under normal and emergency lighting conditions.

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 The interior emergency release door on the non-station side, non-walkway side, or cliff side of
the vehicle shall be disabled during normal automated operation.
The emergency door and any such operable passenger door shall open onto the safe
emergency egress route. The emergency door release inhibit mechanism shall fail in a manner
that permits the emergency doors to open when operated. Such failure shall result in an alarm
message to Central Control. Opening any emergency exit shall meet the requirements of
Section 11.1.7.

9.11 Exterior Design

The exterior and body features shall allow easy cleaning, including washing. Body and windows
shall be sealed to prevent ingress by dust or water under normal operating conditions and
during cleaning by personnel or the car wash.
The Contractor may assume that the roof color will be white or a similar reflective color for
vehicle HVAC design purposes. Logos and numbers shall be applied to the finished exterior
and shall meet all durability and related requirements.
The Contractor shall submit color renderings for approval by the Client at the Preliminary
Vehicle Design Review.

9.11.1 Passenger Module

The passenger module shall be designed for 30-year life with no corrosion considering proper
maintenance. Proof of corrosion resistance appropriate to the climate shall be provided. All
dissimilar metal components including fasteners shall be appropriately insulated from each
other to avoid galvanic corrosion.

9.11.2 Finishing
The vehicle exterior shall be painted, completely or partially, to conform to the approved color
scheme and design. Fiberglass need not be painted if the desired finish colors are an integral
part of the gelcoat. Steel shall be primed and painted. Stainless steel shall be painted only as
needed to meet aesthetic and thematic design requirements. Exterior aluminum surfaces shall
be anodized or primed and painted.

9.12 Watertight Construction

Each car/vehicle, over its range of AW0 to AW3 loads and including doors and window seals,
shall be watertight when exposed to water spray from a 275 kPa, 20 L/minute nozzle located
1.5 m from the exterior surface and directing the water perpendicular to the surface during
factory tests. All vehicles shall be tested at AW0 load condition only. The entire vehicle, sides,
ends, and roof shall be tested after a minimum soak time of ten (10) minutes. At least one water
tightness test, as a qualification test, shall be performed on one vehicle before the installation of
insulation and/or sound deadening material, and another shall be performed after all materials
and equipment have been installed. Insulation that is integral with walls of a sandwich
construction shall be permitted in both tests as long as tests include detection of any leaks and
seepage at any holes in, and at the edges of, such wall material. A small amount of seepage
will be permitted at the door seals; however, no water shall spray into the vehicles at the door
seals. During the water tightness testing, water shall not enter or in any way impair the
operation of any subsystem or equipment.

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 The vehicle shall incorporate a drip molding above the door openings. Wherever feasible,
removable covers and access panels that require sealing shall use reusable seals and shall not
require caulking or sealant. These covers and panels shall meet the water tightness test above
with no leaking.

9.13 Interior Design

Vehicle interior dimensions shall accommodate the range of the 5th percentile of female
population to the 95th percentile of male population. Minimum ceiling height shall be 2.1 m and
minimum passageway height shall be 1.93 m. Refer to Section 9.6.4 for additional accessibility
requirements. All standing passengers shall have access to vertical stanchions or handholds.
Refer to Section 9.13.8. Window area shall emphasize a feeling of openness.
The interior shall have no sharp depressions or inaccessible areas and shall be easy to clean
and maintain. Handholds, lights, air vents, armrests, and other interior fittings shall appear to be
integral with the vehicle interior. There shall be no sharp, abrasive edges, corners, or surfaces.
Interior panels and partitions shall be permanently mounted by tamper-resistant and vandal-
resistant fasteners or welded in place. Interior panels shall be attached so that there are no
exposed edges or rough surfaces. Panels and fasteners shall not be removable by passengers.
Use of moldings and small pieces of trim shall be minimized. Individual trim panels and parts
shall be interchangeable to the maximum extent practicable.
As part of the Preliminary Vehicle Design Review, the Contractor shall submit a color rendering
and other drawings showing general layout and the proposed interior design and color scheme
for review and approval by the Client.

9.13.1 Interior Materials

Materials shall be selected based on ease of maintenance, durability, appearance, safety, and
tactile qualities. Materials shall comply with the requirements of Section 9.14. Trim and
attachment details shall be simple and unobtrusive. Interior panels and trim shall be secured,
and all joints and fastenings treated, to avoid resonant vibration and/or noise generation.
Interior panel material shall permit easy removal of paint, greasy fingerprints, and ink from felt
tip pens, etc. Materials shall be strong enough to resist everyday abuse and vandalism and
shall be resistant to scratches and markings. Interior mullion trim, moldings, and trim strips shall
match the adjacent panels/walls, except where they are specifically incorporated in the interior
color scheme.
Flooring shall meet the requirements of Section 9.13.4. Seat materials shall meet the
requirements of Section 9.13.5.
Samples of floor covering, seat, trim, panel, and stanchion/handhold materials shall be
submitted to the Client for review and approval as part of the Preliminary Vehicle Design
Review.

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9.13.2 Access Panels
Access for maintenance and replacement of equipment shall be provided by panels and doors
that appear to be as an integral part of the interior. All equipment compartments shall be locked
to avoid unauthorized entry. Opening of all interior access panels shall require a special tool or
key. Panel fasteners shall be standardized so that only one tool is required for special fasteners
within the vehicle. Access doors for the door actuator compartments shall prevent entry of
mechanism lubricants into the vehicle interior. All fasteners that retain access panels shall be
captive in the cover. Removal of fixtures or equipment unrelated to the repair task to gain
access shall be minimized. Access doors shall be hinged with props to hold the doors out of the
technician’s way. Overhead access panels shall have safety catches to prevent the panel from
dropping.

9.13.3 Fire Barriers

The passenger compartment shall be separated from the compartments containing the
propulsion unit(s), propulsion control unit(s), and any propulsion-level-voltage powered auxiliary
equipment. The partition between them shall be a fire barrier by incorporation of fire-resistant
materials in its construction. These fire barriers shall retard propagation of any propulsion or
propulsion control unit compartment fires into the passenger compartment and shall meet the
requirements of NFPA 130 or EN 45455 for structural flooring.
Any penetration through the fire barrier for conduits, ducts, or any other reason shall meet the
requirements of NFPA 130 or EN 45455.

9.13.4 Floor
The floor deck may be integral with the basic structure or mounted on the structure securely to
prevent chafing or horizontal movement. Floor fasteners shall be secured and protected from
corrosion for the service life of the vehicle. Floor coverings shall withstand a static load of at
least 670 N applied through the flat end of a 13 mm-diameter rod without permanent visible
deformation. Floors shall meet the structural requirements of Section 9.4.
The floor of the passenger cabin shall be preferred in a continuous flat plane. Door threshold
plates shall be flush with the floor surface. The entire floor shall be covered with material that
remains skid-resistant in all weather conditions.
Flooring shall be a typical transit floor covering material. Carpeting shall not be provided.
Flooring material shall be installed to avoid edges from coming loose. The floor covering and
transitions of floor material to thresholds shall be smooth and present no tripping hazards.
Where the flooring meets the walls of the vehicle, the surface edges shall be blended and
sealed to a cove moulding to avoid debris accumulation and to avoid penetration of moisture.
Samples of floor covering material shall be submitted to the Client for review and approval as
part of the Vehicle Design Review.
The floor, as assembled, including the sealer, attachments, and covering, shall be waterproof,
non-hygroscopic, resistant to wet- and dry-rot, resistant to mold growth, and impervious to
insects. Any access openings in the floor shall avoid entry of fumes, flames, and water into the
vehicle interior.

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9.13.5 Seats
Seats shall be of molded form and of material that is easily maintained and resistant to
vandalism. Coloring shall be consistent throughout the seat material, with no visually exposed
portion painted. In lieu of specific client requirements padded seat cushion and back inserts
shall be provided and shall be a color compatible with the rest of the interior of the vehicle. The
seat shall be contoured for individuality, lateral support, and maximum comfort and shall fit the
framework to minimize exposed edges. Seat design, materials, and colors shall be submitted to
the Client for approval as part of the Vehicle Design Review.
The passenger seat frame and its supporting structure shall be constructed and mounted so
that clear space under the seat is allowed for wheelchair maneuvering room and ease of
cleaning, except for those seats with equipment underneath.
The top of the horizontal seating area shall be between 400 – 500 mm above the vehicle floor.
The width of each seat shall be no less than 450 mm. The seat back height shall be at least 380
mm measured from the top of the horizontal seating area where these two surfaces meet. Seat
depth shall be at least 430 mm. The pitch between transverse seats shall be no less than 710
mm. There shall be no armrests between adjacent seats.
Seating material shall satisfy the requirements of Sections 9.4.1 and 9.14, and shall be shown
to withstand normal service for a period of at least 5 years.

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9.13.6 Windows
The window in front of the manual recovery operator’s position at any end of a vehicle equipped
with an on-board manual controller shall provide a field of view to permit safe manual recovery
operation. During such manual recovery operation, the driver may:
1) remove failed vehicles from the main track to the sidings or maintenance service area,
2) maneuver vehicles in the maintenance and service area and elsewhere, and
3) perform similar tasks.
All windows shall be fixed in position, except as necessary to meet the emergency exit
requirements. All windows shall be easily replaceable without disturbing adjacent windows.
Flexing or vibration during operation shall not be apparent.
All windows shall minimize external glare as well as reflections from inside the vehicle. The
window glazing shall be single pane and free of visual distortions. Windows shall be tinted a
neutral color, complementary to the exterior design and colors. The visible light transmittance of
all windows on the sides shall be 22 to 28 % and end windshields shall be not less than 70 %.
Mirrored windows shall not be permitted.
All vehicle glazing shall meet suitable international standards as well as local codes as
required. For example (EN 15152:2007(Main). Railway applications - Front windscreens for
train cabs Standard for impact resistance etc. to be added. ISO 22752:2021. Railway
applications — Bodyside windows for rolling stock)

9.13.7 Insulation
Any insulation material used between the inner and outer panels shall be fire-resistant as
required by Section 9.14 and sealed to minimize entry of moisture and to avoid moisture
retention in sufficient quantities to impair insulation properties. Insulation properties shall be
unimpaired by vibration compacting or settling during the service life of the vehicle. The
insulation material shall be non-hygroscopic, resistant to fungus and breeding of insects, and
shall not absorb or retain oils.
The combination of inner and outer panels on the sides, roof, and ends of the vehicle and any
material used between these panels shall provide a thermal and acoustic insulation sufficient to
meet the interior temperature and noise requirements of Section 9.6.1 and 6.3.2 respectively.
The vehicle body shall be thoroughly sealed so that drafts cannot be felt by the passengers
during normal operations with the passenger doors closed.

9.13.8 Stanchions and Handrails

Any standing passengers at any location in the vehicle shall be able to easily reach a vertical
stanchion, a horizontal handhold between vertical stanchions, or a handhold attached to a
transverse seat back or to a wall. Handrails and stanchions shall be convenient in location,
shape, and size for both the 95th percentile male and the 5th percentile female standee.
Vertical stanchions shall be located throughout the vehicle interior but not where they obstruct
aisles, doors, or wheelchair access or cause congestion near doors. Horizontal handholds shall
not present a hazard to standing passengers.
Stanchions and handholds shall be of stainless-steel tubing with satin finish. They shall be able
to support the forces of the maximum number of passengers expected with an AW3 loading
under maximum emergency deceleration conditions. Any joints in the handrails or stanchions
shall avoid vibration or passengers from moving or twisting them.

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9.13.9 Passenger Information
Each car and passenger compartment shall have automatic on-board announcements
(including acoustic) that identify each station as it is approached to inform passengers of the
impending stop. Automatic announcements shall also identify the next station the vehicle is
destined for after the vehicle departs a station. This subsystem shall have other appropriate
messages related to passenger information and safety.
Static graphics shall be provided in each car for operational and emergency information. Each
passenger compartment shall have at least one System route map approximately to scale and
identifying all stations. Graphics shall indicate the normal exit doors, MI&H priority seating, and
wheelchair position(s) and restraint use. Emergency instructions to passengers concerning use
of fire extinguisher, the two-way communication system, emergency egress, and manual door
opening controls shall be prominently displayed.
Graphical information shall be, to the maximum extent possible, self-evident pictorial
representations that require minimal written instructions. Where words are necessary, graphics
shall be appropriately legible. Other information, including prominent "no-smoking" and similar
prohibition signs shall be provided. Interior graphics shall be subject to the review and approval
of the Client as part of the Graphics Plan.
Each passenger compartment shall have standard provisions for advertising graphics where
feasible along the top of the side and end walls.
Special consideration shall be given to the integration of blind or visually impaired passengers.

9.13.10 Video Surveillance

Vehicles shall be equipped with video surveillance equipment. Each car shall be equipped with
two cameras located so as to provide coverage of the vehicle interior so that a person cannot
be hidden from view. Images shall be recorded on board each train, and the recording media
shall be removed or downloaded periodically for storage. Capacity shall be adequate to store
not less than three days of recordings under normal operations. Cameras shall be of sufficient
sensitivity to operate properly under all normal vehicle interior lighting conditions. Recording
shall be at three frames per second under normal operating conditions but shall increase to 15
frames per second automatically upon the occurrence of selected events (intercom button
pushed, fire extinguisher removed, and emergency door release activated). Failure of any
camera power supply or recorder shall result in an alarm message in the Central Control Room.

9.13.11 On-board Passenger Information Display / Passenger Information

Two (2) passenger information display screens shall be provided per car. Display screens shall
be mounted at each end of the car and shall feature suitable size, resolution, and performance
characteristics for viewing within the car.
The on-board passenger information display system shall interface with the on-board vehicle
PA system to receive passenger information triggers such as next station and terminus
information. When triggers are received, the operational information shall be displayed on all
display screens.

9.13.12 Resistance to Vandalism

Blind fasteners are preferred for fastening seatbacks, trim, and panels. Where blind fasteners
cannot be used, tamper-proof fasteners shall be used. Walls and ceilings shall be graffiti-
resistant.

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9.14 Flammability and Smoke Emission
The materials used in the vehicles shall comply with NFPA 130 or EN 45455.
The Client is responsible to ensure that interior/exterior advertising, and any other equipment
added to the vehicle that is not part of this contact, meets the flammability and smoke emission
requirements of NFPA 130 or EN 45455.

9.15 Fire Protection

Each passenger compartment shall have smoke detectors which, when activated, shall
annunciate a fire alarm in Central Control. See Sections 11.3.5 and 11.3.6. The detectors shall
be appropriate for transit car application. Smoke detectors shall be located in the return air
ducts of each air conditioner. There shall be a means to test the smoke detectors.
Each car shall have a fire extinguisher suitably located and secured in the car. Removal of the
fire extinguisher from its designated position in the car shall annunciate a signal in Central
Control. The information sent shall identify the train.
Thermal protection for electric motors shall be provided. This protection shall be provided by a
separate overload device that is responsive to motor current.

9.16 Vehicle Coupling and Crashworthiness

It shall be possible to couple trains anywhere on the guideway to push or pull a failed train with
an active train or the Maintenance and Recovery Vehicle (MRV).

9.16.1 Couplers and Drawbars

Couplers shall be provided on both ends of each train and the MRV to retrieve disabled trains
and/or to move trains to and from storage.
Couplers shall be designed to support the recovery of fixed length trains at any point on the
guideway. Manual intervention either from the wayside or from the manual operating panel is
permitted. Transit grade couplers shall be fitted at the ends of fixed-length trains. If required for
vehicle recovery purposes, an electrical head shall be an integral part of the coupler assembly
so that limited trainline connections, sufficient for recovery, are automatically made when two
trains are coupled.
Between the vehicles of a fixed train or consist (see Section 3.5.4), either drawbars or couplers
are permitted. With drawbars, draft gear shall be used to carry drawbar loads to the vehicle
chassis and electrical connections shall be made with jumper cables.
The energy-absorbing elements in the couplers and drawbars, together with other vehicle
elements, shall be designed to meet the coupling and crashworthiness requirements in Section
9.16.2.

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 9.16.2 Vehicle Crashworthiness
The vehicle shall have a crashworthy design to reduce damage in the event of low-speed
collisions and to protect the passenger compartment in the event of higher speed collisions.
The following crashworthiness requirements shall apply to maximum length trains loaded to
AW3:
• Train to train coupling, with brakes applied on the stopped train, at speeds up to 5
km/h on level track, shall result in no damage
• Train to train collisions, with brakes applied on the stopped train, at speeds up to
the manual recovery speed on level track, shall be limited to only cosmetic
damage and replacement of energy absorbing elements. The primary structure
shall remain intact with no deformation and the passenger compartment integrity
shall be maintained. High voltage devices and associated connecting cables shall
remain contained and shall not create electrical shock hazards to passengers or
personnel
• Damage caused by collisions with end of line buffers shall be limited to only
cosmetic damage and damage to repairable energy absorbing elements to the
train, under conditions specified in Section 17.2.
Vehicles and buffers shall have an anti-climbing capability, to maintain alignment and
engagement of the collision structure and to avoid overriding.
Maximum vehicle sustained accelerations during a collision shall not exceed 3.0 g.

9.17 Intercar Gangway

Unless otherwise excluded, an intercar gangway shall be provided between vehicles in a fixed
length consist or train (see Section 3.5.4).
The unimpeded opening width of any gangway shall be a minimum of 765 mm (wheelchair
access). Floor height variation within the gangway of up to 60 mm is permitted as long as
appropriate space is available to avoid a steep slope and provided that the minimum clear
ceiling height of 1,930 mm is maintained.
The gangway shall be enclosed and sealed to the environment including weather and noise.
Moving parts on the gangway shall provide a safe environment for passengers at all times,
including when the train is negotiating minimum radius horizontal and vertical curves.
The external profile of the gangway shall match the external vehicle width to preserve a clean,
aesthetic look.

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9.18 Vehicle Communications
On-board public address speakers shall be located in each vehicle to provide undistorted
messages at a sound level of at least 5 dBA above the ambient noise levels of Section 9.6.2
everywhere in the passenger compartment. It shall be possible for maintenance personnel, but
not passengers, to adjust the volume.
There shall be at least one (1) full-duplex communications device on each vehicle or passenger
compartment. This device shall: 1) be clearly identifiable; 2) be vandal-resistant; 3) have a
push-to-call button, a recessed speaker and microphone and no handset; and 4) have clear
instructions integral with the cover plate or immediately next to it.
Other aspects of vehicle communications, including emergency intercom, public address, and
automatic announcements, are discussed in Sections 9.13.9 and 12.1.
All voice communications exclusively within a train shall meet the intelligibility requirements of a
recognized international standard.
The tests shall be repeated for a representative number of vehicles throughout the System to
ensure that no areas of deficient audio intelligibility exist.

9.19 Vehicle Control

9.19.1 Automated Mode

The train shall be designed for automated operation satisfying the requirements of the ATC
system defined in Section 11.

9.19.1.1 Manual Recovery Operations

A manual recovery mode of operation shall be incorporated as required by Section 5.3 for
failure management and vehicle recovery operations only. In manual mode the speed is limited
to a speed at which collision protection is provided.

9.19.1.2 Manual Recovery Control Panel

Controls for manual recovery operation of self-propelled trains shall be inaccessible to the
public and be utilized from either end of a fixed length consist or train. An operator at either
position shall have a field of view necessary to perform all manual recovery operations
anywhere in the System and during all weather conditions specified in Section 60.
The control panels shall be activated by a different key than that used for access to the control
panel and any other vehicle compartment or equipment cabinet. Each panel shall control all
vehicles in a train and have at least braking and propulsion thrust level controls, a stop button to
disable propulsion power and operate the emergency brakes, a speedometer, ATP aspect
signal indicators, speed limits and alarms, door open and close, lighting, communications
devices, and a key switch to activate/deactivate the panel. The propulsion shall have a "dead
man" control to avoid train movement without positive manual actuation by the operator. If that
control is released, emergency braking shall be immediately applied.
The door controls shall be suitably protected to avoid inadvertent door operating.
All on-board operating panels shall have a microphone and speaker that can be used for two-
way, vehicle-to-CCC communications and to make announcements over the train public
address system.

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9.20 On-board Diagnostics

9.20.1 Malfunction Annunciation

An annunciator device shall be provided on each vehicle to indicate vehicle malfunctions. Each
malfunction shall be uniquely indicated on an on-board/status panel or screen readily
accessible (behind a lockable panel) to O&M personnel. Each indicator shall continue to
annunciate the specific malfunction until the indicator is reset. For malfunctions that are
remotely reset, the indications shall also be remotely reset at the same time.
Those malfunctions which are "manually reset only" shall have their indications also reset when
the emergency brakes are reset.

9.20.2 Malfunction Classifications

The specific level of classification and report messages for vehicle faults shall be developed by
the Contractor. It shall be sufficiently detailed to allow O&M personnel to make rational
decisions in reacting to the malfunction reports.

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10 Power Supply and Distribution System

10.1 General
The Power Supply and Distribution (PS&D) system shall:
• Interface with the local electric utility to receive and control medium voltage ac
electrical power to substations within the System
• Supply and distribute power to the vehicles from traction substations through
power rails and vehicle-borne power collectors
• Provide ac housekeeping power to passenger stations, the OMSF and the CCF
• Provide dc shop power for vehicle maintenance and testing
• Supply back-up power throughout the System
• Provide for power system and equipment grounding and protection.

10.2 Power System Performance Requirements

10.2.1 Power System Capacity

The power system shall be designed to support the peak and the continuous loads encountered
during the normal start-up and operation of the Operating Fleet of AW3 loaded trains to provide
the System capacity as defined in Section 5. The loads supported shall include all System
electrical loads including on-board equipment as well as guideway-mounted equipment and all
housekeeping loads at passenger stations, the OSMF and CCF.

10.2.2 Provision for Future Expansion

The power system shall be designed to facilitate System expansion as contemplated in Section
3.6.

10.2.3 Power System Redundancy

The power system shall be designed using equipment of established reliability and shall
incorporate sufficient redundancy to achieve the Mean Time Between Service Affecting Failure
(MTBSAF) requirements referenced in Section 8.
As a minimum, the power system shall be designed to support operations with any single
substation out of service or any single electric utility feed out of service. Under these conditions,
the power distribution system shall impose no restrictions on the operation of trains or of any
auxiliary equipment and shall not result in any power loss of any section of the guide way
(10.3).

10.2.4 Power System Protection and Grounding

The power distribution system shall incorporate suitable protective devices and grounding
systems to mitigate the risk to passengers and operations and maintenance personnel from
hazardous voltages or currents. In addition, the protective systems shall be designed to isolate
faults and minimize equipment damage and interruptions to service.

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10.2.4.1 Protection
The power system shall incorporate a properly coordinated and selective protection system to
ensure that any power distribution system faults or overloads are detected and cleared rapidly
without interrupting power unnecessarily to not-faulted sections of the power system. The dc
feeder protective devices shall discriminate properly between fault currents and train
starting/acceleration currents. Automatic reclosing shall be performed for momentary faults in
the conductor rail system.
Rectifiers and dc switchgear shall be equipped with leakage detection systems with required
safety and redundancy levels (chapter 7). The detection systems shall trip circuit breakers to
isolate any equipment in which ground faults are detected.
The maximum anticipated short circuit current shall be determined at all switchgear busses and
protective devices, and apparatus selected with short circuit ratings exceeding the available
fault levels. Busbar, power cables, and other conductors in the traction power system shall be
rated to withstand short circuit currents without damage for a time sufficient to allow protective
devices to operate.
Measures shall be taken to ensure that all equipment is protected against transient overvoltage
resulting from lightning, switching surges, or similar causes. These measures shall include:
• The proper coordination of insulation levels throughout the power distribution
system
• The provision of a properly designed low impedance grounding system (see
Sections 10.2.4, 10.3, and 22.4)
• The provision of lightning arresters at the high voltage terminals of power
transformers fed from the local electric utility, and at substation feed points to the
conductor rail
• Additional surge protection shall be provided for power system equipment as
necessary. The connection of a surge arrestor to ground shall be dedicated, short,
and straight.
The Contractor shall ensure that proper coordination is achieved between the protection of the
System power supply and distribution subsystem and the local utility network.
The protection system shall be designed, constructed and installed in accordance with good
engineering practice and with all applicable codes and standards. These shall include IEEE
Standard 242 - Recommended Practice for Protection and Coordination of Industrial and
Commercial Power Systems.

10.2.4.2 Grounding
The Contractor shall provide a grounding system for System equipment (including, but not
limited to power distribution system equipment). Detailed requirements for grounding can be
found in Section 22.4.

10.2.4.3 Cathodic Protection

A cathodic protection system shall be provided by the Contractor if necessary to protect
guideway structures or nearby structures or buried pipes from stray current and other forms of
corrosion. Such protection shall be supplied for any dc power distribution system, except that it
will not be required if both the supply and return conductor rails are insulated from the guideway
structure. Refer to Section 22.2 of this document for detailed requirements for stray current
protection.

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 10.2.5 SCADA
The power system equipment shall include supervisory control and data acquisition (SCADA)
equipment remote terminal units (RTUs) to allow remote control and monitoring of power
distribution system equipment per Section 13.3.
Refer to Section 13 of this document for SCADA system requirements.

10.2.6 Power Factor

The System power factor shall be measured at the Utility bus to meet Utility requirements. This
power factor shall be achieved for the System, including any passenger station loads included
in the System. If the power system as supplied cannot achieve this power factor naturally, the
Contractor shall supply power factor correction equipment as necessary to achieve it.

10.2.7 Harmonics
The power system shall be designed in accordance with IEEE Standard 519 Recommended
Practices and Requirements for Harmonic Control in Electrical Power Systems. Systems using
dc distribution shall, use appropriate pulse rectifiers. If the power system incorporates power
factor correction capacitor banks, these shall be designed to operate in the presence of the
power system harmonics generated by the propulsion rectifiers and other converters in the
System and detuned as necessary.

10.2.8 Proven Technology

The Contractor shall provide a power distribution system based on components that have been
proven in similar transit service, applied according to recognized methods and good
engineering practice, configured in an arrangement that has been demonstrated to provide the
desired performance.
Where new technologies are to be introduced, the Contractor shall ensure that the validation
program provides appropriate testing and validation methods to demonstrate suitability and
compliance to all performance, reliability, availability, maintainability and safety requirements.

10.3 Power System Analysis

The Contractor shall perform simulations of System operation and the corresponding power
system load flow analyses to demonstrate that the power system design will be capable of
supporting the operations defined in this section. The analysis shall also show that the
provisions for expansion will meet the requirements defined in this section. The adequacy of the
ratings of all power cable, transformers, rectifiers, and switchgear shall be verified using the
load flow analysis.
In addition, calculations shall be conducted to show:
• The expected System power factor
• The expected magnitudes of power system harmonics
• Short circuit analysis for the power system (ac and dc)
• Protection coordination calculations, including settings for all protective devices
• Grounding system analysis.
The Contractor shall include the analyses listed above in the appropriate design review
packages. Preliminary versions shall be submitted at the PDR, and final versions at the FDR.

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10.4 Power System Equipment Requirements

10.4.1 Switchgear
For each substation the Contractor shall provide dead front switchgear equipped for both local
and remote control. The medium voltage level of the primary switchgear shall be agreed
between the Contractor and the local power utility
Primary ac switchgear shall be equipped with electrically operated, draw-out circuit breakers.
The circuit breakers shall be the three-pole vacuum type or SF6. It will be acceptable to use the
following switching devices in the primary switchgear in lieu of circuit breakers, under the
conditions stated below:
• Fused load-break switches for station service applications not requiring remote
control can be motorized
• Manually- operated disconnect switches to isolate sections of the primary cable
network, provided that overall protection is by circuit breakers.
For dc switchgear air-break, single pole circuit breakers.
Primary ac switchgear, and secondary dc switchgear, shall include the following features:
• Four positions: “connected”, “test”, “disconnected” and “removed”. It shall be
possible to close the door of the breaker cubicle when the breaker is in any of
these positions. Suitable safety interlocks shall be provided
• Interchangeability of circuit breakers of the same rating
• Capability for both remote control via SCADA with suitable interlocks, and local
manual control, with remote/local selector switches and breaker open/closed
indication
• Provision for padlocking with as many as three padlocks
• Copper busses
• Metering, to display the voltage of each bus and the current for each incoming or
feeder unit
• Transducers, for remote indication of the metered quantities indicated above, plus
incoming MW and MVAR for each substation.

10.4.2 Substation Transformers and Transformer-Rectifier Units

The transformers shall be natural-convection-cooled indoor dry-type, in sheet steel enclosures,
complete with standard and specified accessories.
Liquid-filled transformers using silicone oil as a heat transfer medium may be considered for
indoor use if acceptable to the local authorities.
The Contractor shall supply one or more transformer-rectifier units in each propulsion
substation. The transformers shall comply with the requirements stated above and in addition:
• The design of the transformer shall take into account the special requirements of
rectifier application, including the effects of harmonic currents and voltages
• The design of the transformer and its secondary connections shall be carefully
integrated with the design of the rectifier.
Rectifier units shall be enclosed in sheet steel enclosures and shall use natural convection
cooling. They shall be equipped with two-level temperature sensors providing both an alarm
output to SCADA and a trip output to the primary switchgear.

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Rectifier designs that incorporate fuses for isolation of failed diodes shall provide a means of
monitoring the fuses for local indication and remote indication by SCADA. If the Contractor
supplies a rectifier design that does not incorporate such fuses, it shall provide test reports or
equivalent evidence to show that the design can withstand a diode fault without damage to any
component and without rupturing the failed diode.

10.4.3 Conductor Rails

Power distribution to the vehicles shall be via rigid conductor rails mounted on the guideway. An
overhead or catenary distribution system shall not be used. The rails and their mounting
provisions shall be of sufficient strength to withstand all loads to be expected in service,
including:
• Vehicle dynamic loads
• Compressive, tensile, or lateral loads due to thermal expansion and contraction
• Electromagnetic and thermal loads due to short circuits.
The conductor rail mounting provisions shall allow longitudinal movement to accommodate
thermal expansion and contraction. The temperature range accommodated by the design shall
include the temperature range noted in Section 6 with additional allowance for solar heating,
I2R heating, and all other relevant factors.
Conductor rails shall be of aluminum and / or stainless steel. The conductor rail shall have a
design life of not less than fifteen years when operated and maintained in accordance with the
System operating plan. If aluminum and stainless steel are used together, the integrity of the
method of bonding the stainless steel to the aluminum shall be demonstrated based on proven
service or suitable tests. Materials other than aluminum / stainless steel will be considered if the
Contractor can demonstrate that they provide equivalent performance and life expectancy.
Conductor rails shall be suitably insulated from each other and from the guideway structure.
The insulators shall be designed to withstand:
• The mechanical and electromagnetic forces described above
• The thermal loading due to ambient air temperature, sunlight, and conductor rail
losses under both normal loading and short circuit conditions
• Prolonged exposure to the local environment, particularly to sunlight and the
associated ultraviolet radiation, dust and humidity.
The insulators shall have a design life of not less than fifteen years under these conditions.
The conductor rail system characteristics, and in particular the insulator characteristics shall
conform to the requirements for stray current corrosion control defined in Section 22.2.
The conductor rail system shall be segmented with suitable switching means to allow isolation
of sections of the guideway for fault isolation and maintenance purposes. The power zone
boundaries thus created shall be chosen to correspond efficiently with the location of guideway
crossovers, signaling equipment and propulsion substations.

10.4.4 Blue Light System

Blue Light stations shall be provided as specified in 3-1.5 of NFPA 130. They shall be located at
all points of entry to the guideway to permit emergency trips and to assure that conductor rails
are not energized in the vicinity of the Blue Light station.

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 The circuitry associated with the Blue Light system shall be configured so that once a Blue Light
station is used to remove power from a guideway segment, the power will remain off until
manually reset at the Blue Light station. It shall not be possible for a Central Control Operator or
anyone else at a remote location to override or reset power turned off at these stations.

10.4.5 Power and Control Cable

Power cable applied for medium voltage, primary power shall be adequately insulated to meet
local utility practices and shall incorporate insulation shielding. The cable shall have suitable
jacketing material for physical protection and shall also be armored if it is installed in a location
where it might be subject to physical damage. Armoring will not be required for cable installed in
cable tray, conduit, or protected locations.
Power cable used for connections to the power rails shall have extra-flexible stranding and shall
use a flexible insulation material. If required, the insulation may be covered with a layer of tough
abrasion-resistant jacketing material.
Any power or control cable used indoors shall meet the smoke and toxicity requirements of
NFPA 130, EN 45455 or UNIFE and any applicable local and national codes.

10.5 System Backup Power Supplies

The power system design shall include back-up power supplies for critical loads as detailed in
Sections 10.5.1, 10.5.2 and 10.5.3.

10.5.1 Uninterruptible Power Supply Units

Uninterruptible Power Supply (UPS) devices designed and provided by the Contractor shall be
in accordance with requirements of Section 10.6. The Contractor shall identify those System
functions requiring UPS backup as part of the Power Distribution System Design Review, as
defined in the FMECA.
UPS units shall be provided by the Contractor at the OSMF and CCF and at passenger stations
as necessary to support, as a minimum, the following loads:
• The central control room and its associated computer equipment, communications
equipment, displays, and lighting
• The automatic train control (ATC) subsystem, including the guideway switches.
• Emergency walkway lighting
• Communications subsystems throughout the System, including the fiber-optic data
transmission system, radio, telephone, public address, CCTV, and SCADA
• The AFC system
• Passenger station emergency lighting and signage.
Separate UPS units shall be used to provide lighting and the other functions (ATC, AFC,
SCADA and communications equipment).
UPS equipment shall be sized to provide power for all of the above functions for at least one (1)
hour or longer if determined to be necessary by the analysis of Section 7.1.7. The UPS
equipment shall provide alarm outputs to the SCADA system so that the operational status of
the UPS equipment will be continuously monitored.
UPS status (e.g., on-line, by-pass, etc.) shall be indicated at Central Control. Changes in status,
such as load on battery, load on auxiliary source, low battery, shall be alarmed and logged in
accordance with Sections 11.3.5 and 11.3.6.

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 10.5.2 Substation Batteries
The Contractor shall provide a station-type battery and charging system for each electrical
substation for protection, metering and control. The battery voltage shall be 110 V DC or as
required by the TPS breakers. The battery capacity shall be sufficient to supply switchgear
trip/close, protection, control and indication circuits for two hours after loss of auxiliary power.
The substation battery charger shall be rated to carry the substation controls load and recharge
a discharged battery in eight hours.

10.5.3 Emergency Propulsion Power Supply Units

There is no requirement for emergency or backup propulsion power.

10.6 Housekeeping Power

The Contractor shall supply, install, test and commission all of the equipment necessary to
provide housekeeping power for the passenger stations, the OMSF /CCF, substations,
equipment rooms, and all other System buildings and enclosures.
Housekeeping power shall be provided at the local standard voltage and frequency. Typically,
outside of North America:
• Within range 380-415V, 50 or 60 Hz, 3ϕ AC
• Within range 220-240 V, 50 or 60 Hz, 1ϕ AC.
and in accordance with local or national codes.

10.7 Energy

10.7.1 Energy Planning and Design

A simulation of the performance of the proposed monorail transit System shall be run by the
Contractor and results reported and interpreted in the proposal. The simulation results shall
assist the Contractor and the Client in analyzing and adjusting the power system configuration
to minimizing the energy consumption of the monorail System within the performance
requirements.
The simulation shall address at least the following:
• Fleet performance
• Train speed profiles
• Power supply and distribution system load flows
• Train schedules
• Train routing.
A major focus shall be the disposition of energy during train deceleration, including:
• Regenerative braking
• Rheostatic braking, if any (energy dissipated on-board or on the wayside).
• On-board energy storage, if any
• Wayside energy storage, if any (using super-capacitors or otherwise).
• Automatic Assured Receptivity Units (wayside resistor banks), if any, and
• Returning energy to the utility, if any (with power factor correction and harmonic
mitigation to meet Utility standards).

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As a minimum, controlled electro-dynamic braking shall be available down to a speed of not
more than 5 km/h. The electro-dynamic brake shall be regenerative and include rheostatic if
necessary, with blending between these two modes. Regenerative braking shall have priority
over rheostatic braking. Resistors for rheostatic braking may be located on trains or on the
wayside, and clearly noted in the Contractor’s proposal. In case of total failure of electro-
dynamic braking, friction brakes shall be able to safely stop the train.
Recommendations for the adjusting of the power system configuration shall be included in the
proposal addressing, in addition to the above, the location, rating and setting of traction power
stations and energy storage or dissipation devices. Changes to a baseline power system
configuration can be proposed if they are justified in terms of energy cost, O&M cost, capital
cost and / or life cycle cost differentials or improved System performance.

10.7.2 Energy Consumption

Traction energy consumption shall be stated by the Contractor in the proposal. The stated value
shall become a commitment in the contract for the successful Contractor. During the test and
commissioning phase of the contract, the Contractor shall measure the traction energy
consumption. If the measured value is more than 5% higher than the committed value, the
Contractor shall be given time and opportunity to reduce measured value by adjusting the
traction design or settings. The traction energy consumption commitment shall be based on the
operation of one train on the guideway. During the bid phase, a simulation shall be performed
based on specified scenarios and assumptions that are representative of the planned
commercial operation of the System. Simulation results shall be included in the proposal
together with the traction energy consumption commitment. In the testing and commissioning
phase of the project, a test shall be conducted based on the same scenarios and assumptions
as used in the simulation.
The traction energy consumption commitment and measurement shall be based on the
following assumptions:
• The predicted energy consumption will be based on running one train on the
guideway for one round trip. The train used in the simulation and the test will be of
identical characteristics and passenger loading (using ballast of equivalent mass
for the test)
• Operational parameters such as acceleration rates, maximum speed, deceleration
rates, jerk rates, etc., shall be identical for the simulation and the test
• The guideway shall be predetermined using actual alignment data and shall be
identical in the simulation and the test
• Details of the train operation shall be technology-specific to meet the operation
requirement in Section 3.5
• Energy consumption shall be based on traction only; no auxiliary load will be
considered
• If, for any reason, the alignment is significantly changed during the project phase,
the Contractor shall be allowed to update the simulation results based on the new
information, using identical simulation methodology as for the original prediction.
The new energy consumption simulation results shall be used as the basis for test
comparisons
• Energy consumption shall be expressed in kWh/pass km
• Average passenger weight shall be 65 kg

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 • Two vehicle loading scenarios shall be considered; one will be based on the
maximum passenger load during peak operation, and the second based on the
load during off-peak (i.e. AW3 and AW2)
• Two energy receptivity scenarios shall be considered, 0 % receptivity as well as
100 % receptivity.
For the simulation, the following assumptions shall also apply:
• Alignment data shall be based on System Alignment and Appendix 2 Tabular
Alignment Data Train operation information shall be defined clearly in the proposal
and consistent with this, especially the operating requirements in Section 3.5
• The simulator used to perform the analysis shall be validated and tested on other
systems
• Train simulation data shall be based on the train resistance formula, tractive
effort/braking effort vs. speed curves, propulsion efficiency curves, train tare
weight, and other similar parameters
• For the test, the following assumptions shall also apply:
• Trains shall be run in Automatic Train Control (ATC), so the
acceleration/deceleration rates, maximum speed, speed restrictions, dwell times,
etc. are controlled and identical to the assumptions in the simulation
• The voltage and current shall be measured at the train traction equipment
• Energy consumption for 0 % receptivity as well as 100 % receptivity shall be
measured. In other words, the power profile of train shall be monitored and
recorded.

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11 Automatic Train Control (ATC)

The ATC system shall comply with the requirements of IEEE STD 1474.1 CBTC Performance
and Functional Requirements. It shall automatically regulate the movement of all trains, except
those in Recovery Manual Mode (RMM), that is, on-board manual control without ATC
supervision. The ATC system shall control train separation, routing, operating speed, maximum
speed, accurate stopping, travel direction, door operation, longitudinal acceleration and jerk and
safety interlocks. The ATC system shall also monitor the System operations.
The Automatic Train Control system (ATC) includes the following subsystems:
• Automatic Train Protection (ATP)
The ATP subsystem maintains safety of operation including safe train separation and safe
switch interlocking management. ATP includes both wayside and train-mounted Vital safety
functions.
• Automatic Train Operation (ATO)
The ATO subsystem controls the normal train operating functions including longitudinal motion
control in accordance with station stops, track characteristics such as gradient and curvature,
and the status of the line ahead.
• Automatic Train Supervision (ATS)
The ATS subsystem directs train operations, to provide regulated service under normal
conditions and the best service possible under abnormal conditions.
Each ATC subsystem may be located on-board trains and / or on the wayside.
Each subsystem shall provide a link between the Central Control Operator and the System,
providing all pertinent information about the System, including management data acquisition
and reporting, and a means for the Central Control Operator to control various functions of the
System
The Operating Modes shall comprise:
• Unattended Train Operation (UTO), UITP GoA4
• Recovery Manual Mode (RMM)

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Figure 11-1: Automatic control IEE 1474

11.1 Automatic Train Protection (ATP)

The ATP subsystem shall provide for safe operation for individual vehicles and all operating
train consists and shall perform the following operating functions, the requirements for which
are given in subsequent subsections, as applicable:
a) Train location.
b) Safe train separation assurance.
c) Unauthorized motion prevention.
d) Overspeed protection.
e) Parted Train.
f) Signal transmission and detection.
g) Unexpected door opening protection.
h) Vehicle/station and door alignment interlocks.
i) Departure interlocks.
j) Reverse operation interlocking.
k) Route interlocking.
l) Service brake failure protection.
m) Speed measurement and zero speed detection.
n) End of track protection.
o) Facility door detection and response.
p) Obstructed motion protection.
q) Switch interlocking, safe switch mechanisms and safe switch principles, and

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r) Safe resumption of service after power and/or ATC outages.
The safety provided by the ATP subsystem shall exist under all circumstances of guideway
power, vehicle power, automatic operations, and with malfunctions in the ATP subsystem itself.
Should the ATP subsystem become inoperable, no unsafe condition shall result. The ATP
subsystem shall react appropriately, in a safe manner, whether an indication to the Central
Control Facility is provided or not and react to an indication regardless of whether the failure
has actually occurred or not. If the ATP subsystem fails, all automatic train operations shall
cease immediately in the affected area, and all affected trains shall brake safely to a stop.

11.1.1 Train Location

The ATC shall determine the location of all passenger vehicles/trains. Train location shall be
provided throughout the entire automated portion of the System, including any boundaries
between automated and manual territories in the OMSF and elsewhere.
To establish train location and initialize the capability for ATO, trains shall be driven in areas
with temporary protection, established from Central Control.
In the event that a train with its location established experiences a loss of location due to
multiple failures, it shall be necessary to drive the train in Recovery Manual Mode (RMM) either
to reacquire its location or to remove the train from automatic territory. These maneuvers shall
be carried out under temporary protection established from Central Control.
Once train location is established or re-established, the train icon shall automatically be
displayed and updated on display screens at Central Control.

11.1.2 Safe Train Separation Assurance

The ATP shall maintain safe separation between trains, in the same or opposing travel
directions, and between trains and switch conflicts, and between trains and end-of-track termini.
ATO speed regulation control shall affect normal service braking so as to prevent
encroachment into an area of guideway reserved or occupied by another train. In the event that
the ATO control fails or otherwise allows encroachment, the ATP subsystem shall enforce safe
train separation assurance. If conditions are no longer considered unsafe, the EB (emergency
brake) shall be resettable from the Central Control.
The method of imposing safe train separation shall allow for a smooth transition of train speeds
from the maximum ATC authorized speed to zero speed.
The Contractor shall employ the safe braking model defined in IEEE STD 1474.1,
Communications-Based Train Control (CBTC), Performance and Functional Requirements. As
a minimum this shall include:
a. The methodology of maintaining safe train stopping
b. The effects of minimum operating equipment that a train is permitted to operate in ATO
c. The effects of subsequent equipment failures and ATP failures
d. The parameters used in the calculation of the ATP design, including:
i. Overspeed tolerances
ii. Rollback tolerances
iii. Minimum assured braking rates
iv. Reaction times.

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11.1.3 Unauthorized Motion Prevention
The ATP subsystem shall ensure that irrevocable emergency brakes are applied to a train if
there is unexpected, or unauthorized, train movement when the train is supposed to be in a
stopped condition, or when the train moves in a direction other than the commanded direction
of travel (rollback). Reset and restart shall be possible both remotely by the Central Control
Operator and manually by transit personnel on board the train.
The permitted rollback distance shall be determined by the Contractor and stated at design
review.

11.1.4 Overspeed Protection

The ATP system shall provide a safety-critical overspeed-protection function to preclude a
train’s speed from exceeding the speed limit determined by the Contractor in any part of the
System.
The permitted overspeed tolerance shall be determined by the Contractor and stated in the
Safe Train Separation Methodology document as described in Section 11.1.2.
In Recovery Manual Mode (RMM) with ATP, the ATP subsystem shall ensure that the train
does not reach speeds above maximum permitted manual speed. The Contractor shall specify
the maximum permitted manual mode speed and include this information at design review and
in the SOFRP. In RMM (without ATP), safety is assured procedurally under supervision of the
CCO.

11.1.5 Parted Train Protection

The ATP subsystem shall ensure that if a train is parted, all vehicles of the train shall
immediately and irrevocably apply their emergency brakes. The ATP subsystem shall ensure
that all parts of the train are protected.

11.1.6 Signal Transmission and Detection

Commands transmitted to the train from the wayside shall be protected from external
interference due to factors such as power transients, radio interference, cross talk or oxidized
contacts. In particular, such interference shall not cause unsafe train operation.
All signals that involve the ATP subsystem shall be continuous or of such a repetitive nature
that interruption of any such signal shall, after a time delay sufficient to allow for minor gaps in
detection circuits or transmission, and equipment operating time, initiate braking, unless
otherwise specified herein.
If the movement authority signal is lost, the train or vehicle shall be commanded to brake to a
stop. If the movement authority signal is subsequently restored, and all other safety criteria are
satisfied for the train to proceed, the train shall continue at the commanded speed.

11.1.7 Unscheduled Door Opening Protection

The ATP subsystem shall ensure that no automatic mode failure shall result in the unlocking or
opening of a vehicle door.

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If any vehicle door or emergency exit unlocks or opens while a train is in motion, an alarm shall
be sent to the Central Control Operator and the train shall be automatically routed to the next
available downstream station, regardless of its current destination, and held with all doors open
until released by Central Control Operator command. If the train comes to a stop before
reaching the next station, it shall not re-commence motion unless released by an on-board
reset.

11.1.8 Door Alignment Interlocks

The ATP subsystem shall ensure that automatic opening of train and platform doors shall occur
only if all of the conditions listed below are satisfied and the ATP subsystem verified:
a) The train speed is zero.
b) The train is properly aligned with the station platform, and
c) The brakes have been properly applied and power has been removed from the propulsion
motors.
Automatic train door opening under any other conditions shall not be possible pursuant to the
safety principles described in Section 0.
Train-station misalignment or failure of doors to open shall initiate the actions required in
Sections 11.2.1 and 11.2.2.

11.1.9 Departure Interlocks

The ATP subsystem shall ensure that a train stopped in a station shall not be allowed to move
unless all train and platform doors are properly closed and locked and the train brakes have
been commanded released. Should confirmation of the release of the brakes not be received
within a specified time, dependent on the Contractor’s brake design, the train shall be
commanded to stop, either normally or with the Emergency Brakes. Independent of which
method is used to stop the train, the Emergency Brakes shall be commanded applied when the
train comes to a stop, and the reset of these shall only be possible by an on-board reset.

11.1.10 Platform Door Interface

The ATP subsystem shall also control the Platform Doors. This control shall be performed
through a Platform Door Controller (PDC) or equivalent. The ATP subsystem shall control the
vehicle doors on a per “side” basis for normal operation, and on an individual basis for recycle
operations. The platform doors shall be similarly controlled on a “platform” basis and
individually.
The ATP subsystem shall supply the following commands to the PDC (as a minimum); Enable
(Vital) and Open (non-Vital). The removal of the open command will be interpreted by the PDC
as a Close command. These signals shall be interlocked with the same commands on the
vehicle.
The ATP subsystem shall receive the following status from the PDC: Closed and Locked Status
(CLS) (Vital) and Door Closed Status (DCS) (non-Vital), depending on the exact interface
utilized. The purpose of the CLS is to indicate to the Vehicle Door Controller whether a recycle
shall be initiated. Similarly, to the above interface, the PDC shall convey which door is affected.
The Vital CLS would be used to determine if it is safe to depart the station.
An independent Locked Out (LO) status shall also be supplied, to indicate when a door has
been locked out or is otherwise inoperative.

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It is envisaged that the ATP subsystem Vital platform door status lines will be provided on a per
platform zone basis, while the ATP subsystem non-Vital platform door status lines will be
provided on a per platform door basis. The actual configuration will be subject to Client’s review
and will be dependent on the Contractor’s actual system(s) employed.

11.1.11 Platform Door / Station Arrival and Departure Interlocks

The ATP subsystem shall monitor the status of the Platform Doors, as well as other inputs
necessary to determine proper alignment at the station.
If an invalid or unexpected platform door status is received, the ATP subsystem shall ensure
that the station area is closed to trains and any movement in or into the upstream area is
disallowed. In the case where there is a train occupying the station area when the Platform
Door status is lost, the ATP subsystem shall close the station area to trains, so that both
adjacent areas have No Motion allowed. The ATP subsystem shall ensure that the station area
remains closed, following a normal train dwell, until the Platform Door status is registered as
correct and a request is received to open the area. The Central Control Operator shall be able
to request the block be opened, after status is restored.
If a train is occupying part of the affected area when the station area is closed, it shall be
caused to emergency brake (EB). In this case resumption of automatic operation (for a train
that has EB'd) shall require a remote reset of the Emergency Brakes at Central Control, after
the area has been re-opened.

11.1.12 Reverse Operation Interlocks

Reverse running shall be possible on all of the automatic territory of the System. Except for
reversing at stations and Contractor pre-defined automatic reversal points for ATO-governed
failure management operations, all other train reversing commands shall be initiated by the
Central Control Operator.

11.1.13 Route Interlocking

Sufficient guideway shall be reserved for a train such that train movements through any portion
of the guideway, including switches or other points, shall physically not interfere with any other
train on any other portion of the guideway.
Before a train is authorized to proceed through a section of track, including a switch, the ATC
shall:
a) Ensure that no other train is within the effective area.
b) Ensure that no other train approaching the area has been authorized to enter the effective
area.
c) Ensure that the travel through the area will not result in a conflict with another train routing,
and
d) Ensure all of the criteria specified in Section 11.1.19 are satisfied.
A capability for the remote-control movement of switches from the Central Control Facility shall
be provided.

11.1.14 Service Brake Failure Protection

In the event that train service brakes fail, the train emergency brakes shall be applied in a
manner consistent with the safety principles required in Section 0. Brake reset shall be by
remote command from Central Control or locally on board the train.

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11.1.15 Speed Measurement
Fail-safe principles shall be employed in the ATP subsystem for measuring train speed.

11.1.16 End of Track Protection

In automatic operation, near the ends of guideways, the overspeed protection function, as
specified in Section 11.1.4, shall ensure that under the worst case conditions the train shall not
overshoot the stopping point and strike the buffer.

11.1.17 Facility Door Detection and Response

Requirements for facility door detection and response are discussed in Section 18.2.10.

11.1.18 Obstructed Motion Detection

Obstructed motion shall be detected, and the train shall be safely stopped, and the condition
shall be annunciated in the Central Control Facility. Manual and remote brake reset shall be
provided.

11.1.19 Switch Interlocking, Safe Switch Mechanisms and Safe Switch Principles

11.1.19.1 Basic Switching Principles

In addition to the requirements specified in Section 11.1.13, powered actuated switching
mechanisms shall comply with the following:
• When the switch is set in a position corresponding to the commanded position
• The power shall be removed from the mechanism
• Mechanical lock(s) shall be engaged to prevent switch motion
• A train shall not be permitted to proceed through or closer than a safe distance
from a switch unless the ATC system continuously verifies that the switch is:
• Locked
• In the correct position for the current train routing
• "Continuous" shall include monitoring of a repetitive nature that accomplishes the
same function
• If switch verification as defined above is not received, the ATP subsystem shall
ensure that approaching trains stop before reaching the switch
• If switch verification is lost while a train is in the switch zone, or has been
permitted to proceed through a switch by the ATC system, the ATP subsystem
shall emergency brake that train immediately
• Brake reset shall be locally on board the vehicle
• Loss of electrical power to a switch shall not cause any change of switch status
and the mechanical lock shall remain in position
• Switch verification and its use, and all other actions of the ATC system relating to
the safe operation of switches, shall satisfy the interlocking requirements of
Section 11.1.19.2. All elements of the switch control system shall be in
accordance with the safety principles of Section 0.

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11.1.19.2 Safe Switching Mechanisms
All switching mechanisms shall provide continuous, positive guidance (steering) to trains as
they are traversed.
Switches that operate during any of the System's operating modes or during the transition
between two operating modes shall be automatic and subject to the ATP requirements of this
section. Power-actuated switch mechanisms shall be operated by electric, hydraulic, or
pneumatic actuators.
All switching mechanisms shall meet the following requirements:
• Alignment Detection: A means shall be provided to detect that the main element(s)
of the movable portion of the switch is at either end of the physical displacement it
undergoes during actuation
• Actuator Power Removal: A means shall be provided for removing power from the
switch actuator
• Mechanical Locking: A means shall be provided to mechanically lock the position
of those switching elements which directly interact with the train and guideway to
cause the switching of the train and which move to change the state of the switch
from tangent to turnout. This means of locking shall keep the switch safely locked
under the force of a moving train in the switch and the force, in either direction, of
the actuator. Power shall be removed from the mechanical lock after its actuation
is completed
• Locking Detection: A means shall be provided to detect that the switch mechanical
lock is in the locked position; the position of the lock shall be sensed directly from
the lock itself.
• Position Detection: A means shall be provided to detect that each switch point, on
any switch whose accurate positioning is essential to safe initiation of the
switching interaction between train and guideway and which moves to change the
state of the switch, is positioned with sufficient accuracy to ensure safe travel
through the switch.

11.1.19.3 Manual Switch Operation

All switches shall allow local manual operation by one person without normal switch activation
power. Manual actuation equipment shall be secured and locked to avoid unauthorized use.
The status of the switch shall be indicated to the operator of a manually controlled vehicle
approaching the switch. A power disconnect device shall be provided to enable maintenance
personnel to disconnect power to the switch and avoid switch actuation.

11.1.19.4 Switching Safety

Both power- and manually actuated switches shall be interconnected with the ATP subsystem
to assure safe operation of trains through the switches. The ATP subsystem shall prevent a
train from entering a switch that is unsafe and shall not command a switch to an unsafe
condition once a train is committed to traverse it.
Control circuits shall be arranged so that a switch cannot be signaled for a route until each
portion of the switch is indicated to be in the proper position through circuit controllers, such as
position detectors, powered actuation detectors and locking detectors operated directly by the
switch and/or by the locking mechanism (that is, the switch is aligned-and-locked).

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 Whether the switch is activated automatically or manually, when conditions at the switch are not
safe for the movement of train, the control signals normally transmitted to approaching trains
shall ensure that any such train in automatic operation shall stop a safe distance from the
switch.
Whenever a train is in the protected zone associated with a switch, or a series of switches,
route locking shall prevent the movement of any of the switches in the protected zone and shall
prevent any conflicting train movements from occurring.
The ATP subsystem shall prevent the automatic or manual unlocking of a switch after a train
has been committed to traversing it until the train has cleared the switch. Protection against
inadvertent release of locking due to momentary loss of power or vehicle detection shall be
provided.
The above-described principles of approach locking, route locking and detector locking shall
apply for all types of switching.

11.1.20 Interior Vehicle Door Emergency Release Inhibit

The ATP subsystem shall provide a Vital interior emergency release inhibit signal for each side
of the train to indicate safe side evacuation to a platform or walkway. Please see Section
9.10.2.10.

11.2 Automatic Train Operation (ATO)

The ATO subsystem shall include the equipment necessary to perform the following functions
automatically and within the constraints of the ATP subsystem:
a) Execute train stops, dwell times, and departures.
b) Control operation of train doors.
c) Operate trains at ATS and CCO assigned speeds, within the limits imposed by the ATP
subsystem, and
d) Regulate train acceleration and jerk within specified passenger comfort limits.

11.2.1 Stops, Dwells and Departures

The ATO subsystem shall control train speed and deceleration rates to stop trains within the
specified tolerances. The ATO system shall control train braking and propulsion commands to
provide a smooth stop, avoiding jerk as the vehicle comes to rest. Parking brakes shall apply
when zero speed is detected.
An automatic jog forward feature shall be implemented in the Contractor’s design to allow
recovery from an initially missed station stop position. Such maneuvers shall be limited to a
maximum of one attempt. Trains that do not stop (after jog attempt, if so designed) within the
correct station/train alignment tolerances shall automatically proceed to the next scheduled
station. An alarm shall alert the Central Control Operator to this condition.
After the station dwell has expired, the ATO shall automatically command the train doors to
close. Once it is confirmed that all doors are closed and locked, the ATO shall command the
train to depart the station.
The ATO system shall have default Station Dwell Times defined for each individual station
platform, which shall be used for all unscheduled train operations. The Central Control Operator
shall have the capability to adjust these dwell times on an individual station platform basis.

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 The Contractor shall determine and document the stopping tolerances and accuracy of its
design.

11.2.2 Door Operation

If for any reason any door fails to open or close as commanded, automatic corrective action
shall be undertaken. The Central Control Operator shall be apprised of the situation by the ATC
system. As a minimum, the ATC shall report that not all doors are open or closed. The Central
Control Operator shall be able to attempt to open or close the door(s) remotely, hold the train
for local manual intervention by O&M personnel, or, in the case of one or more doors failing to
open, dispatch the train to the next station.
Train doors shall be automatically controlled except when a train is in Recovery Manual Mode,
when the train operator shall control the operation of all train doors.
If during the closing cycle, an obstruction is encountered on either the platform or vehicle doors,
that door and its associated partner shall be recycled in accordance with Section 9.10.2.

11.2.3 Train Movement Control

The ATO system shall, in combination with the propulsion and braking control circuits of the
vehicle, control the vehicle movement and speed to:
• prevent rollback when starting at any position on the guideway
• Meet the acceleration and jerk limit requirements of Section 9.6.3
• Stay within the speed limits imposed by the ATP subsystem
• Avoid overspeed conditions
• Avoid unnecessary transitions in tractive effort
• Provide the smoothest practical ride for passengers.

11.2.4 Loss of Propulsion Power

If propulsion power is interrupted, a train may coast under ATO control and within the ATP
constraints. Should the train reach zero speed, brakes shall be applied, and the train shall
remain stationary until traction power is restored.

11.2.5 Other Operating Configurations

When initiated by the Central Control Operator, the operation of the System in the other
operating configurations (than line haul) such as shuttle or skip stop shall be accomplished
automatically through the ATS subsystem. The recommended routes and station stops for
these other configurations shall be predetermined and included in the ATS subsystem for
Central Control Operator selection. Station Dwell Times shall be controlled by the ATS
subsystem. The dwell time at each station shall be individually adjustable by the Central Control
Operator.

11.3 Automatic Train Supervision (ATS)

The ATS subsystem shall orchestrate, monitor, and display most of the train operations of the
System and will be the most significant interface between the Central Control Operators and the
ATC system.
The ATS subsystem shall:
a. Display System status and present target headway

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b. Provide a suite of Central Control Operator commands and functionality to permit efficient
supervision and management of System operation
c. Display and record all train movements, System performance and status data.

11.3.1 Safety Constraints on ATS

The ATS subsystem shall be designed such that no action or lack of action by the Central
Control Operator, either purposefully or inadvertently, or any malfunction of the ATS equipment,
can subvert or compromise the ATP subsystem functions and thereby cause an unsafe
condition. Thus, the ATP subsystems shall take precedence over the ATS subsystem. Should
the ATS subsystem become inoperative, the System shall be able to continue to operate in the
automatic mode under the ATO subsystem and protected by the ATP subsystem.

11.3.2 Performance Monitoring

System performance information at Central Control shall be provided on the displays required
by the subsequent sections. These displays shall be readily expandable to accommodate the
expansion of the System contemplated in Section 3.6.
The design, layout, displays, information displayed, controls, and human interfaces of the
Central Control Room shall be developed by the Contractor based on human factors analysis.

11.3.2.1 System Schematic Display

The System schematic display shall provide visual representation of the real-time operating
conditions throughout the System. The display shall adhere to ergonomic principles and shall:
• Show details of the operating System
• Show the automated portion of the OMSF
• Show approximately scaled graphic representations of the guideway, stations,
switches, OMSF, and other relevant physical features
• Incorporate sufficient information to permit the Central Control Operators to
manage the System efficiently, such as track occupancy, train parking, and
storage locations.
For each train in the automatic portion of the System, show:
• The location and identification
• The direction of travel
• The number of vehicles/trains
• The region of guideway reserved.
For each switch in the automatic portion of the System, show:
• The direction a train would follow through it
• If it is moving or stopped and locked
• If it is reserved by a train
• If it is reserved by a Central Control Operator
• If it has any faults.
For each station platform in the System, show:
• The active or inactive status
• The intrusion detection system status.

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11.3.3 Service Operation
The prime function of the ATS subsystem is to provide the facilities to enable the System to
supply a desired carrying capacity while taking into consideration the normal passenger-
induced delays. To achieve this, the ATS subsystem shall operate the System in accordance
with a predefined configuration. These may include line haul, skip stop, start-up, shutdown and
failure management configurations. The number of trains operating, and the configuration in
which they are operating, will vary throughout the day to efficiently tailor the System capacity
supply to the demand, or to vary the Service Interval as desired.

11.3.3.1 Operating Configuration Development

The Contractor shall define all the routes that are supported by the ATS, as well as the
combinations of these routes that can be used to determine the operating configuration. For the
purposes of this contract, the Contractor shall predefine the operating line assignments that are
necessary to execute the normal scheduled service and the failure management service
identified in the SPFMA (system performance failure management analysis).

11.3.3.2 Schedule Operation

The ATS subsystem shall enable the operating personnel to select and implement routes
according to the operating mode.
For each regulated train, the ATS subsystem shall indicate a train’s performance in relation to
the train’s headway by selection of the appropriate pull-down menu.

11.3.3.3 Automatic Train Regulation

The ATS subsystem shall provide Automatic Train Regulation (ATR). It shall not be necessary
for Central Control personnel to intervene in the operation of the railway to achieve regular train
service under normal circumstances with the normal perturbations anticipated.
The ATR facility shall be designed to:
• Avoid train bunching by equalizing intervals between trains
• Provide service operation at the target headway.
The ATR facility shall:
• Calculate a Service Interval variance for each scheduled train at each scheduled
platform by subtracting the target headway from the measured headway
• Attempt to correct Service Interval variances to zero by adjusting station dwells.
The amount of correction shall be within the minimum and maximum dwells that
have been defined for a particular platform.
The ATR features shall operate without human intervention but may be overridden by the
Central Control Operator.

11.3.4 Central Control Operator Facilities

The Central Control Room operating personnel shall be provided with facilities and capabilities,
provided by the ATS and SCADA systems to enable safe and efficient operation of the System.

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All equipment, computer hardware and software, peripheral equipment, data storage
equipment, other devices, and associated efforts necessary to provide the functions and
capabilities described in this section shall be furnished by the Contractor. The Contractor's
design of the Central Control Operator functions and facilities shall be subject to review by the
Client as part of the ATC Design Review.
The facilities supplied shall include the following:
a) Train Identification: Train/Vehicle identification numbers shown at the Central Control
Facility, used by the Central Control Operators for input to the ATS subsystem, and used
by the ATC system, shall be similar to the numbers/markings on the vehicles/trains.
b) Train Dispatching: The Central Control Operator shall be able to alter System service at
any time by selecting and implementing changes to the existing operation. The CCO shall
be able to dispatch each train individually, or all trains globally, onto a route.
c) Train Routing: It shall be possible to route trains to any point in the System. Train routings
shall be accomplished by selecting a train and a destination on the ATS subsystem System
Schematic Display.
d) Termination of Service: The CCO shall be able to terminate System service at any time.
e) Operating Configuration Selection: The Central Control Operator shall be able to assign
each train individually, or all trains globally, to any of the available operating configurations.
This shall include selecting the trains, route, stations, and dwells for that mode-specific
operating configuration. It is permissible to require independent actions to perform these
selections.
f) Printing: The CCO shall have the capability to print all ATC system reports, logs, alarm
histories, user lists, etc. by selecting a print option when viewing each. “Print Screen” is not
adequate for this requirement. The Contractor shall supply the printer and all associated
equipment.
g) Door Actions: The CCO shall be able to control the following door actions at stations,
including overriding automatic door operations, subject to the conditions of Section 11.1.8
for the entire train:
• Open and close
• Hold open.
h) Modify Train Operations: The CCO shall be able to issue the following commands which
modify normal train operations:
• Reset brakes (e.g. after an EB) on any train
• Dispatch one or more trains from a station and/or a specified location on the
guideway to a station and/or specified location on the guideway; for each train,
each station, and all locations on the guideway
• Safely stop an individual train, or all trains, anywhere in the System
• Once stopped, a train may be re-directed by the CCO
• Modify train speeds on a train
• Train-Hold Functions: The ATS system shall be capable of allowing the CCO to
select two types of train hold:
1. A station may be designated as STATION HOLD, whereby a train that is already
stopped at the station or every train that stops at the station shall be dispatched by
the CCO in order to continue in scheduled operation. The System Schematic
Display (SSD) shall indicate which stations have this feature active.

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 2. Implement a SYSTEM HOLD, whereby every train in the System is held at its
present platform if it is currently dwelling or proceeds to the next scheduled station
and dwells indefinitely. The CCO shall be able to dispatch all trains into service by
revoking the SYSTEM HOLD. The SSD shall indicate that this feature is active.
i) Remove Train from Service: The CCO shall be able to direct a train to proceed out-of-
service to any storage area in the System. The train shall continue its route until the out-of-
service platform is reached, at which location it shall hold with its doors open.
j) Failure Mode: The CCO shall be able to convert the System from its normal operating
configuration to a lesser operating configuration for failure management purposes.
k) Modify System Dwell: The CCO shall be able to vary the dwell time for each station
independently. The range of dwell times and adjustment increments shall be in accordance
with values agreed to at the Design Review.
l) Platform Close: The CCO shall be able to command any platform to be designated as
closed. This shall cause all trains to proceed through the station without stopping.
m) Close Station: The CCO shall be able to close a section of track, effectively blocking that
segment to the traffic.
n) Brake All Trains: The CCO shall be able to brake all trains on the guideway by activation of
a single-action button or switch. One button shall be located at each of the CCO work
positions. A deliberate and positive action shall be required to release the button to
eliminate the emergency brake condition.
o) Alarm, Fault, or Change of State Message Display Processing: The CCO shall be able to
receive, acknowledge, store, and recall alarm message displays and acknowledge
accompanying audible alarms from all ATC, power, and communications subsystems. This
may be achieved through the use of different screens for the different subsystems. This
requirement may be satisfied through the ATS subsystem and/or through the SCADA
system (see Section 13).
p) Automated Storage Facility Operation: The CCO shall be able to control the movements of
vehicles and trains in the automated storage facility.

11.3.5 Alarms and Malfunction Reporting

The ATS subsystem and / or the SCADA system shall provide status information to the CCO to
support System monitoring and failure diagnostics. Prioritization of the ATS /SCADA alarms
shall be based on potential safety implications, unplanned service stoppages, and general
failure detection. The ATS and / or SCADA subsystems shall annunciate all alarms by both
incident message and by audible alarm. All alarm messages shall indicate specific location and
type of fault being annunciated. All alarm messages shall be indexed, and time stamped.
Acknowledgement of an alarm by the CCO shall cause the audible alarm to cease, but the
malfunction indication shall persist until the malfunction is cleared.
Alarms shall be categorized into those requiring:
• Immediate removal of train from service
• Removal from service during next round trip
• Removal from service during next scheduled service reduction.
ATS and SCADA alarms shall include but not limited to:
• Train EB
• Brake failure

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 • Unplanned door opening or unlocking
• Unplanned switch movement
• Parted train
• Unauthorized train motion
• Loss of ATC signaling
• Loss of ATP
• Loss of any ATP controlled condition
• Any failure resulting in emergency brake application
• Loss of presence detection
• Vehicle smoke or fire alarm
• Vehicle suspension failure, including deflated airbags and flat tires
• Loss of traction or station power (SCADA)
• Propulsion faults on a vehicle
• Motion obstructed
• Doors fail to open after being commanded
• Doors fail to close and lock after being commanded
• Train-station alignment tolerance exceeded
• Other power distribution overload or fault
• Vehicle batteries low or battery charger fault
• Loss of public address in trains or stations
• UPS malfunction
• Removal of a vehicle or station fire extinguisher
• Low vehicle tire or air bag pressure
• Vehicle HVAC failure
• One or more critical lights out
• Loss of CCTV in a station
• Failure of vehicle emergency door/exit mechanism.
The Contractor shall develop a list of major and minor alarms and determine all actions to such
alarms, including those in the Central Operations Manual. The list shall reflect both the unique
characteristics of the Contractor’s equipment and the proposed operational and response
procedures.

11.3.6 Data Recording and Reporting

11.3.6.1 Data Recording

The ATS subsystem shall keep a record of the identification numbers of the trains and the
vehicles operating in each train. The ATS shall display the operating configuration in which the
System is functioning and the route to which each train is assigned. It shall also record data
which can be utilized to determine System Service Availability performance, and any
unscheduled stoppage or delay including time of occurrence and time of resumption of
operation, with the identification number(s) of any train(s) affected.

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 The ATS subsystem shall include the recording on suitable digital media of all data transactions
between Central Control and other portions of the System. These transactions shall include all
vehicle/train reports with vehicle/train identification numbers, location, status, and malfunctions,
alarms, and acknowledgments, CCO console commands, times of train insertion and removal,
changes in the operating mode, and other ATS-initiated activities and pertinent data. All such
data shall be recorded in a format that includes the date and exact time of each data
transmission. Data shall be recorded in a format suitable for both a permanent file and random-
access retrieval for use with the management information system data processing software that
shall be provided by the Contractor.
The Contractor shall provide appropriate procedures, hardware, and software to store, retrieve,
and analyze these data.

11.3.6.2 System Availability and Operations Reports

System Availability and Operations reports facilitated through the ATS subsystem and/or other
System resources such as the SCADA subsystem. The data recording and reporting function
shall include tools to permit the analysis of accumulated data and the preparation of System
operations reports. These Systems operations reports shall be prepared daily, weekly, monthly,
and annually using data automatically accumulated from the data records described above. The
System operations reports for each period shall include at least:
• Fleet Availability
• System Service Availability
• Downtime events.
The Contractor shall develop a list of data storage, analysis, and reporting capabilities.
In addition to the computer -generated reports, the Contractor shall develop procedures and
formats to report on other aspects of daily, weekly, monthly, and annual operations activities.
Such reports shall include as a minimum any incidents, accidents, and other unusual events or
problems.

11.4 ATC System Reliability

11.4.1 Redundancy
To assure safety, all ATC computers/processors, essential peripherals, and wayside
transmission equipment, which pertain to safety or provide safety information shall contain
checked-redundant or equivalent elements to provide automatic on-line and frequent self-
checking diagnostic features to detect failure or loss of any function. Upon detection of such
failure or loss of function, the diagnostic feature shall notify the CCO by audible alarm and
displayed message identifying the failure. The interpretation of these signals may be made in a
safe manner by utilizing a combination of persistency (two or more identical transmissions),
Cyclic Redundancy Checks (CRCs), and consistency (i.e., the information contained in the
transmission is as expected, according to the database).
To assure reliability, the design and operation of the ATS system elements shall be such that
normal train operations with Central Control Room display and command capabilities are not
disrupted for a period exceeding one minute. This design feature may be accomplished by
automatic switchover to hot standby equipment or by manual switchover to standby redundant
equipment by a CCO, provided the one-minute disruption criterion is satisfied. Failure of non-
redundant equipment such as station equipment shall be clearly indicated to the CCO so that
appropriate actions may be taken.

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 The train shall be equipped with two On-Board Control Units (OBCUs) with an automatic
failover feature.

11.4.2 Software Requirements

Existing, proven software shall be used to the maximum extent possible. Any computer
software used in the ATC system shall be structured in a functional hierarchical system. In this
top-down approach to software design, successive levels within the hierarchy shall be obtained
by desegregating and partitioning the software into blocks with progressively greater functional
detail. Software design and documentation shall conform to current established engineering
standards of the ISO 9000 series.

11.5 ATC Functionality Testing

Trains inserted into revenue service shall be tested for proper ATC functionality prior to entering
service. This shall apply to trains stored in the OMSF, or at end station platforms or other
storage location. The final list of items to be checked and the detailed functionality test will be
determined and shall be reviewed during the design review process.

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12 Communications Subsystems

The Communications subsystems shall consist of:

• Communications Transmission Subsystem (CTS)
• Radio Communications
• Video Surveillance
• Telephone Communications
• Public Address (PA)
• Passenger Audio Communications
• Passenger Information Displays (PIDs)
• Video and Voice Recording Subsystems.

12.1 Communications Transmission Subsystem (CTS)

The CTS shall distribute audio, video and data communications between passenger stations,
substations, the OMSF and CCF and other locations along the guideway as required.
The CTS shall be using fibre-optic technology and its design shall be sufficiently redundant and
reliable to meet System dependability requirements 24 hours a day, 7 days a week. It will
provide an aggregate channel carrying multiplexed signals including those to and from:
• Communications equipment (in this Section12)
• SCADA equipment (in Section 13)
• AFC equipment (in Section 15)
• ATC equipment (in Section 11)
• Station equipment (in Section 18)
• Power Supply and Distribution equipment (in Section 10)
• Guideway-mounted equipment (in Section 17)
• Vehicle-borne equipment via Wifi Access Points along the guideway.
The design of the CTS shall:
• Be based on a modular architecture
• Facilitate the System expandability contemplated in Section 3.6
• Provide protection against the failure of any single fibre-optic cable or fibre
• Provide a graphic user interface to centrally manage and control the CTS
• Indicate status alarms, link performance data, configuration information
• Have the capability to diagnose major faults from the CCF and remotely.

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12.2 Radio Communications
Radio transmission shall provide the primary communication method where it is impractical to
provide hardline communications. The Contractor shall supply a radio system that provides two-
way radio communication over four (4) channels subject to the availability and licensing
restrictions in the area of the System. The Contractor shall provide all necessary radio
communications hardware, including at the CCF, base stations (at stations and the OMSF),
portable equipment (on trains) and mobile equipment (for O&M personnel in the field),
antennas, antenna towers, and related equipment. All equipment shall conform to local
requirements. The Contractor shall assist the Client in finding, obtaining and licensing all radio
frequencies to be used on the System.
The Contractor shall provide the appropriate quantity of radios and associated equipment to
provide adequate radio coverage for the Operation and Maintenance of the System. Two radio
channels shall be allocated to this function.
One radio channel shall be used to provide PA announcements to passengers on trains and for
passenger audio communications. One channel shall be provided for data communications
between trains and the CCF.
The radio system shall provide a signal quality as per applicable standard. Required locations
include at-grade and aerial portions of the Right-of-Way. The intelligibility of radio
communications shall meet the requirements of the applicable standard.
Requirements for Voice Recording can be found in Section 12.8.

12.3 Video Surveillance

The Contractor shall provide a color Closed Circuit Television (CCTV) system, including
cameras, transmission system and monitoring stations. The CCTV system shall provide clear
coverage of embarking and disembarking areas of all station platforms as required for
operational purposes. CCTV monitors shall be provided in the CCF control room and the
OMSF. CCTV displays shall be discernible under normal operating conditions. Cameras shall
be the low-light charge coupled device (CCD) type and be a combination of fixed and pan-tilt-
zoom models. Cameras shall have a "usable picture" with scene illumination from 0.3 Lux up to
bright sunlight, using automatic light compensation. Station cameras shall be provided with
“auto iris” feature.
The video surveillance system shall utilize the CTS to transmit information from cameras to
monitors.

12.3.1 Passenger Station Equipment

The CCTV cameras shall be vandal resistant. Installations shall be suitable for the environment.
The cameras shall automatically adjust to the ambient light conditions of each station
throughout the operating day and night.
Each station shall be equipped with a suitable number of CCTV cameras, viewing loading /
unloading area near the platform screen doors other public areas, including fare gates, ticket
vending area, station attendant’s booth, escalators and grade-level entrance to elevators.

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 12.3.2 Central Control Equipment
At the CCF, two monitors shall be provided for each passenger station. A master monitor shall
also be provided at each CCO position. CCF personnel shall have the ability to display, on the
master monitor the video signal from any station platform. Location identification, in
alphanumeric format, of each camera shall be clearly superimposed upon the video display
image at all times. Regardless of the final quantity and configuration of cameras and monitors,
the CCTV system shall provide the following functions:
a) The CCTV operator shall have the ability to select any video signal from any station, to be
displayed on a master monitor.
b) The CCTV system shall be capable of automatically switching the video signal displayed on
any master monitor, either sequentially, or selectively.
Requirements for Video Recording can be found in Section 12.8.

12.4 Telephone Communications

The telephone communications subsystem shall serve both passengers and O&M personnel.
A PABX located at the CCF / OMSF shall provide necessary switching for telephones
distributed within the System. The following is a list of facilities and functionality that shall be
provided:
• CCF / OMSF PABX
• Office telephones
• Operational telephones in stations, sub-stations and Blue Light stations, etc.
• Passenger assistance telephones in stations
• Voicemail for CCF / OMSF telephones
• Automated attendant
• Network Management Subsystem (NMS).
The CTS shall provide the transmission medium for telephone circuits interconnecting
telephones at each station with the PABX.
The PABX shall be controlled by a redundant controller. Peripheral shelves shall provide
sufficient number of trunks for public switched telephone network (PSTN) and line inputs to
exceed the initial needs with 30 % spare capacity and shall support 100 % expansion by adding
additional cabinets.
A Network Management Subsystem (NMS) shall be provided with the PABX at the CCF /
OMSF. The NMS shall log and report alarms and provide call detail recording.
The intelligibility of telephone communications shall meet the requirements of the applicable
standard.
Requirements for Voice Recording can be found in Section 12.8.

12.4.1 Telephones
The administrative telephones in passenger stations and substations shall be conventional type
analogue telephone sets suitable for desk and wall mounting. Administrative telephones
supplied for OMSF offices shall be digital sets.

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 A Blue Light Telephone handset shall be provided for each blue light station. The handset cord
shall be of an armoured type. Removing the handset from the cradle shall place a call to the
CCF.
Passenger assistance telephones shall be located in each passenger station to allow
passengers to communicate with the CCO. The units shall be hands-free, pushbutton activated
intercom units. Pressing the button shall automatically place a call to the CCO. Two passenger
assistance telephones shall be provided on each platform and two in each station concourse.
Another shall be installed in each station elevator.
Each CCO position shall have an attendant type, common console telephone set. One button
access for emergency services direct line telephones and other key telephone locations shall
be provided.
The CCOs shall have access to PABX features via the attendant console. The console
alphanumeric display shall show source and destination calls. The incoming calls shall be
queued chronically and answered in order. Telephone identification shall be provided.
Identification shall include the extension number and a descriptive name. This feature shall be
used to identify the location from which an emergency call originates.

12.4.2 PABX Extension Line Locations

Within passenger stations, substations and the OMSF, extension lines shall be provided as
follows:
• In each equipment and plant room
• In each operational and control room
• In each office and staff common room.
Telephones in equipment rooms shall be installed in party lines, as they will receive limited use.

12.5 Public Address (PA)

The Contractor shall provide a Public Address (PA) subsystem servicing all vehicles, each
passenger station, and the OMSF. The PA subsystem shall be used to provide audible routine
and emergency announcements for passengers and O&M personnel.
The PA sub-system shall be comprised of a Central Control Station at the CCF / OMSF, PA
amplifiers and controllers in each passenger station, and at the OMSF, and announcement
panels at each passenger station.
Station announcement panels shall allow local live announcements over the local PA
subsystem. Messaging initiated on an announcement panel shall take priority over any other PA
source, except from the fire panel. The status of passenger station announcement panels shall
be provided to the Central Control Station.
The PA sub-system shall be supervised, with anomalies being reported at the CCF.
The Central Control Station shall be capable of broadcasting live messages to any individual
passenger station, or the OMSF, or simultaneously to all stations.
The PA system shall automatically broadcast pre-recorded audio messages to passenger
stations based on input from the Automatic Train Control System.
Automatic station PA announcements shall include:
• Train Service Interval
• Destination of arriving train

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 • Train out of service.
Manually initiated PA messages initiated from the CCF shall include:
• Evacuation message
• Station closing message
• Service delay message.
The PA system on-board each train shall interface with the on-board train control system to
receive message triggers. Automatic on-board train announcements shall include:
• Name of next station stop
• Door close warning
• Train going out of service.
The PA system design documents shall define all recorded announcements to be provided.
The intelligibility of the PA system shall meet the requirements of the applicable standard.

12.6 Passenger Audio Communications

A duplex communications system shall be provided to permit two-way voice communications
between CCOs and passengers or O&M personnel within each passenger compartment of
each train. Activation of two-way voice communications between the CCO and the train(s) shall
be possible only from the CCF. Passenger-initiated communications requests from a train,
including the passenger compartment identification number, shall automatically be displayed on
the CCC for the CCO to activate the communications link. The display shall also show any
queue of such communication requests. The CCO shall be able to activate this link upon
receiving an indication of the passenger-initiated communication request or at any time the
CCO deems it necessary to receive communications from a car (eavesdropping feature). A
passenger-initiated communications request shall include an audio and visual on-board
indication that the call has been requested. No indication shall be provided if the CCO initiates
an unrequested communications link.
Passenger audio communications between the trains and the CCF shall be carried by the radio
communications subsystem.
The intelligibility of passenger audio communication shall meet the requirements of the
applicable standard.

12.7 Passenger Information Displays (PIDs)

One, double sided passenger information display (PID) using suitable technology shall be
provided for each platform side. Additional displays might be required on the platform as
defined by client. The message content on each display shall provide passengers with
information on the destination and timing of each arriving train and shall provide special
messages to indicate out of service trains, System closure or failure. Normally, message
content shall be triggered by the train control system. The CCO shall be able to override the
automatic messaging at any station and select from a list of pre-configured messages.

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12.8 Video and Voice Recording Subsystems
The Contractor shall provide audio and video recording equipment as described below. The
Contractor shall provide a secure, controlled access area for the storage of recorded
information. Sufficient audio recording medium shall be provided such that recordings can be
retained for a period no less than thirty (30) days. The Contractor shall establish policies and
procedures for the access, storage, retrieval, release and destruction of recordings. Policies
and procedures shall be detailed in the Operations Manual.

12.8.1 Voice Recording System

An audio recording device shall be provided to record CCF incoming and outgoing audio
communications for up to 24 consecutive hours in a single recording. The recording device shall
be multi-channel, with the capability to record all CCF communications traffic, and shall include
one channel indicating date and time. The recording device shall be rated for continuous
operation. Recording of telephone and radio conversations shall conform to all applicable
national and local laws. A method for playback and listening to any selected track of the
recordings shall be provided. Playback shall not interrupt recording. A “hot” standby, or
redundant, recording device shall be provided. The System shall have the capability to
automatically switch to the “hot” stand-by in the event that the primary recording device fails.
Manual switching capability shall also be provided. A means shall be provided to quickly replay
the last 30-60 seconds of an emergency call received from a train.

12.8.2 Video Recording System

The Contractor shall supply and install video recorders at the CCF. Recorders shall be rated for
continuous duty operation. Recorded video shall include the superimposed camera location
identification, and the date and time of recording. Alternatively, video recorders may be
distributed across the stations and networked with the CCF via the CTS.
All cameras shall be continuously recorded at 4 x Common Intermediate Format (4 CIF)
resolution and at least 15 frames per second (fps) using high quality compression. Storage shall
be provided for at least 5 days recording.
A separate monitor and workstation shall be provided at the CCF to allow playback and archival
of recorded video.

13 Supervisory Control and Data Acquisition (SCADA)

13.1 Introduction
The Contractor shall provide an integrated hardware and software Supervisory Control and
Data Acquisition (SCADA) system. The SCADA system shall complement the ATC system and
the Communications system and provide all required monitoring and control functions not
provided by those systems. As a minimum it will control and/or monitor the following:
• Power Supply and Distribution subsystem
• Security Intrusion Monitors
• Escalator and Elevator status
• AFC tamper alarms
• Switch Beams
• Fire alarms.

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 SCADA hardware shall include servers and workstations at the CCF. The system shall be
interfaced to subsystem equipment at passenger stations and substations through Remote
Terminal Units (RTUs). Printers shall be provided at the CCF to produce hard copies of reports
generated by the SCADA system.
This SCADA hardware shall be sufficient in quantity and redundancy to meet operational and
System dependability requirements.

13.2 SCADA User Interface

The SCADA system user interface shall be based on a service proven application. System
Status Displays (SSD) shall have the capability of displaying at least the following:
• A representation of the track and station layout in a semi-geographical orientation
• The presence or absence of traction power in each segment of the track. This
indication of power shall be shown with either a color convention normally used for
electrical power, or one consistent with that of an integrated System Summary
Display
• The status of circuit breakers and switches in the power supply system: closed,
opened, or positioned for local control. The status indication shall include breakers
operated from the control room, at the substations, or from shut-off devices in the
stations or along the track
• The presence or absence of power at each primary feeder
• The presence or absence of backup power, where provided
• Summary level alarm information for all monitored systems.

13.3 Power Distribution Equipment

The SCADA system shall provide the ability to control the application and removal of power,
switch power and auxiliary power separately or in combinations for the entire System consistent
with the Power Supply and Distribution System (PS&D) design.
The following functions shall be provided:
• Remote trip/close control of all power circuit breakers at the at the traction power
voltage level (but not for circuit breakers supplying housekeeping power for
passenger stations, the guideway, or the OMSF and CCF)
• Remote open/close control of all motor-operated disconnect switches
• Monitoring of the open/closed status of all of the remotely controlled circuit
breakers and disconnect switches above
• Monitoring of equipment alarms including, but not limited to, overtemperature
alarms and bus-to-cubicle leakage current alarms
• Monitoring of protective trips
• Monitoring loss of control voltage and/or trip circuit voltage
• Monitoring of switchgear control voltages
• Monitoring of Uninteruptible Power Supply Units (UPS)
• Remote test and monitoring of any Automatic Assured Receptivity Units (AARUs)
or wayside energy storage
• Monitoring of the total traction current load at each substation.

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 As an additional safety feature, a master control shall permit all power rail power to be shut off
immediately with one switch or button actuation.

13.4 Security Equipment

The SCADA system shall provide the CCOs with the ability to monitor all security systems.
Summary level System status and alarm status shall be available. Security system monitoring
shall be coordinated with the Communications and ATC system design and shall include at
least the items listed in Section 13.1.

13.5 Other Monitored Equipment

The SCADA system shall provide the CCOs with the ability to monitor and control System
equipment that is not controlled by the ATC or Communication systems. Monitoring shall
include status and alarm conditions for the equipment.

13.6 SCADA Alarm Management

The SCADA system shall prioritize alarms being displayed and provide an ability to easily
distinguish and respond to alarms with immediate safety and security implications. Alarms shall
also include audible warnings where such warnings enhance System operations. The SCADA
system shall permit alteration of priorities and provide an ability to filter alarms based on
location, priority, and other criteria.
Occurrence of a SCADA alarm condition that requires acknowledgement shall be shown on
each base display. On the System summary display, the occurrence shall be shown graphically,
and shall be shown in text format if selected by the CCO. The CCO shall be able to view each
alarm or all alarms. The CCO shall be able to acknowledge one alarm, or all alarms, with a
single keystroke or pointer equivalent.

13.7 System Master Clock

The Contractor shall provide a System Master Clock to indicate accurate, reliable date and
time-of-day information to connected subsystems. The System Master Clock time shall be used
to synchronize date and time of day information, in all CCF equipment where such information
is required.

13.8 System Availability

The SCADA system shall operate 24 hours per day, seven days a week. Components that
pertain to safety or provide safety information shall contain checked-redundant or equivalent
elements with automatic on-line and frequent self-checking diagnostic features to detect failure
or loss of any safety function. Upon detection of such failure or loss of function, the diagnostic
feature shall notify the CCO by audible alarms and displayed message identifying the failure.

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14 Central Control Facility and Equipment

14.1 Central Control Facility (CCF)

The Contractor shall design and construct the Central Control Facility (CCF) and shall design,
supply, install, test and commission the subsystems and equipment there so that the Operation
and Maintenance of the System can be properly and efficiently monitored and controlled. At the
discretion of the Contractor, the CCF may be a single room or alternatively a main control room
with one or more associated equipment and /or storage rooms.
The CCF shall be located at or within the OMSF.
The CCF shall be sufficiently large to house:
• A main operating console with two Central Control Operator (CCO) positions
• ATS and any other ATC equipment and displays required at the CCF
• SCADA equipment and displays required at the CCF
• Communications equipment and displays required at the CCF (including CCTV
monitors)
• Position for a shift supervisor and spare seating for additional personnel
• Cabinets and / or shelves for storage of documents, storage media
• Desk space for paperwork
• Space for System expansion as contemplated in Section 3.6.

14.2 Architectural and Design Principles

The layout and design of the CCF shall reflect the following:
• Ergonomic principles / human factors design to conform to local labor codes and
regulations
• Raised flooring to permit underfloor cables
• Removable tiles with a surface suitable for computer room installation
• Finished floor to finished ceiling height of at least 3.0 m
• Controlled access doors
• Dimmer circuits to allow variation of allumination
• At least four separate lighting zones to permit customized settings
• Two operator positions are such that any function available to one is equally
available to the other
• Operators need to be able to communicate verbally
• No barriers between operators and supervisor
• Printers accessible to operators but housed in noise-suppression enclosures
• Bank of CCTV monitors elevated above desk level to facilitate viewing by
operators.

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14.3 Control Room Equipment Requirements

14.3.1 Radio System

Both operating positions in the Central Control Room shall have a control panel which permits
selection of any of the radio channels assigned to the System. Each of the panels shall indicate
the status of the radio system and state of the push-to-talk switch
All audio communication at each Console position - radio and telephone - shall be recorded by
recording equipment.

14.3.2 Telephone Equipment

Telephone sets provided for each of the operating positions of the CCR console shall be multi-
line and equipped with a display. These telephones shall provide memory dialing for contacting
emergency personnel with a single push-button and shall provide a visual indication of the
presence of calls in queue on its display.

14.3.3 CCTV Equipment

A basic monitoring complex shall contain, as a minimum, two monitors per station, located at
such a height and distance from the seated operators to provide reasonable detail in the
picture. One CCTV monitor shall be supplied for each operator position. The control of the
CCTV views on any monitor shall be possible from both operator positions. A recording and
playback facility, appropriate to the operational requirements, shall be provided.

14.3.4 PA Equipment
The PA control shall include the ability to address stations and the OMSF for CCO
announcements. This control shall be secondary to the local station control, which shall have
priority access to the PA system.
Access to the PA system shall be via administrative telephone sets. In addition, one master PA
console shall be provided to provide priority access to the PA system under emergency
conditions.

14.3.5 ATC Workstations

The console shall be equipped with ATC workstations upon which the operator can display the
current status of train operations. Alarms and status indications shall identify location and
nature. Interface control of each Visual Display Unit (VDU) shall be via pointing device and
keyboard.

14.3.6 Service Interruption

Facilities shall be incorporated, accessible from both operating positions to interrupt the service
on a segment of the alignment in the event that an incident is detected which places a
passenger in danger.

14.3.7 SCADA Workstations

From each SCADA workstation it shall be possible to control the supply of the traction power
and ac distribution power systems as well as monitor and control station E&M systems as
described in Section 13.

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15 Automatic Fare Collection (AFC)

The following section defined traditional system of fare collection. New technologies may be
specified at the discretion of the client.
Where new technologies are to be introduced, the Contractor shall ensure that the validation
program provides appropriate testing and validation methods to demonstrate suitability and
compliance to the reliability, availability, maintainability, and safety requirements.
The Automatic Fare Collection Subsystem shall be designed to function properly under the
environmental conditions specified in Section 6.1. Its design shall consider external
environmental influences, such as electrical power supply, temperature, humidity, lightning,
etc., together with its interface with other subsystems and “human factors”. The equipment shall
be ergonomically designed in order to promote ease of use for passengers and staff (operations
and maintenance). The design shall be adjusted to the anthropometric and demographic
profiles present in the area.
The proposed subsystem shall be based on single-use magnetic tickets or contactless radio
frequency (RF) tokens and multiple-ride, stored-value contactless smart cards (CSCs). Single-
ride tickets shall not be encoded prior to issue and shall be sold from either staffed booths at
the stations or ticket vending machines at the stations. The subsystem shall be a “closed”
system where each passenger shall be checked at two points (entrance and exit).

15.1 Automatic Fare Collection Equipment

Each passenger station shall be equipped with the following equipment:
• Single Direction and Reversible Gates
• Special Gate
• Ticket Vending Machines (TVM)
• Ticket Office Machines (TOM)
• Station Computer.
In addition to the station equipment, the following equipment shall be provided:
• Central Master Station (Central Processing Computer)
• Fare Tickets.
The equipment housings shall be designed for security, robustness, and extended life. They
shall be primarily of a metal construction and only where there is a specific requirement for
other materials shall an alternative be used. The carcass, housing and outside finishes of the
equipment shall be manufactured primarily of stainless steel.
AFC equipment quantities shall be provided in accordance with Section 15.1.7.

15.1.1 Single Direction, Reversible Fare Gates, and Special Gates

The single direction and reversible fare gates shall be designed to meet the goals of speed,
effectiveness, and reliability. Sensors within the gate shall be provided for fraud detection.

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Gates shall accommodate both single fare tickets and CSCs. If magnetic single fare tickets are
provided, a conventional ticket transport mechanism shall be provided within the gates to
accept and validate the paper single-ride tickets. If RF tokens are used for single fares, the
token shall be presented to the gate mounted CSC reader on entry and deposited into a slot on
exit gates to capture the token. CSCs shall be validated by an RF ‘target’ area located on the
top of the gates. The CSCs are ‘passed over’ the target in order to validate them and deduct
value as required.
In addition, every station shall be equipped with a manually released gate located adjacent to
the ticket booth. The minimum clear opening width of the gate shall be 1.1 m in order to allow
‘mobility impaired’ passengers unhindered passage. Opening of the gate will be controlled from
the ticket booth.

15.1.2 Ticket Transport Mechanism within Fare Gate

The fare gates shall include mechanisms to:
• Read data from the ticket to determine the ticket/cards validity
• Update new data to the ticket and verify new information
• Determine if the verification is successful at an entry gate and if so, return the card
to the passenger at an exit slot (for magnetic single-ride tickets only)
• Determine if insufficient fare is available at either an entry or exit gate and if so,
return the ticket to the passenger at the entry slot with an informational message
displayed informing them to go to the ticket booth (for magnetic single-ride tickets
only)
• Determine if sufficient fare is available at an exit gate and if so retain and store the
ticket or RF token in a ticket stack/magazine within the gate.
If the verification of a magnetic single ride tickets remains unsuccessful after different read/write
actions, the card shall be returned to the passenger with an information message displayed
informing them to go to the ticket booth (for paper single-ride tickets).
CSCs are not ‘inserted’ into the gates and are, therefore, never retained. Messages for CSCs
shall be as for the magnetic single-ride tickets.

15.1.3 Ticket Vending Machines (TVM)

The TVMs shall accept a selection of both coins and banknotes. They shall have the capability
to display a variety of zone maps and/or tables.
TVM’s shall issue single-use paper tickets valid for single journeys and may be configured to
issue a multiple number of single-ride paper tickets.

15.1.4 Ticket Office Machine (TOM)

The TOM shall consist of the following equipment:
• Ticket Reader/Encoder for Issuing/Updating Tickets
• Target for re-valuing CSCs
• Configured Cash Register
• Coded Cash Drawer with each Register
• Excess Fare Ticket Analyzer/Dispenser Subsystem
• Ticket Revalidating Mechanism.

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The ticket issuer shall only issue single-use, single-ride paper tickets and shall be based on a
standard ticket-encoder unit as fitted to the gates/ticket vending equipment. It shall be operated
by the Ticket Inspector’s keyboard and controlled by the station computer.

15.1.5 Station Computer Subsystem

The main functions of the Station Computer shall include:
• Receiving operating parameters, fare tables, and blocked list files from the Central
Processing Computer and distribute these to the equipment under its control
• Receiving traffic and sales transaction data from the equipment under its control
and transmit the data to the Central Processing Computer
• Monitoring the operation of fare gates and monitor the ‘fault status’ for loss of
communications, ticket jams, magazine full, and blocked list ticket use
• Monitoring the operation of TVMs and monitor the ‘fault status’ for loss of
communications, ticket jams, successive failures, empty ticket rolls, coin and note
vaults full, change-giving status, intrusion, and access by maintenance staff
• Monitoring the operation of TOMs and all machines for loss of communications
• Maintaining a log of alarms and events related to machine monitoring
• uploading alarms to the Central Processing Computer.

15.1.6 Central Processing Computer

The main functions of the Central Processing Computer subsystem shall include:
• Maintaining, updating and activating the list and identification of AFC equipment
• Maintaining, updating and distributing fare tables, blocked lists and other AFC
operating parameters
• Maintaining, updating and distributing the list of maintenance and operating staff
authorized to access AFC equipment and to hold, protect and distribute the
respective personal identification numbers (PIN) for access verification
• Receiving ticket-usage and ticket-sales transaction data from Station Computers
and updating the appropriate database accordingly
• Examining stored-value ticket usage transactions for possible inconsistencies and
fraudulent revaluation and generating appropriate blocked list entries
• Maintaining and updating a database for stored-value tickets with a separate
account for each ticket to monitor its remaining value
• Receiving equipment fault reports on passenger loads, ticket sales, and revenue
collected
• Generating daily, weekly, and monthly maintenance reports on equipment failures,
maintenance actions and equipment time lost
• Generating ad-hoc traffic and revenue reports based on user-selected criteria
• Synchronising the calendars and clocks with the Station Computers
• Controlling the start and end of the operating day for revenue and passenger
transaction data processing
• Providing auditing facilities to check and verify ticket sales and revenue data.

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 15.1.7 AFC Equipment Quantity Requirements
A sufficient quantity of TVMs and fare gates shall be provided to meet the following
requirements:
The maximum peak conditions at each station are as defined in
a) The AFC system shall be designed to support a passenger surge demand of 25 % above
these maximum peak conditions.
b) The TVMs shall be able to clear 95 % of transactions (including queuing time and average
transaction time) within three minutes under maximum peak conditions + 25 % (considering
expected utilization of the TVMs and various fare types).
c) Gates shall be able to clear 95% of transactions (including queuing and transaction times)
within 60 seconds under maximum peak conditions +25 %.
d) It shall be assumed that the TVM utilization rate shall be 30 %, that is, 30 % of all
passengers entering a station will require the purchase of one or more tickets/tokens from
the TVMs. The balance of the passengers will either hold a valid multi-ride CSC or have
their ticket/token purchased by another passenger.
e) The quantity of TVMs shall be sized so that AFC system performance criterion is met with
one TVM per station out of service.
f) An average TVM processing time of 40 seconds shall be assumed in the equipment
quantity calculations. Exit gates shall be assumed to process one passenger every second
and entry gates shall be assumed to process one person every two seconds on average.
g) There shall be one TOM per station.

15.2 Communication Subsystem

Two communication subsystems shall exist in the network, one at the station level and the other
at the connection with the Central Processing Computer. When communication problems arise,
an alarm shall be generated. The TVMs, TOMs and fare gates shall continue functioning
normally and collecting data, however no data shall be transferred. The data shall be stored in
the memory of the units and transferred after the link has been re-established.

15.3 Power Supplies

Every TVM and TOM unit shall be protected by an internal battery back-up that shall allow, as a
minimum, that the ongoing transaction can be finished. In addition, all AFC equipment shall be
backed-up from the station UPS equipment in accordance with Section 10.5.1.

16 Guideway Alignment

This section covers the design criteria for the alignment and related construction. All designs
provided under this specification shall comply with relevant international, regional, and local
codes and requirements.

The design and construction teams shall verify the deflections during design, fabrication,
installation, and system operation to minimize deviations from the alignment design and the
Rolling Stock specified tolerance limits.

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 There need to be feedback loops between construction and design teams to monitor
compliance or implement changes as needed.

16.1 Clearance Requirements

The guideway shall be designed and installed so that all non-system equipment and structures
always remain outside the vehicle clearance envelope, including structural deflections of
guideway beams. The worst-case conditions include, but are not limited to, suspension failures,
tire wear, construction and maintenance tolerances for Guide Beam surfaces, vehicle overhang
on curves and super elevations, or combinations thereof. The clearance distance to adjacent
structures, appurtenances, stations, or station platform doors shall include dimensional
variances in the structural member or appurtenance, construction tolerances from the designed
position, and the effects of chord construction techniques relative to a curved alignment. The
vehicle clearance envelope includes the space occupied by the dynamic outline of the transit
vehicle under worst-case conditions plus a running clearance plus a construction tolerance as
needed. The running clearance is a minimum of 100 mm to structural elements, 50 mm to
wayside equipment or walkway structures, or as required by the system supplier, or Client
requirements. The construction tolerance is a minimum of 50 mm to non-wayside equipment or
walkway structures.

16.2 Guideway Alignment

The guideway alignment is based on the alignment data given in Section 3.5.1 and the more
detailed references given in Section 27. Adjustments may be required and will be considered on
a case-by-case basis. When considering alterations to the alignment, primary consideration will
be given to safety, passenger comfort, aesthetics, and functional design.
The ride quality cited in Sections 9.6.3 is the cumulative result of vehicle dynamics, alignment
design criteria, construction tolerances, and maintenance tolerances. The following sections
provide the minimum design criteria for the alignment.

16.2.1 Horizontal Alignment

The horizontal alignment shall consist of tangents joined to circular curves by spiral transition
curves. In station areas, curved guideway beams should be avoided, unless allowed by System
Supplier. Spiral curves shall also be used to transition between compound curves. In station
areas, curved guideway is prohibited. The guideway shall become tangent 12 m prior to the
platform edge, preventing intrusion into the platform gap/envelope. Transition spirals are not
required in areas not in passenger service.
Circular curves shall be super elevated as described in Section 20.3.1., unless prohibited by
lateral clearances or switch locations. Curve radii and spiral lengths shall be adjusted to allow
the highest speed possible, and maximum super elevation applied, consistent with other
requirements. The preferred minimum Mainline radius shall be 90 m, however in especially
difficult situations this minimum radius may be reduced. Spiral transitions shall be used at the
entrances and exits of all Mainline circular curves. Spiral length shall limit lateral jerk to the
requirements of Section 20.3.1.

16.2.2 Vertical Alignment

Vertical alignment shall consist of tangents joined by equal tangent parabolic curves having a
constant rate of change of grade. The maximum grade is 6.0% on the Mainline. The maximum
grade through stations areas is 0.5 %.

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 Vertical curves shall be designed to limit the total vertical component of forces as described in
Section 20.3.1.
A minimum vertical clearance of 5.5 m shall be maintained between all points on the to-be-
constructed guideway superstructure and all streets, highways, and shoulders below or as
indicated by local authorities having jurisdiction.

16.2.3 Alignment Aesthetics

Unless otherwise agreed with the Client, the following provisions shall apply:
To avoid the appearance of kinks, the minimum length of circular curves at the end of long
tangents shall satisfy the following formula:
Length of Curve (m) > Radius of Curve (m) / 11.5.
The longer radius of a compound curve shall not be more than 50% greater than the shorter
radius. Broken-back curves (any pair of circular curves in the same direction, without spiral
transitions) shall be separated by a tangent not shorter than 305 m. Except in locations where
train speed and structural/material considerations require, or as approved by the client, longer-
radius curves or compound curves shall be used instead of broken-back curves. Broken-back
vertical curves and short horizontal curves at sags and crests of vertical curves shall not be
used unless approved by the client.

16.2.4 Pier Placement

Pier (or column) placement will be restricted by such factors as clearances to roadways, sight
distances, street and lane widths, medians, driveways, curb cuts, existing and proposed
building facades, and underground utilities. Typical standard span lengths may range from 24 –
36 m; however, the Contractor shall examine the proposed alignment to determine locations
where shorter or longer spans may be required. Certain locations may dictate combining
guideway support with other structures. It shall be the Contractor's responsibility to identify pier
locations and coordinate with all affected parties.

16.3 Miscellaneous Topics

The Contractor shall consider and present explanations of the following at a design review:
• Urban Design Factors
• Pier Spacing, Location and Size Constraints
• Traffic Signals, Graphics and Signage
• Streets and Highways
• Sight Distance Criteria
• Traffic Control
• Pedestrian Circulation
• Utilities
• Environmental Compliance/Advantages.

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17 Guideway Elements and Equipment

This section provides the requirements for the design, supply, installation and / or construction
of guideway elements and equipment to be provided by the Contractor. Other guideway
requirements relating in particular to the alignment are described in Section 16 and relating to
the structural requirements in Section 20.
The Contractor shall ensure that:
• Guideway elements, guideway equipment and vehicle loads do not overstress the
guideway structure and foundations
• All Contractor-provided guideway structures and equipment shall be correctly
designed for their functions and structural loads
• All design for the guideway structure and equipment and elements shall be
properly coordinated
• Construction and installation shall be undertaken efficiently.
The guideway equipment shall not impede necessary access to the guideway, other guideway
equipment or the emergency walkway.
To the extent possible, and in accordance with safety and operational requirements, guideway
elements and equipment that requires testing, servicing, adjusting, removal, replacement, or
repair shall be designed for accessibility by:
• Locating items requiring visual inspection so that they can be directly viewed
without removal of obstacles or other components
• Locating components requiring maintenance in such a manner as to provide direct
access without removal of other components.
The design and installation techniques used for guideway-mounted equipment shall allow for
field adjustments necessary to maintain the proper tolerances for System performance.

17.1 Guideway Structural Criteria

The guideway elements and equipment shall be designed to the structural requirements in
Section 20.

17.2 End-of-Line Over-travel Buffer

The end-of-line over-travel buffer shall be designed to withstand a collision of the maximum
length train with the end-of-track over-travel protection device (buffer) at the maximum impact
speed attainable at the buffer in Recovery Manual Mode (RMM). Such a collision shall cause
only cosmetic or readily repairable damage to the train. This requirement shall be met under
any realistic loading condition expected at that location on the alignment.
The vehicle/train, under any possible loading condition or train configuration, including pushing
or towing another train or being pushed or towed by another train shall not leave the guideway
during collision with the over-travel protection device for speeds at which the train can be driven
in Recovery Manual Mode (RMM)
In the OMSF, means shall be provided at every guideway terminus to stop and retain one AW0-
loaded ultimate-length train traveling at the maximum speed at which a train can be manually
operated in the OMSF.

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17.3 Wayside Equipment
The Contractor shall provide any required cable trays, wireways, conduits and equipment
enclosures to be mounted along the guideway for power distribution, command, control and
communication, or other subsystems.

17.4 Guideway Switches

Guideway switches shall be provided and installed by the Contractor to enable the System to
operate as required in

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System Operating Criteria. Switches also are required in conjunction with the operation of the
OMSF. The Contractor shall submit proposed switch locations and switch operations, reliability
and design information for review and approval in accordance with Section 26.

17.4.1 General Switching Requirements

Switching shall be performed by in-guideway equipment.
It shall be possible to operate trains through all switches in either travel direction.
Switch running and guidance surfaces shall conform to the requirements in Section 20.3.1.
Spiral transitions are not mandatory for switches provided that the reliability and ride comfort
requirements are met. Speed reduction is permissible while traversing switches, provided travel
time requirements are satisfied.
Switch status indication shall be provided at the CCF for all switches in the System.
Switch operation, including speed of movement and reliability, shall meet the System
operational and service availability requirements. The Contractor shall provide switches that
permit System operation in all environmental conditions of

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 System Environmental Design Criteria.

17.4.2 Switch Mechanisms and Interlocks

The required functionality for the ATP system and the switch control system to ensure safe
System operation is described in Section 0. The design of the switch control system shall be in
accordance with the safety principles of Section 0.
Switches that operate during any of the System’s operating modes or during the transition
between two operating modes shall be automatic and subject to the ATP requirements of
Section 0 Power-actuated switch mechanisms shall be designed so that any noise they produce
is not intrusive, and is within the limits for wayside noise defined in Section 6.3.1.

17.5 Aesthetics, Protection and Drainage

Guideway equipment, walkways, conduits, wiring, signage, and other items along the guideway
shall be designed and installed to present a visually appealing, non-cluttered appearance. Such
equipment shall, to the maximum extent possible, be hidden from view from below and along
the sides of the guideway and shall be designed to match the guideway aesthetically.
Guideway equipment designs shall minimize surface joint conditions. Connections shall be
detailed to minimize the accumulation of water and debris. Surfaces shall be caulked with an
appropriate and compatible material to seal out moisture and air. Round or tube-type steel
sections with continuous seal welds shall be used instead of channel or wide flange sections
whenever possible and economically feasible. Edges of steel members shall be rounded to a
1.5 mm radius curve or greater.
Guideway equipment that requires painting for corrosion or other protection, or for aesthetic
reasons, shall be painted a color that harmonizes with the guideway. Nuts, bolts, washers,
screws, and connectors shall be corrosion protected. Dissimilar metals shall be insulated to
avoid galvanic corrosion. Galvanized concrete inserts need to be made compatible with the
threads of bolts furnished by other suppliers, to allow for early testing of the interface.
Guideway equipment shall allow moisture to drain from its surfaces and shall not impede or
restrict the drainage flow patterns established in the basic design of the guideway.
Corrosion protection systems such as hot-dip galvanization, metalizing, zinc flake coating, and
others, can be considered once appropriate testing confirms the durability of the components,
like as salt spray tests or others.

17.6 Emergency Walkway

The Contractor shall design, provide, and install an emergency walkway along the entire length
of the guideway compliant with International Transportation Fire Codes requirements.
Deviations need to be approved by the Owner / Operator and Civil Defense / Fire Departments
with jurisdiction over the system, if applicable.
Access to stations and other egress points shall be controlled. The emergency walkway shall
be insulated from power rails and other guideway power and shall not present an electrical
safety hazard. The walkway shall not intrude into the vehicle/train dynamic envelope.
An emergency evacuation path shall be provided at switch areas and other guideway elements
that could act as barriers. Walkways where users are exposed to a hazard of falling 1.2 m or
more shall be equipped with guardrail on each side of the walkway where the hazard of falling
exists.

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 A walkway without a handrail shall be at least 1,120 mm wide; one with a handrail shall be at
least 700 mm wide. Walkways where users are exposed to a hazard of falling 1.2 m or more
shall be equipped with guardrail on each side of the walkway where the hazard of falling exists.
The dynamic outline of vehicles operating along the adjacent guideway(s) shall leave a clear
width above the emergency walkway of at least 610 mm measured at a point 2 m above the
walking surface. The walkway shall not be higher than the vehicle floor threshold plus 25 mm,
or more than 1.2 m below the vehicle floor threshold under both normal and worst-case vehicle
suspension failure conditions. During the design process efforts shall be made to reduce the
vehicle floor to top of walkway distance or provide means of evacuation. The gap between the
vehicle emergency door threshold and the emergency walkway shall be minimized while
accommodating the vehicle clearance envelope. The minimum clearance required from the
vehicle dynamic envelope to the walkway structure shall be no less than 50 mm.
The emergency walkway shall provide visual indications to passengers on the walkway defining
the location of the walkway edge adjacent to the guideway and directing passengers to the
nearest evacuation point. Emergency lighting shall be provided by the Contractor. The egress
route shall have a level of illumination of no less than 2.7 lux.

17.7 Signage
The Contractor shall provide all signage along the guideway for the following functions:
• Emergency evacuation safety and information
• Other passenger and O&M personnel safety and warning
• Maintenance and manual vehicle operation, such as power zone and ATC block
boundaries (if used), station stopping points and switch zones.
Proposed signage shall be submitted to the Client for approval in accordance with the Data
Submittal Schedule.

17.8 Expansion Joints

The expansion joints are one of the most critical components of the civil guideway, because of
the dynamic impacts and wear from the friction of the rolling stock. Any equipment or hardware
which is mounted to the guideway, and which is typically under cyclic loading must be installed
in such a manner as to ensure that all fasteners are correctly pretensioned and that mounting
interface surfaces are sufficiently flat to avoid any loss of fastener preload.
The design documents need to specify fabrication tolerance and flatness criteria of the base
and finger plates, an assembly tolerance after installation on-site, as well as consider the
presence of surface protection.
Depending on the type of structural concept, the side movement of top expansion joints needs
to be considered in the design of the finger plates, avoiding the risk of lateral loads on fingers if
they have not been designed to take such loads.
When using carbon steel for the expansion joints, the surface treatment shall be hot dip
galvanized, or other systems to achieve the specified usable life. It’s recommended to study the
effect of wear on the top plate due to the rolling stock to assure the durability of this plate
without corrosion.
Base plates need to incorporate burp holes to ensure that there are no voids under them when
the structure is concreted, creating issues during operations.

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The corrosion protection of the bolts of the expansion joints needs to be addressed. There
needs to be a study of the fixation that indicates the method to reach the pretension force
required to ensure the long-term fatigue life of the joint bolt. Depending on the surface
protection, the study needs to analyze the impact of the surface treatment on the torque of
bolts. Fatigue studies and testing of the bolts and assemblies are necessary because of the
repetitive efforts.

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18 Stations and Station Equipment

The Contractor shall design and construct passenger stations and design and provide all
station-related equipment necessary for passenger handling and for train operations at stations
in accordance with applicable international, national, and local codes and standards.
The Contractor’s design shall meet the following design objectives:
• Station site layouts shall be designated to facilitate convenient, direct, and safe
access to station entrances
• Urban design factors shall be taken into account. Station designs shall balance
architectural treatments and other aesthetic considerations with structural
efficiency
• Station site layouts shall be designed to be responsive to the physical character of
specific locations and shall minimize negative impacts on adjacent structures and
land uses
• Stations shall have a consistent, System-wide design with an identifiable image.
Functional similarity shall be maintained. System components are to be used in a
consistent manner to provide legibility and functional clarity
• Station design shall provide clear patron circulation and ease of movement within
the station
• Stations shall present an inviting physical and visual environment for patrons while
ensuring the station materials and construction assemblies are durable, low
maintenance, and vandal-resistant
• Public areas exposed to the elements shall provide areas of protection while
maintaining a high degree of openness for visual security and natural ventilation
• The Contractor shall provide:
• Station finishing and entrance/ancillary structures, including mechanical,
ventilation as applicable, electrical and lighting system
• Elevators and escalators System-side
• AFC equipment System-wide
• Signage and graphics System-wide.
The Contractor shall be responsible for all necessary coordination required for design and
construction, including station design approval.

18.1 Station and Platform Sizing

The stations shall as a minimum be able to accommodate the System configuration, capacities
and operations specified in Section 3.5. In particular, stations shall be sized to meet the station
maximum boarding and alighting requirement in Table 3-3 and Table 3-4. Platform lengths shall
as a minimum be long enough for the maximum train length required by the requirements of
Section 3.5.
Station and platform sizing shall conform to a suitable international standard as well as
applicable local codes.
Stations and platforms shall be expandable to meet the System expandability considerations in
Section 3.6.

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18.2 Station Components and Equipment
The Contractor shall design, furnish, and install station components and equipment as set forth
in this section to meet the System service and operation requirements in Section 50.

18.2.1 Station Platform Edge Safety

The Contractor shall design, furnish, and install, test and commission all platform edge safety
devices as required by this section.

18.2.1.1 General
This section sets out the requirements for the station platform safety systems. These systems
protect passengers on a platform against the hazards of moving trains. They include a Platform
Screen Door/Barrier System.
For all stations, the Contractor shall design, supply, and construct a Platform Screen
Door/Barrier System (PSDS) along the length of each platform edge. This system shall isolate
the platform from the guideway and shall provide a barrier against passenger access to the
guideway when a train is not stopped at the station. The system shall include automatically
controlled platform sliding doors, emergency platform doors as required, and emergency
walkway access doors/gates.
A means shall be provided to allow egress from a misaligned train onto the station platform.
Where auxiliary egress doors or gates are used, a latching mechanism shall be provided on the
guideway side to allow passengers to exit onto the platform.

18.2.2 Platform Screen Door/Barrier System

18.2.2.1 Safety and Performance Requirements

Passenger safety shall be the prime consideration in the design and construction of the
Platform Screen Door/Barrier System (PSDS). In particular, automatic door control and
monitoring shall operate in a safety critical manner.

When a train is stopped at a platform, the platform sliding doors/gates and the corresponding
train doors shall automatically open, under the control of the ATC system or other SIL 4 (Safety
Integrity Level 4), only if the train doors are properly aligned with the platform doors/gates. The
acceptable stopping point tolerance within which the platform and vehicle doors may be
automatically opened shall be +/- 0.8 m. The platform sliding door opening width shall take this
stopping accuracy into account, to ensure a clear opening width is large enough to
accommodate a wheelchair, when the vehicle stops and opens its doors at the stations. The
target stopping accuracy of +/- 0.25 m shall be achieved for 99.0 % of all station stops. The gap
between the platform doors and the vehicle doors shall be less or equal to 130 mm to ensure
that no person is trapped as the doors are closed.

If an arriving train is of a size less than the maximum train consist for which the screen
door/gate system is designed, only those platform sliding doors opposite corresponding vehicle
doors shall automatically open.
All platform sliding doors/gates and auxiliary egress doors shall be verified by the ATC system,
in a safety critical manner, to be closed and locked before a train may be allowed to leave a
station under automatic control.
A platform sliding door/gate may not open automatically unless a corresponding vehicle door is
present.

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The closed and locked status of all platform doors/gates shall be continuously monitored by the
ATC system. If either of these signals is not present, the ATC system shall immediately and
automatically stop all train movement on the track adjacent to the platform, and an alarm shall
be triggered at the CCF.
The platform sliding doors/gates shall not exert a closing force greater than 156 N and a closing
kinetic energy greater than 9.5 J. The opening and closing speeds shall conform to the vehicle
door speeds within +/-20 % and the opening/closing speeds of each door set shall be capable
of individual adjustment.
The platform sliding doors/gates shall include an obstacle detection system that conforms to the
same requirements as for the vehicle doors in accordance with Section 9.10. If an obstacle is
detected by a platform sliding door/gate, the corresponding vehicle door shall also re-open. If
an obstacle is detected by a vehicle door, the corresponding platform sliding door/gate shall
also re-open.
In the event of a power failure, all platform sliding doors/gates shall operate with power from the
UPS system under normal operating mode for a minimum of one hour.
For each platform sliding door/gate set, a three-position key switch shall be installed into the
platform screen adjacent to the door or inside the mechanism enclosure above the door. The
key switch shall function as follows:
• The centre position shall be the normal position for automatic control
• In the left position, the key shall be removable and the door/gate set shall remain
closed, locked and inoperative ("locked-out") with no effect on the operation of the
other door sets on that platform side
• In the right position, the key shall not be removable and the door/gate set shall
open and remain open as long as the key switch remains in that position.
The Contractor shall install a local control panel for each platform side (two per station). The
panel shall be installed on the platform in such a fashion so as to allow a technician at the panel
to view the corresponding door/gate sets. The panel shall include a local/remote key switch.
When in the local position, an alarm shall be triggered at the CCF indicating that the doors are
under local control. As a minimum, the following panel functions shall be available:
• Open/close selected door/gate sets
• Override lack of close/lock signal from doors/gates (to allow train operations to
continue following a door failure)
• Lamps showing the status of the door/gates closed/locked/open/override signals.
As an alternative to the above-described local control panel, the Contractor may install an
individual override switch, and status lamps, inside the mechanism enclosure above each
door/gate.
On the track side of each platform sliding door/gate set, means shall be provided for
passengers to manually unlock and open the door so as to gain access to the platform.
It shall be possible for authorized persons on the platform side to manually open the
doors/gates, using a key.
It shall be possible for passengers on the track side of the PSDS to manually unlock and open
any emergency platform door or emergency walkway access door. It shall be possible for
authorized persons on the platform side of the PSDS to unlock and open these doors using a
key.

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All platform emergency doors/gates and emergency walkway access doors/gates shall be
monitored at the CCF. An alarm shall be triggered at any time one of these doors is opened.

18.2.2.2 PSDS Design Requirements

Each PSDS installation shall provide a suitable height barrier along the length of the platform
and shall be positioned in accordance with the typical station reference drawings, not shorter
than 1100 mm. At the extreme ends of the platform, the PSDS shall include returns of sufficient
length and height to close the gap between the platform edge and the station end walls/barrier
or railings.
Each PSDS installation shall include a sufficient number of platform sliding door/gate sets (one
set per train door) to accommodate the maximum length train. The PSDS system shall
accommodate future expansion of the System envisioned in Sections 3.6 and 18.1 This
typically means supply and installation of sliding and emergency doors along the length of the
platform, but equipping (door/gate operator, etc.) only on the doors that would be active in the
initial System. Each platform sliding door/gate set shall have an opening width at least as large
as a vehicle door set. The platform sliding doors/gates shall be positioned sufficiently close to
the platform edge to ensure that no person could be trapped between a vehicle and the doors
when the doors are closed.
The Contractor shall make provisions for evacuating passengers from a train that has stopped
at any point along the platform outside of the normal stopping range. If necessary, emergency
platform doors/gates shall be installed between adjacent platform sliding door sets and/or at
other locations along the platform edge. Doors/gates shall also be installed in the PSDS returns
to allow for access to the emergency walkway.
The PSDS shall be constructed of robust, low maintenance and easily cleaned sections,
stiffened horizontally and suitable for local environmental conditions.
The platform sliding doors shall be supported on an overhead track or be self-supporting. The
overhead track (if used), and mechanism shall be protected from the elements by fixed fascia
panels on the track, top and bottom sides. Lockable, hinged fascia panels shall be installed on
the platform side for access for servicing and maintenance.
The door threshold shall be flush with the platform floor finished surface. The thresholds shall
be long wearing, non-skid and readily cleanable. The Contractor shall coordinate all the
interfaces to ensure that provisions for the thresholds (e. g. blockouts, drainage, etc.) are made
in the design of the stations.
The screens and doors/gates shall withstand at least a cyclic pressure of +/- 500 N/m2.
The screens and doors/gates shall withstand a crowd pressure applied at 1 m above floor level
of 500 N / linear meter of PSDS door width without deterioration, and of 1,500 N / linear meter
without rupture.
The Contractor shall coordinate the grounding/insulating interfaces.
The design and construction of the platform sliding doors/gates shall enable regular, reliable
operation to be achieved for at least 25 years.
It shall be possible to carry out most preventive maintenance operations with the doors/gates in
place.

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18.2.3 Station and End Emergency Doors
There shall be door(s) at each end of each station platform for access from the guideway
emergency walkway. Doors shall be durable and low maintenance. The platform end doors
shall have both local and remote alarms. Provision for key de-activation of the local alarm by
authorized personnel after clearance from the CCF shall be provided.

It shall be possible for authorized personnel possessing the appropriate key to open the
platform end doors. Passengers shall be able to open the end doors from the emergency
walkway by means of an emergency release mechanism located on the door.
Platform end doors shall be self-closing and latching so that they cannot be inadvertently left
open.
Station platform edge doors shall be located along each edge of the station platforms, including
active passenger access doors and passive emergency egress doors. Except for normal
passenger access to the monorail trains, opening any station platform edge door shall result in
an alarm being sent to the CCF. If any platform edge door is unlocked and/or open without
CCO authorization, trains shall be prohibited from entering or leaving that station. If any such
door is unlocked without CCO authorization after a train has entered the station area, the train
shall stop immediately using emergency brakes. Resetting of the emergency brakes by CCO
shall be permitted only after positive confirmation from security personnel.

18.2.4 Blue Light Station / Emergency Guideway Power Shut-Off Switch

A Blue Light Station for emergency guideway power shut-off shall be located adjacent to each
platform emergency door zone as required by NFPA-130. A service telephone shall be located
next to this switch in a weather- and vandal-resistant enclosure.
All exposed surfaces on the emergency guideway power shut-off switch shall be weather- and
corrosion-resistant, and designed, furnished, and installed by the Contractor.

18.2.5 Station Passenger Information

The Contractor shall provide static station signage, and a public address system capable of
generating automatic audio announcements of train arrival/departure. These signs and audio
announcement subsystems shall provide sufficient visual and audible information to passengers
to guide them in the correct and efficient use of the System.
The Contractor shall prepare a signage and graphics plan (excluding advertising) and submit it
to the Client for information.

18.2.5.1 Station Signage

All signs in public and non-public areas of each station including emergency instructions and
others required by this shall be provided by the Contractor.
Signage shall be provided for the following:
• Station identification (at entrances)
• Fare paid zones
• Patron routes to.platforms
• Station identification (platforms)
• System use instructions
• System Map

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 • Services (e.g., public and emergency telephones, toilets, etc.)
• Elevator/escalator/stair directives
• Exit routes
• Emergency routes
• Handicapped routes
• No smoking
• Entry/use restrictions
• Emergency equipment.
Signage requirements at station sites will vary and will be determined by neighboring facilities,
surrounding traffic patterns and uses.

18.2.5.2 Station Arrival/Departure Announcements

The Contractor shall supply and install station platform audio announcement devices that signal
the arrival and departure of trains. The arrival announcement shall sound approximately ten
(10) seconds before a train is expected to stop at a station. The departure announcement shall
precede the train door closing by approximately four (4) seconds. Each platform side shall have
a unique message to differentiate it from the opposite side and to indicate the direction of the
train arriving or departing.

18.2.5.3 Station Dynamic Signs

A system of dynamic Passenger Information (PI) station signs shall be designed, furnished, and
installed by the Contractor in each of the passenger stations. The Contractor shall also be
responsible for all interfaces with the ATC, Communications or other systems required to
achieve proper operation of the dynamic signs. The displays shall use LCD wide screen display
technology or other display technology approved by the Client with a ruggedized enclosure that
is suitable for the transit environment. The displays shall support multi-frame views of motion
video clips, text-based passenger information, and dynamic text or graphics based commercial
advertising.
All dynamic station signs shall be furnished and installed to provide legible and understandable
messages to passengers. A minimum of one (1), double sided passenger information display
shall be provided for each platform edge, located halfway along each platform, and
perpendicular to the platform edge. One (1) single sided passenger information display shall be
provided for each concourse area. Displays shall feature suitable size, resolution, and
performance characteristics for displaying a minimum of three (3) rows of fifteen (15)
characters. Display controllers and media players shall be provided to meet the functionality
defined herein.
The PI displays shall mimic and be synchronized with the automatic and manually triggered PA
messages as described within Section 12.1. The message content on each display shall
provide passengers with information on the destination of each arriving train and shall provide
special messages to indicate out of service trains, System closure or failure. Normally,
message content shall be triggered by the ATS. CCOs shall be able to override the automatic
messaging at any station and select from a list of pre-configured messages.

Messages displayed initially by the dynamic signs shall include all initial System operating
modes and operating and station status conditions.
The station PI dynamic sign messages shall include, but not be limited to:

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 • The direction and major destination(s) served by each train
• The time until the next train arrival on a platform
• Train out of service or going out of service
• Clock time
• Special instructions
• Advertising.
The concourse dynamic sign messages shall include, but not be limited to:
• The general status of the System (e.g. open, closed, closing in a number of
minutes, or delayed services in either direction)
• The status of the station
• The status of other stations (e.g. closed)
• Clock time
• Special instructions
• Advertising.
The dynamic sign subsystem shall include the following equipment:
• Sign units comprised of LCD elements or other display technology selected by the
Client.
• All necessary electronic interfaces
• Sign housings and mountings as approved by the Client, including any associated
static messages
• All control and power wiring necessary for system operation
• System design, software, fabrication, installation, test, check-out ,and
demonstration.
The design of the signs and their messages shall be included in the Signage and Graphic Plan
submitted to the Client for information in accordance with the Data Submittal Schedule.

18.2.6 Public Address System

The Contractor shall design, furnish, and install the public address system of Section 12.5. The
public address system speakers shall be attached to and integrated within canopies or finish
installations.

18.2.7 CCTV System

The Contractor shall design, furnish, and install the CCTV equipment for video surveillance as
described in Section 12.3. The CCTV cameras shall be attached to and integrated within
canopies or finish installations.

18.2.8 Emergency Telephones

The Contractor shall design, furnish, and install the emergency telephones described in Section
12.4. The emergency telephones in station areas shall be attached to and integrated within
station walls or finish installations or in stainless steel, vandal- and weather-resistant boxes.
The Contractor shall furnish and install all conduit, wiring and connections for emergency
telephones.

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 18.2.9 Fire/Smoke Detectors and Alarms
The Contractor shall design, furnish, and install a fire/smoke detection and alarm system in
each enclosed area of each station, including equipment rooms. Within public areas of each
station, fire/smoke detectors and alarms shall be attached to and integrated within canopies or
finish installations. The Contractor shall furnish and install all conduit, wiring and connections
for fire/smoke detection and alarm components in stations.

18.2.10 Door Alarms and Security Equipment

All doors between public and non-public areas shall have locks meeting the requirements of
Section 7.2 Intrusion alarms shall be provided by the Contractor in accordance with Section 7.2.
All exterior doors and normal public entrance gates shall have such locks and alarms.

18.2.11 Station UPS Equipment

The Contractor shall design, furnish, and install the station Uninterruptible Power Supply (UPS)
equipment and components specified in Section 10.6.

18.2.12 Fire Management System and Panel

The Contractor shall design, furnish, and install a fire management system and panel at each
station in accordance with the local fire regulations. This fire management system and panel
shall meet the requirements of Section 0. The fire management panel shall be located at the
ground level, adjacent to station egress or access point as coordinated with the local fire
officials. It shall be attached to and integrated within the wall or finish installations of the station.

18.3 Equipment Room and Enclosure Criteria

18.3.1 Communications Room

The communications equipment and racks specified in Section 12 shall be housed in in
accordance with a Communication Equipment Plan.

18.3.2 Station Substation

The station substation and associated electrical power supply and distribution equipment,
specified in Section 10 shall be located in the electrical equipment room in each passenger
station or in accordance with a Power Supply & Distribution Plan.

18.3.3 UPS Equipment

The UPS equipment shall be located in the electrical equipment room in each passenger
station.

18.3.4 Wayside Controls Equipment and Enclosures

The wayside controls, racks, enclosures, and other related equipment shall be located in the
electrical equipment room in each passenger station.

18.3.5 Elevators and Escalators

Locations at the stations shall be provided to house the elevator and escalator equipment.
These areas (rooms) shall comply with the requirements of the elevator/escalator equipment
manufacturer and meet the applicable codes and standards.

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18.4 Electrical and Lighting Components
The Contractor shall design, furnish, and install the electrical and lighting components for non-
public areas and rooms and for public areas of each station to meet the following requirements
in Section 18.4.1.

18.4.1 Lighting

18.4.1.1 Non-Public Areas

The minimum levels of lighting that shall be provided in non-public areas are shown in Table
18-1

Table 18-1 Minimum Levels of Illumination in Non-Public Areas

Area Average
Illumination (lux)

Station Substation Rooms 215

Communications/Wayside Control Rooms 270

Elevator Machine Rooms 215

Other Ancillary Rooms 215

18.4.1.2 Public Areas

The Contractor shall provide sufficient lighting, including power feed and panel boards, in all
public areas to comply with the applicable codes and standards.

18.4.2 Emergency Lighting

An emergency lighting system, powered by the UPS, shall be provided by the Contractor. This
system shall provide the applicable emergency lighting levels in accordance with NFPA 130 to
all public areas of the passenger stations in the event of a failure to the primary electrical
system.

18.4.3 Housekeeping Electrical Power

The Contractor shall design, furnish, and install the electrical power components necessary to
operate and maintain the passenger stations.

18.5 Mechanical Components

The Contractor shall design, furnish and install all passenger station mechanical components
as defined in the following subsections 18.5.1, 18.5.2, 18.5.3, 18.5.4, 18.5.5, 18.5.6, 18.5.7,
18.5.9 and in accordance with international, national and local codes and standards.

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18.5.1 Drainage
A passenger station drainage system shall be designed, furnished, and installed by the
Contractor to protect passengers and equipment from precipitation.

18.5.2 Water Supply

Water supply lines shall be designed, furnished, and installed by the Contractor.

18.5.3 Standpipes
Standpipes, as required to comply with the applicable codes and standards, shall be designed
furnished and installed by the Contractor. This design shall be coordinated with the design of
the fire detection system.

18.5.4 Mechanical Ventilation and Air Conditioning

Mechanical ventilation and heating or air conditioning shall be considered for the public and
staff areas of the passenger stations. Factors influencing the decision and design shall include
local climatic conditions, location of the station (elevated, at-grade or underground) and whether
full height or medium height platform screen doors are selected (see section 18.2.1.1).
Mechanical ventilation and heating or air conditioning equipment necessary to maintain the
operating environment for components of the System, shall be designed, furnished, and
installed by the Contractor.

18.5.5 Landscaping
Landscaping damaged during construction of the System or the location of which interferes with
the operation of the System shall be replaced and/or relocated in kind.

18.5.6 Escalators
Escalators, including cladding, when required, can be provided at each of the passenger
stations. For centre platforms, two escalators may be furnished to to provide vertical access
between each station level. If escalators are present, side platform stations may be equipped
with two escalators per platform per station level. Therefore, for stations with two levels (ground
and platform levels), there might be two escalators for a centre platform station and four for a
side platform station. For stations with three levels (ground, mezzanine, and platform levels),
there might be four escalators for centre platform stations and eight escalators for side platform
stations.

18.5.7 Elevators
Elevators, including the interior and exterior finishes, shall be provided at each of the passenger
stations. One elevator shall be supplied at each centre platform station to provide vertical
access between different station levels. Side platform stations shall be equipped with one
elevator per platform, two per station.

18.5.8 Toilet Facilities

Public toilet facilities when required, can be provided in stations, with number of fixtures
selected according to predicted use and demographics, following the station boarding and
alighting pattern of Section 3.5.4. If public toilets are provided, the toilets shall contain
accessible toilets and infant change tables.

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 18.5.9 Station Canopy
Each station shall be provided with a weather protection canopy for all areas accessible to
patrons while in the station. The Contractor’s design shall meet the following objectives:
• Lightweight, durable, and low maintenance materials
• Easily adaptable to each station condition
• Be visually interesting and distinctive; the canopies are a key element in providing
a consistent, identifiable System-wide image.

19 Operations, Maintenance and Storage Facility (OSMF) and Equipment

This section addresses the requirements for the Operations, Maintenance and Storage Facility
(OMSF) and equipment. The OMSF shall be designed, constructed and equipped by the
Contractor to facilitate the maintenance of the System and the storage of the Total Fleet as
specified in Section 3.5.3. Spare equipment, parts and consumables shall be supplied and
stored at the OMSF, which shall be the location of all on-site repair and maintenance required
by the train fleet and other System facilities and equipment. Provisions shall be made for all
functions and areas required by this section.
Maintenance equipment shall be provided by the Contractor for inventory control, maintenance
scheduling, maintenance management information processing, servicing, cleaning, inspection,
troubleshooting and repair of all System equipment. Equipment need not be supplied for
maintenance tasks to be done by off-site Contractors or workshops. This shall include all
maintenance of computer systems, test equipment, equipment test fixtures, and standard and
special tools. In addition, the Contractor shall provide equipment for inventory storage and
handling of all materials and spare parts.
System maintenance shall be carried out in accordance with the Contractor’s Maintenance Plan
and Maintenance Manuals.

19.1 Functional Requirements

The functions of the OMSF are associated with train storage and System maintenance.

19.1.1 Train Storage and Operations Interface

Trains may be stored at station locations or in the OMSF when not required for service. Trains
shall normally be stored in the automatic mode so that it is not necessary to initiate automatic
operation before entry into service. Prior to the beginning of daily operations, or when additional
trains are needed for operations, the trains shall be entered into service automatically from
online storage in stations or from the automatic storage bays in the OMSF. This procedure shall
not require intervention from personnel on board the train. There shall be a transition zone
between the automatic storage yard and the maintenance building, where manual operation is
mandatory. Trains leaving the automated yard in UTO shall stop in the transition zone. Here a
train operator shall board the train and drive it in RMM into the maintenance building. Trains
leaving the maintenance building shall be driven in RMM into the transition zone, where the
train operator shall alight. The train shall then be authorized to enter UTO and move into the
automatic storage yard.

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All trains leaving the OMSF shall enter the mainline guideway under automatic control of the
train control system. Trains shall receive any required pre-operational testing prior to leaving
the OMSF to enter into revenue service. Space and equipment shall be provided for these
operations, including hosting of vehicles, maneuvering room, test equipment, control
equipment, and all associated guideway.
At the end of the operational day, or when trains need to be removed from normal revenue
service, the trains may be either stored in designated areas on the Mainline guideway or
received from the mainline guideway into the OMS. At the remote command of a CCO from the
CCF, trains shall be routed using pre-programmed routing to appropriate storage and
maintenance positions.

19.1.2 OMSF Functional Requirements

The OMSF shall provide all architectural, structural, electrical, ATC, and other features to
accommodate the following:
a) Train storage capacity, sized for the total fleet, as specified in Section 3.5.3. Guideway
beams in the maintenance building may be used for train or vehicle storage when the
beams are not required for maintenance.
b) Automatic operation capability from the Mainline up to the entrance of the OMSF building
on all beams other than beams dedicated to maintenance or recovery vehicles.
c) Driving trains into any maintenance or storage location under their own power without the
use of stingers.
d) Space and facilities shall be provided for vehicle inspection, maintenance, and interior
cleaning. Daily inspections and cleaning may be carried out in stations or in the OMSF.
e) Regardless of the level of vehicle inspection, maintenance, and interior cleaning that will be
performed, personnel shall be protected from hazards such as moving vehicles and
propulsion power. Provisions shall be made for firefighting in any train storage or
maintenance location.
f) Movement by a motorized recovery vehicle of an unpowered train and for storage of the
recovery vehicles until needed.
g) Storage of any required beam-mounted maintenance or recovery vehicles and trailers. The
storage location shall have direct access to the guideway.
h) The CCF and associated equipment rooms, including for train control and communications
equipment.
i) Office space for staff.
j) Lockers, showers, and washroom facilities for staff.
k) Lunchroom.
l) Parking facilities: OMSF parking shall be sufficient for the O&M staff on duty in the OMSF,
plus space for System Road vehicles. Space shall be provided inside the OMSF building
for the loading and unloading of delivery vehicles.

19.1.3 Maintenance Functions

The maintenance functions to be performed at the OMSF shall include:
a) Service: The periodic replacement of consumables and expendables and adjustment of
parts to their nominal position, required tolerance, setting, output, etc.

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b) Cleaning: Interior and exterior cleaning.
c) Inspection: Periodic inspections.
d) Repair: The repair of trains and assemblies removed either from trains or from wayside
equipment.
e) Maintenance Information Management and Scheduling: The processing of maintenance
information, work reports, failure reports, and System performance data needed to manage
the System maintenance program effectively and efficiently.
The following list is indicative of the activities involved and facilities required to perform the
above functions. The Contractor shall provide all required standard and special tools, test
equipment, hoists, cranes, furniture, other equipment/fixtures, consumables and expendables,
and facilities needed to perform all planned System maintenance activities as follows:
a) Vehicle washing.
b) Vehicle interior cleaning.
c) Maintenance bays located in the OMSF where large assemblies including main support
wheels may be easily replaced. The Contractor shall provide all equipment necessary for
the testing and subsequent replacement of assemblies. The Contractor shall determine the
size and configuration of these maintenance bays. Floor areas shall provide safe, well-lit,
and convenient workspace for maintenance personnel.
d) At least one maintenance bay shall be suitable for maintenance and inspection of the
beam-mounted System support vehicles.
e) An open floor area near these maintenance beams, with appropriate maintenance
equipment.
f) Component repairs in appropriate separate shops and areas.
g) Wheel repairs.
h) Electronic assembly troubleshooting and repair in shops with appropriate HVAC.
i) Welding, metal work, and machine shop areas.
j) Vehicle HVAC maintenance, repair, servicing, and cleaning.
k) Paint booth with suitable ventilation and storage provisions for painting of small
components.
l) Battery charging and storage area for maintenance and storage of revenue vehicle
batteries. This area shall meet all applicable codes and if required, shall have appropriate
fire suppression and ventilation devices.
m) Shipping, receiving, and inventory control system. This may be integrated with the MMIS.
n) Secure area for the storage of tools and spares equipped with appropriate storage bins,
shelves, and racks, and located conveniently to the main maintenance bays.
o) Lubrication and the storage of lubricants and other flammable materials in a room with at
least a two-hour fire rating.
p) Provisions for delivery and shipping of parts and equipment.
q) An appropriately sized freight elevator connecting all levels of a multi-level maintenance
building. This elevator may also be used for System personnel, including access for the
handicapped.

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 r) A utility room with appropriate plumbing for storage of supplies and equipment associated
with custodial functions.
s) Offices for operations and maintenance personnel including associated data processing
functions. These offices shall be located close to the maintenance area. The maintenance
control office shall be on the same level as the main maintenance areas.
t) Employee locker rooms, toilet and shower facilities, break and lunchroom(s), and
conference/training room(s). Separate male and female locker, toilet, and shower rooms
shall be provided. There shall be toilet facilities in each separate OMSF building and on
each floor of a multi-floor building.
u) All offices and other personnel rooms shall be appropriately finished and furnished. All such
offices and rooms shall be accessible to handicapped employees and visitors with
disabilities.
v) Adequate surface areas for employee and visitor vehicle parking and roadways connecting
these parking areas with the outside road network.
Depending on the size of the system, some of the functions of rooms indicated above can be
accommodated with dedicated spaces.

19.1.4 Location, Design and Finishing

The Contractor shall provide the structure, finish, all furnishings, and electrical power equipment
for this facility as well as all equipment and other items required for the functions to be
performed therein.
The Contractor’s detailed plan to use this facility shall include finishing, furnishings, use of the
immediately adjacent area, access routes, and operating and maintenance activities. These
details shall be included as part of the OMSF Design Review. Information, sufficient for
preliminary facility layout, design, and use, shall be provided in the Contractor’s
Design/Construction Interface Document.
The Contractor shall furnish operational and informational signage and graphics in the OMSF.
These signs shall be shown in the Graphics Plan.
All communications equipment within the OMSF, including service telephones, public address
systems, and maintenance radios and their conduit, power connections, and mountings, shall
be provided by the Contractor.

19.2 OMSF Guideway and Related Equipment

The Contractor shall provide all guideway for passenger train and vehicle movement into, out
of, and within the OMSF.
Guideway for the following activities shall be powered and within the ATC automatic area:
a) Train checkout and testing for entry into automatic operation.
b) Train/vehicle maintenance/storage.
c) Vehicle exterior cleaning.
d) Train/vehicle movement among (a), (b), and (c) above; the maintenance shops and the
mainline guideway.

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 If trains are power propelled, and no stringer system is provided along maintenance bays, all
maintenance and storage beams for revenue trains shall be equipped with power rails. A
labeled flashing red light shall automatically be activated for each beam whenever the power
rail is energized. It shall be possible to remove power from any maintenance or storage bay on
an individual basis.
If building doors are provided the door status shall be indicated in the CCF. Local manual
control of these doors shall be provided and installed. Trains shall be driven in RMM into/ out of
the OMSF building. The Contractor shall provide all equipment necessary for handling washing
fluids and/or solvents. Equipment to recapture and/or treat wash-water, including car wash
water recycling, and other fluids shall also be provided. The Contractor shall provide specific
information regarding the quantity and composition of the proposed effluents from washing and
any other maintenance activities in the Design/Construction Interface Document.

19.3 Maintenance Tools and Equipment

The Contractor shall provide all tools, equipment, special guideway-based vehicles, and off-
guideway vehicles required for pre-operations checkout, servicing, inspections, troubleshooting,
maintenance, and repair of System equipment. The tools and equipment shall include the
following functions and items:
a) Vehicle maintenance.
b) Train control and communication subsystems maintenance.
c) Power supply and distribution subsystem maintenance.
d) Guideway-mounted equipment maintenance.
e) Station equipment maintenance.
f) System equipment cleaning.
g) System facility cleaning.
h) Maintenance vehicles as required.
i) Equipment to lift vehicles for maintenance (as required).
j) Air compressors of sufficient power and capacity, and including associated tanks, air
dryers, and piping.
k) Electronic and mechanical equipment required for diagnosis, troubleshooting,
maintenance, and repair.
l) Support equipment maintenance.
m) Fuel dispensing and storage equipment.
n) Computer system hardware, software, and peripherals.
Equipment shall be provided to assist in the recovery of trains immobilized on the guideway.
The nature of the equipment shall be determined by the needs of the recovery procedures.
A preliminary list of tools and equipment shall be included as part of the Design Review
Submittals in accordance with Section 4.3. All necessary tools and maintenance equipment
shall be supplied as part of the Contract.

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19.4 Spare Parts, Expendables and Consumables
Spare parts and equipment are those items that are rotated into the fleet to allow worn and
failed equipment to be removed and repaired or rebuilt, e.g., electric motors, compressors, body
panels. Expendables and consumables are those items which are used or consumed in service
and are not repaired, but are replaced with new items, e.g., belts, brake shoes, collector
brushes, and lubricants.
The Contractor shall plan, procure, and provide required stocking levels for an inventory of
spare parts and equipment, expendables, and consumables to meet all of the System
requirements. The Contractor shall establish stocking levels, procurement, and supply
procedures, and meet all related requirements of this section.
The following requirements shall apply to the inventory of spare parts, expendables, and
consumables:
a) A sufficient stock of spare parts and equipment shall be provided to assure that, as worn or
malfunctioning equipment is removed from the System, replaced with the spare items, and
then repaired or re-conditioned, and the System Availability requirements are met. The
Contractor shall determine the specific inventory considering cost, availability, supply
process, and replacement/procurement lead times.
b) The inventory shall include sufficient expendables and consumables to operate the System
on a continuing basis meeting all operating, service availability, and maintenance
requirements. The expendables and consumables shall be replenished as required to
ensure their availability when needed.
c) The Contractor shall maintain a list of all inventory items, categorized by subsystem or
component, and listing the product or part name, Contractor’s part number and supplier’s
part number, special storage requirements, three sources/manufacturers (if available),
names and addresses, and current price. It shall be possible to order the list by assemblies
and subassemblies to coordinate with the illustrated parts catalogues and assembly
instructions of the maintenance manuals. This list shall be part of the computerized MMIS.
The Contractor shall prepare a list of spare parts, special tools and test equipment and submit it
to the Client for information.

19.5 System Support Vehicles

19.5.1 On-Guideway Maintenance and Recovery Vehicle

The Contractor shall provide at least one guideway-based, Maintenance and Recovery Vehicle
(beam-mounted maintenance vehicle) to:
a) Inspect and maintain the guideway and guideway equipment, and
b) Assist in the retrieval of disabled trains anywhere on the guideway.
The Contractor shall determine the number and type of beam- mounted maintenance vehicles
needed and provide appropriate storage and maintenance space at the OMSF.
The following features and capabilities shall be provided in one or more types of beam mounted
maintenance vehicles(s), which shall:
a) Be bi-directional with equal performance in both directions.

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 b) Couple with any maximum-length train, then push, pull, and stop a maximum-length AW0
train over the entire length of the guideway for an indefinite period of time, without reliance
on system power rails if provided. Under failure recovery conditions, it shall be able to push
or pull the maximum-length AW2-loaded train into the most convenient station, where
passengers will be unloaded. While the beam-mounted maintenance vehicle shall have
such push-pull capability, it shall not normally be used for such purposes.
c) Carry replacement parts for maintaining and repairing guideway and/or wayside equipment.
d) Carry equipment for vehicle/train recovery.
e) Generate compressed air and 120 Volt AC auxiliary power.
f) Have on-board storage for selected maintenance equipment and parts.
g) Be able to operate on all selections of System guideway under all environmental
conditions.
h) Have on-board radio communications.
Any beam-mounted maintenance vehicle, by itself or with trailers, when loaded for any of its
functions, shall not exceed the load limits established for the passenger vehicle for the
guideway structure or of any guideway equipment, including guidance and running surfaces.
Guideway-related structural analyses submitted by the Contractor to the Client shall include this
vehicle loading.

19.5.2 Other Operations and Maintenance Vehicles

The Contractor shall provide a sufficient number of road-based vehicles to conduct all
operations and maintenance tasks, including:
a) Rapid access of O&M personnel to any System location to respond to failure and
malfunctions.
b) Assistance in passenger evacuation.
c) Assistance in disabled train recovery.
d) Pick-up and delivery of O&M equipment, parts, consumables, and expendables.
These vehicles shall be suited to and equipped for the purpose intended by the Contractor. All
such vehicles shall meet national motor vehicle codes and requirements and shall be locally
licensed. All shall have an appropriate color scheme, markings, logos etc. to identify them as
System vehicles. They shall have flashing amber lights mounted for visibility by other motorists.
All shall have on-board mobile radios, or integral mounts for hand-held portable radios, to give
coverage wherever they are driven in the course of their duties and access to the System.

19.6 Maintenance Management Information System (MMIS)

A computer-based Maintenance Management Information System (MMIS) shall be provided
with at least the following capabilities:
a) Cost Accounting: Tracking resource expenditures, including labour and materials costs,
attributable to each subsystem.
b) Work Order Processing: Recording a comprehensive description of each repair action as
well as tracking the status of open and unassigned work orders.
c) Data Retrieval: Retrieve selected and sorted work order data. Retrieve labour and material
costs by subsystem.

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 d) Status Tracking: Documenting subsystems and component assets and repair histories.
e) Serialized Assembly Tracking: Track the maintenance history of all serialized assemblies.
f) Preventive Maintenance (PM) Scheduling: Projecting inspection dates.
g) Failure Monitoring: Documenting component failures for each subsystem.
The Contractor shall provide the hardware, software, and peripherals for the MMIS. All forms,
such as work orders, inventory slips, work scheduling sheets, and data input sheets, shall be
supplied by the Contractor. All such attributes of the MMIS shall be included as part of the
Maintenance Equipment Design package. The Contractor shall use this MMIS during System
testing, demonstration, and operations and maintenance.

19.7 Architectural and Engineering (A&E) Requirements

19.7.1 Appearance
The OMSF design shall be compatible in architectural character, materials, finishes, and
functional relationships with the rest of the System.

19.7.2 General Characteristics

The OMSF shall have the following characteristics:
• The internal organization shall provide clearly defined zoning of major functions
and grouping of complementary functions
• External means of ingress and egress shall be clearly identified by architectural
means other than graphics
• Visual and sound screening of maintenance and storage, road vehicle parking,
and service delivery and loading functions shall be provided by opaque materials
that are compatible with and complementary to the location
• It shall be compatible with the surrounding environment.

19.7.3 Exterior Building Appearance

The bulk and mass of the structures shall be aesthetically assembled.
Generally, changes in materials shall coincide with change in solar orientation, building function
and/or fenestration treatments responding to predictable physical impacts on contact surfaces.
All exterior finish materials shall be selected to provide resistance to predictable physical
impacts including normal usage, weather, vandalism, air pollution, and deterioration due to
other forces. Glazing shall be used whenever practicable to reduce the requirements for interior
artificial lighting.

19.7.4 Interior Building Appearance

• Ceilings – All ceiling installations shall be designed to facilitate alteration and/or
expansion of specific interior functions. Ceilings shall minimize the transmission of
disruptive noises from one space to another

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 • Walls – Walls in maintenance areas shall be constructed and finished to effectively
resist predictable impacts and abrasions from the movement and maintenance of
vehicles and equipment. Walls near operations involving the use of corrosive
agents shall be finished to resist deterioration of surface quality. Walls in
administrative areas shall provide for maximum flexibility of spatial arrangement.
Walls shall be resistant to sound transmission, compatible with the requirement of
moveability
• Floors – Floor areas requiring special finishes shall be identified. Floor surfaces
shall be designed to meet the antiskid requirements of OSHA (or alternate
government regulations). In the construction and finish of floor surfaces, conditions
shall be avoided which represent inherent hazardous conditions, such as arbitrary
changes in floor texture without accompanying changes in color.

19.7.5 Vertical Circulation

Enclosed stairwells shall be placed and treated to allow visual surveillance into the stairwell
interiors. Exterior stair surfaces shall be protected from the accumulation of water to protect
from slippage.

19.7.6 Lighting
Area lighting shall produce the minimum illumination levels shown in Table 19-1, when
measured on a horizontal plane 0.76 m above the floor.

Table 19-1 Minimum Illumination Levels in OMSF

Area Illumination Level (lux)

Shop area 500

Office 750

Stairways and corridors 200

Locker rooms and washrooms 300

Inspection and repair benches 700

Storage and parts bins 500

Exterior lighting shall be shielded and directed away from adjacent properties to minimize glare
and adverse visual impacts.

19.7.7 Structural
The structural system of the maintenance building shall be designed and constructed for all
combined Design Loads, including wind velocities and precipitation as per Section 20.
The structural frame shall provide for maximum flexibility of interior space use. Spacing and
placement of vertical supports at the main maintenance level shall provide for the efficient
positioning of all maintenance functions and for the ease of movement of vehicles and
equipment for maintenance activities.

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 The structural system shall be protected from fire in accordance with the appropriate provisions
and guidelines of local and national standards.
The building shall be suitably insulated for interior comfort and energy conservation.

19.7.8 Electrical
Electrical power shall be provided in all voltages and types needed for all office maintenance
and normal housekeeping functions in the OMSF. Power shall include voltages and capacities
needed to operate electric motored equipment, battery chargers, welding equipment, HVAC
equipment, and all other maintenance equipment.
All electrical equipment, devices, and installations required for the movement, maintenance,
and testing of vehicles and other System equipment shall include necessary manual and
automatic controls, protective shielding, and automatic power cut-offs to assure personnel
safety.

19.7.9 Mechanical Equipment

Mechanical equipment includes all plumbing, heating, ventilating, air conditioning (HVAC), and
fire protection systems. All HVAC required for the activities in the OMSF buildings shall be
designed and provided by the Contractor. All HVAC and plumbing systems shall be designed
for energy efficient operation in accordance with local and national standards. Adequate
measures shall be taken to maintain appropriate temperatures and humidity ranges for all
employee work areas. Whenever practicable, the systems for maintaining required cooling and
ventilation levels shall be augmented using insulation and natural convection.
Areas that shall be considered for air conditioning include offices, computer rooms, and shops
for electronic and other sensitive equipment. Special ventilation shall be provided as required
by code for shops and storage areas that produce undesirable emissions. All other shop and
storage areas shall be adequately ventilated for their functions and given the local climate
conditions.
The facility shall be designed to drain waste in areas of frequent wash down, such as vehicle
wash areas, vehicle maintenance bays, and toilet and shower areas. The disposal of
wastewater shall follow the local effluent standards.

19.7.10 Utilities
Provisions shall be made for installation of and connection to required public utilities.

19.7.11 Handicapped Provisions

The OMSF shall be designed to be accessible.

19.8 OMSF Safety

The OMSF, including the non-revenue guideway and maintenance shops, shall be designed
and equipment procured and installed in accordance with the relevant local and national
standards.

19.8.1 Overhead Hoist

Hoists and cranes, if applicable, shall meet all local and national standards.

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 19.8.2 Signage
Warning signs shall be posted in areas containing electrical voltage sources in excess of 120 V
and near sources of steam, pneumatic, and hydraulic pressure.

19.8.3 Paint Codes

Work areas shall be color coded to meet local and national standards.

19.9 OMSF Emergency Systems

19.9.1 Fire
An electrically supervised, closed circuit, selective code fire alarm system shall be provided. An
automatic sprinkler system shall be provided. Manual fire alarm stations that are readily
identifiable and easily assessable to all personnel shall be provided. Automatic devices, such
as fixed temperature detectors shall be installed as required by fire codes. Audible and visual
alarms and indications shall be provided at local points as necessary.
There shall be automatic shutdown of HVAC systems in the area of an alarm. Instructions for
the closing of fire doors, emergency evacuation, and similar functions shall meet relevant local
and national standards. Fire extinguishers shall be provided as recommended by local and
national standards and the local fire department.

19.9.2 Emergency Power

Emergency and backup power shall be provided.

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20 Structural Criteria for Facilities

20.1 Scope and General Requirements

The design of the guideway, stations, maintenance and storage facilities, power substations,
and other System support structures shall incorporate all operating and service functions
related to the specific technology and meet or exceed the design criteria cited in this section,
and the Design Life as specified in Section 3.8. Engineering features include the effects of
guideway-vehicle interaction, creep and shrinkage, fatigue, soil-structure interaction, and
construction factors.

20.1.1 Design Factors

The guideway superstructure requires special attention to design factors. Suitable forms,
guideway appearances, and surface treatments are to be used to enhance the visual
appearance.

20.1.2 Traffic Control Lights and Street Lights

The guideway shall be designed and located so as to minimize the interference with both traffic
control lights and streetlights.

20.2 Foundations
All foundation settlement amounts, loads, and construction methods shall be determined by the
Contractor. An appropriate factor of safety shall be used for all foundations. The foundation
shall depend on local soil conditions and can be classified into three types:
• Pile Footings – Piles may be driven, set in predrilled holes, or cast in place. The
load capacity and settlement – of individual piles or groups of piles shall be
estimated
• Drilled Shafts – Drilled shafts or caissons shall be designed as end bearing, skin
friction, or both
• Spread Footings – Spread footing foundations shall be installed dry and shall be
founded on a stratum demonstrated to be of sufficient strength and thickness
through geotechnical investigations.
The top of foundation spread footing, pile caps, or slabs for drilled caissons shall be at least 30
cm (one foot) from the top of ground to permit landscaping and future utility installations.

20.3 Guideway Structures

The guideway structures shall be designed to support, guide, switch and restrain the monorail
vehicles. Guidance of monorail trains includes the ability to switch trains between guideways
per Section 17.4. The guideway shall also perform all other required tasks such as providing
emergency access and egress capability, maintenance and operations access, safe refuge
(walkways), support of wayside power distribution services, and housing of automatic train
control equipment.
Elevated guideway superstructures shall be precast concrete, cast-in-place concrete, structural
steel, or combinations of these forms of fabrication. These guideway components may be
constructed in place or prefabricated and transported to the site.

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The allowable superelevation of guideway curves and minimum radius for passenger service
shall be in accordance with vehicle supplier. At higher radii the superelevation shall be reduced
to maintain a comfort speed of 80 km/h and above if train is capable of such speeds.

The design of curves for passenger service, the allowable cant deficiency, and the vehicle
speed through curves shall be governed by the maximum Sustained Transverse acceleration
and Jerk values imparted to a vehicle by the geometry of the guideway, as are given in Table
20-1. Vehicle speeds through curves shall also be adjusted as necessary to meet ride quality,
jerk, and reliability requirements. “Sustained”, “Lateral”, and “Vertical” shall be as defined in
Section 2.1. Lateral and Vertical acceleration values shall be obtained with a standard
piezoelectric accelerometer with a frequency range of at least 0.1 – 80 Hz.
Design of curves in areas that do not have passenger service shall be governed by safety,
reliability, and availability.

Table 20-1 Maximum Acceleration Values Imparted by the Guideway in Passenger

Service

Design Radius Sustained Transverse Jerk

Acceleration

Lateral R > 90 0.05 g, 0.5 m/s2 0.06 g/s, 0.6 m/s3

60 ≤ R ≤ 90 0.03 g, 0.3 m/s2

R ≤ 60 0.0 g, 0.0 m/s2

Vertical 0.05 g, 0.05 m/s2* 0.04 g/s, 0.4 m/s3

* With respect to a 1 g datum, 9.80665 m/s2

Vibration of the guideway during the passage of a transit vehicle induces vehicle motion that
can be detrimental to passenger comfort. The guideway shall be designed to provide an
acceptable level of passenger comfort by consideration of the vehicle-guideway interaction. The
guideway can also be influenced by adjacent highway loads. The design shall isolate the
guideway from these conditions.
Continuous beams have frequencies of higher flexural modes that are closer to the fundamental
frequency than is the case for simply supported beams. Consequently, care shall be taken to
ensure that these higher frequencies for a continuous beam do not coincide with a relevant
frequency of the monorail vehicle. Attention shall also be given to the torsional frequencies of
the guideway and the vehicle on the guideway.
Deformation in members under sustained loading shall be calculated as the sum of the
immediate deformation and the long-term additional deformation. Deflections, which occur
immediately upon application of load, shall be computed by the usual methods for elastic
deflections.

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 All the torsion design provisions currently available deal with members of bulky, cross section.
For such members, St. Venant torsion predominates, and the warping torsional resistance can
be ignored without appreciable error. However, thin-wall and open sections, when used as
guideway members, shall be investigated for warping torsional resistance.

20.3.1 Running and Guidance Surfaces

The Contractor shall provide the final vehicle-running surface as part of the guideway structure.
The Contractor shall establish alignment, design, construction criteria and construction
tolerances for the running surface and its installation. The Contractor shall verify the accuracy
of the constructed surface to assure that the ride quality, noise, vibration, alignment, and
guideway structural requirements of this are met.
Deflections and rotations attributable to loading, including pre-stress and volume changes due
to temperature, creep, and shrinkage, shall be considered in the design since these can affect
the structure and ride quality. Of particular importance is the angular discontinuity between the
top surfaces at the ends of beams at a joint.
If the running surface is painted or otherwise coated (e.g., in switches), the coating shall ensure
that adequate traction is provided for safe stopping distances and normal
acceleration/deceleration. The coating should colour-match adjacent paint or coating. The
running surface coating application shall ensure durability such that it and its tractive
ingredients shall not spall or otherwise separate from the guideway for at least five (5) years
and be readily restored.

20.3.2 Design Loading Factors for Running and Guidance Surfaces

The Contractor shall design the running and guidance surfaces and structures for the Design
Load conditions and other requirements of the System. In addition, the load conditions for the
running and guidance surfaces shall be designed to avoid surface deterioration from contact
stresses, vehicle dynamics and fatigue problems. All maintenance procedures, required to
maintain the minimum running and guidance surface conditions consistent with the structural
design and ride comfort criteria, shall be identified by the Contractor and included in the
Maintenance Plan of the System.

20.4 Station Structures

Station structures shall be constructed of durable materials and designed in accordance with
applicable local and national building codes. Station structures shall have a minimum of 50-year
life cycle without major repair or replacement or that specified by the Owner. The station
platforms must be suitably connected to the guideway to avoid excessive gap variation for
passengers.

20.5 Design Specifications and Applicable Codes

The design of structures constructed as part of the System shall meet local and national codes
as required by law.

20.6 Landscaping
In general, landscaping affected by the construction of the System shall be restored to its
original state (that prior to the construction activity). Treatments around permanently modified
areas shall be to the level of finish of the original landscaping.

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21 Construction Criteria

21.1 Scope and General Requirements

During handling and installation of work at the project site, the Contractor shall protect adjoining
work and work in progress based on continuous daily maintenance. The Contractor shall clean,
maintain, and apply protective coverings as necessary on installed work to ensure freedom
from damage or deterioration during the construction period. The Contractor shall maintain a
clean, organised, and safe site at least to the local standards and Section 7.3.
The Contractor shall restore any infrastructure, streets, roads, facilities, and utilities (including
landscaping) disturbed during construction or System installation. This includes removing all
debris and cleaning the site.
Construction will include elevated, at-grade, and subsurface facilities as required. The
Contractor shall be responsible for the following:
• Permits and licences required for construction
• Contractor laydown areas, staging areas, construction easements (Client
responsibility), offices, and services
• Maintenance of adjacent property access
• Maintenance of emergency access egress, and bypass
• Archeological, historic, and park preservation regulations
• Maintenance of pedestrian and vehicular traffic
• Maintenance of traffic control and control devices
• Maintenance of all public and private utilities
• Restricted working hours and weather delays
• Construction safety and life-safety procedures
• Adjacent property condition surveys, underpinning, and instrumentation
• Temporary drainage and erosion control
• Air, noise, vibration, and water pollution control
• Protection in place, temporary and permanent relocations of existing utilities for
construction purposes.

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22 Corrosion Control and Grounding

22.1 General
The Contractor shall provide corrosion control measures against damage to, or premature
failures of, structures or System equipment or nearby underground utilities due to corrosion.
These corrosion control measures shall be designed and selected in accordance with EN
50122 Part 2.
The Contractor shall provide grounding systems that will control the risk to passengers and
operations and maintenance personnel from hazardous voltages and currents, whether due to
normal System power, other adjacent power sources, electrical faults, or lightning, according to
EN 50 1153. The grounding systems shall also control against equipment damage resulting
from such sources according to EN 50122 Part 1.
The following issues shall be addressed by the Contractor’s System design:
• Soil and Water Corrosion Prevention: System structures shall be protected from
soil and water corrosion by the appropriate choice of materials, coatings,
insulation, electrical continuity, or cathodic protection as appropriate
• Stray Current Corrosion Prevention: Unless appropriate mitigation measures are
taken, stray currents from DC propulsion systems can cause rapid deterioration of
buried metallic structures. The Contractor’s design shall minimize the flow of stray
currents
• Atmospheric Corrosion Prevention: System equipment and structures shall be
protected from atmospheric corrosion through the appropriate choice of materials
and coatings
• Grounding: The design of grounding systems for propulsion power substations,
passenger stations, elevated structures, the OMSF, and other System
components shall not compromise corrosion control measures and shall minimize
electrical hazards. Refer to Section 22.4.

22.1.1 Interfaces
The Contractor shall coordinate corrosion control and grounding with all utilities, and with the
mechanical, civil, structural, electrical, propulsion power, environmental, geotechnical,
architectural, and other subsystems. Corrosion control and grounding shall be coordinated
throughout the design, installation, and start-up processes of the System.
Corrosion control, substation and System grounding designs, bonding design, and lightning
protection requirements shall be coordinated, and their designs shall be compatible with
relevant safety requirements.

22.1.2 Provision for System Expansion

The corrosion control and grounding designs shall be applicable to the entire System without
major reconfiguration, reconstruction, or duplication of equipment. The effects of possible future
extensions and expansions of the System, as contemplated in Section 3.6 shall be considered
and provided for in the design of the corrosion control and grounding systems.

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22.2 Stray Current Corrosion Prevention
Transit systems that use direct current traction power distribution systems, especially with
poorly insulated return rails tend to produce stray currents in the guideway structures and/or in
the ground. These stray currents can cause corrosion of guideway structures or adjacent
structures or buried utilities. Structures and systems that could be affected by stray currents
include components of the power system, reinforced concrete structures, steel structures,
metallic pipes, casings, and other buried metallic structures.
The Contractor shall perform calculations to predict the magnitude of anticipated stray currents
for the System and shall take measures to avoid such stray current corrosion.

22.2.1 Stray Current Corrosion Prevention Measures

In order to avoid stray current corrosion from occurring, the Contractor shall:
• Design the power distribution system to minimize the level of stray currents
• Incorporate design features to control the path of any residual stray currents.

22.2.2 Minimization of Stray Currents

The most effective means to limit stray current corrosion is to minimize the magnitude of stray
current, and therefore the Contractor’s design shall be directed toward this end. The design
shall incorporate the following features:
• The system for distributing power to the vehicles, consisting primarily of the
power-rail system, shall be insulated from the guideway structure. The resistance
to earth of each conductor bar system (each positive and each return rail) shall be
a minimum of 300 kΩ/km dry, and shall be a minimum of 30 kΩ/km for an
individual rail when wet, measured at an applied voltage of 1,000 V. This
resistance shall be maintainable during the life of the System
• The conductor rail system shall be operated as an electrically continuous bus with
no breaks, except during emergency or fault conditions.

22.2.3 Residual Stray Current

If the level of conductor-rail-to-earth isolation specified in Section 22.2.2 cannot be achieved,
the Contractor shall investigate additional measures to control stray current. These may include
any of the following:
• Electrical bonding of steel structures and reinforcing bars throughout the System
to make them electrically continuous
• Installation of stray current drainage cables to electrically connect such structures
and reinforcing bar to the substation negative busses
• Installation of stray current drainage cables to electrically connect any buried
metallic pipes that cross the System, or that run parallel and close to the Right-of-
Way, to the substation negative busses
• Provision of stray current drainage facilities in traction substations, including
insulated negative drainage busses, cables, cable terminations, diodes, and
shunts or equivalent means to measure the drainage current.

22.2.4 Stray Current Monitoring Systems

For systems that use direct current traction power distribution, substations shall include
provisions for stray current monitoring.

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 If the level of conductor-rail-to-earth isolation specified in Section 22.2.2 is not achieved, the
Contractor shall investigate stray current monitoring systems throughout the System. These
may include any of the following:
• Analog inputs to the SCADA system, to allow the monitoring of the levels of stray
current at each substation negative return bus from the control center
• Test terminals at each guideway column and each guideway beam to allow
measuring the voltage between the reinforcing bar in the column or beam and
ground
• Test terminals for all buried metallic utility pipes or structures that cross the
system, or that run parallel and close to the Right-of-Way, to allow measuring the
voltage between the pipe or structure and ground.

22.3 Atmospheric Corrosion Prevention

To reduce maintenance costs and preserve the appearance of facilities and fixed equipment
provided for the System, the following criteria shall be met:
• Materials Selection – Materials selected for use on the System shall have
established performance records for the service application
• Sealants – Sealants shall be used in crevices to avoid the accumulation of
moisture
• Protective Coatings – Barrier or sacrificial coatings shall be used on exposed steel
surfaces
• Design – The use of dissimilar metals and recesses that trap moisture shall be
avoided.

22.4 Grounding
The Contractor shall provide a grounding system for System equipment (including, but not
limited to power distribution system equipment). The grounding system shall be designed,
constructed and installed in accordance with good engineering practice and with applicable
codes and standards.
The grounding system shall:
• Protect persons using or maintaining the System from unsafe touch voltages or
potential gradients at all times, and in particular during electrical faults
• Provide a low impedance ground path for lightning surges
• Provide protection to electrical equipment by limiting the voltage stress to which
equipment is exposed during fault conditions
• Be designed in accordance with the stray current corrosion control plan (refer to
Section 22.2 to minimize the damage that might otherwise be caused by such
stray currents
• Be designed with careful consideration of electromagnetic interference (EMI) and
electromagnetic compatibility (EMC) considerations.
Wayside grounding design shall provide low resistance meeting local requirements. As an
example, a continuous ground conductor shall be provided along the entire length of the
guideway. Any exposed metallic structures along the guideway shall be connected to this
ground conductor. This ground conductor shall be connected to properly designed and
constructed ground electrodes at regular intervals. Such ground electrodes shall be provided at
electrical substations, passenger stations, and at guideway structure foundations.

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Ground electrodes for outdoor electrical substations shall consist of a ground bus connected to
ground rods and conductors interconnected to form a low-resistance ground grid. Such grids
shall be designed in accordance with local and national standards to ensure that step-and-
touch potentials are limited to safe values. All conductors in the ground grids shall be rated to
withstand the anticipated range of short-circuit currents without damage.
Within electrical rooms, ground plates shall be provided at several locations on or near the
perimeter wall connected directly to the ground grid. The substation ground bus shall be
connected directly to these plates. A dedicated insulated ground bus shall be provided, where
necessary, for electronic equipment grounds.
The Contractor shall coordinate the designs of the corrosion control systems and the grounding
systems to ensure that they are compatible in all respects and that there is no conflict between
them. The general propulsion power grounding requirements are listed in Section 9.8.7; more
specific requirements are listed Sections 22.4.1, 22.4.222.4.3 below.

22.4.1 Automatic Grounding Switches

The grounding system design shall minimize the risk that passengers and System maintenance
personnel are not exposed to unsafe voltages at any time and in particular during fault
conditions. Such unsafe voltages could occur in an ungrounded DC distribution system if one
pole (e.g., the negative) was connected to the vehicle structure and the other pole (the positive)
faulted to ground.
If the conductor rails in the Contractor’s propulsion power distribution system are normally
ungrounded, and if there is no separate non-current-carrying ground rail for the vehicles, then
each passenger station or substation shall be equipped with an over-voltage limiting device
(OVLD). The device shall ground the negative return system if unsafe voltages occur between
the negative conductor rail and ground. The switch may be electromechanical or electronic, but
in either case it shall be capable of closing in 50 ms or less.
The operation of the automatic negative grounding switch shall be initiated by an overvoltage
detection device connected between the substation negative bus and ground. The overvoltage
detection device may have an adjustable voltage threshold and shall incorporate means to
avoid false triggering on voltage transients.
The automatic negative grounding switch may be equipped with an instantaneous overcurrent
relay and a timer. If circuit breakers do not clear the fault within a pre-set time, the timer shall
initiate tripping of all feeder breakers

22.4.2 Passenger Stations and Facilities

Ground electrodes for passenger stations and the OMSF shall consist of a buried-grid-and-rod
system. Interconnection with steel pilings or reinforcement shall be provided as necessary to
reduce touch potentials. Grounded equipment, metal enclosures, motors and similar equipment
shall be located to preclude contact by passengers wherever possible.
Interconnections shall not be made between ground mats and water pipes or other
underground utility structures.
The Contractor shall coordinate the design and material selections for the vehicles, passenger
station platforms, grounding systems, and corrosion control systems to ensure that all safety,
corrosion control, and other requirements stated are satisfied.

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22.4.3 Elevated Structures
Metal structures located on the elevated guideway that may be contacted by passengers or
maintenance personnel, such as handrails and cable tray components, shall be made
electrically continuous and connected to ground. The connection to ground shall be made in
such a way that stray current corrosion control requirements are not compromised.

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23 Quality Assurance / Quality Control

23.1 Requirements
This section describes the requirements for preparation of the Contractor's Quality Assurance/
Quality Control (QA/QC) Program that shall be implemented and maintained by the Contractor.
The QA/QC Program shall comply with the requirements of the International Standards
Organization (ISO) 9000 Series Standards and define an effective quality management process
as per EN 50126.
When the Contractor has an established quality program that meets the intent of the ISO 9000
guidelines, it will not be required to develop a new QA/QC Plan but shall be required to adopt or
modify its current program in areas such as organization, responsibilities, processes,
schedules, etc. to meet the particular requirements for this project, or to state how those
pertinent areas will apply within the established quality structure.

23.2 Quality Assurance and Quality Control Program Plan

23.2.1 Purpose
The Contractor shall maintain a comprehensive QA/QC plan to regulate methods, procedures,
and processes to assure compliance with the Contract requirements, including design quality
and software quality assurance. The intent of the plan shall be to ensure that the methods,
procedures and processes consistently function as expected and produce results that
consistently meet the requirements and specifications.
The Contractor shall submit to the Client’s Representative its proposed QA/QC Plan per the
schedule in Section 26.1.
The Plan shall describe, as a minimum, the organization and personnel to be used to undertake
QA/QC activities, the requirements of the program, the method of implementation, use of third-
party assessors, methods of detecting and correcting non-conformance, reporting procedures.
It shall anticipate the Quality Management Report of Section 23.4.

23.2.2 Procurement Quality Assurance and Control

The Contractor's QA/QC Plan shall outline the methods to be used for the selection and control
of suppliers and subcontractors. These methods shall describe:
• Selection of qualified procurement sources
• Evaluation and assessment of the quality programs provided by major suppliers
and subcontractors
• Monitoring of the suppliers' and subcontractors' quality performance
• Transmission of all design, reliability and quality requirements to procurement
sources
• Evaluation of procured items against purchase order and subcontract
requirements
• Provisions for early and effective information feedback and correction of non-
conformance.

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23.2.3 Software Quality Assurance
Software development undertaken for the Project shall be monitored using the guidelines of
ISO 9001 and the procedures for software quality assurance shall be included in the QA/QC
plan.

23.2.4 Production Operations

The Contractor shall ensure that all manufacturing functions are accomplished under the
Quality Assurance/Quality Control Plan.

23.2.5 Calibration and Certification of Measuring Equipment and Tools.

The QA/QC plan shall describe, and the Contractor shall implement an effective, time-cycled, or
usage-cycled calibration and certification program for measuring equipment and tools including:
• Use of inspection, measuring and test equipment of the range necessary to
determine conformance
• Calibration against certified standards based on ISO or nationally approved
standards.

23.2.6 Handling, Storage and Delivery

The Contractor's QA/QC Plan shall provide inspection instructions for handling, storing,
preserving, packaging, marking, and shipping so as to protect the quality of products and to
avoid damage, loss, deterioration, degradation, or substitution thereof.

23.2.7 Qualification of Personnel

The QA/QC plan shall describe, and the Contractor shall assure that only properly qualified
personnel shall be employed in the execution of the work. The records of inspection and testing
personnel certifications shall be maintained and monitored by the QA/QC personnel. Such
records shall be available for audit by the Client’s Representative at all reasonable times.

23.2.8 Quality Records

The QA/QC plan shall describe the records that shall be maintained by the Contractor to
demonstrate the effective operation of the Quality Assurance/Quality Control Plan. The records
shall contain objective evidence as to whether quality goals have been attained. Such records
shall be available for audit by the Client’s Representative at all reasonable times.

23.2.9 Scope of Quality Records

The Quality records shall include the results of inspections, tests, process controls, certification
of processes and personnel, deficient material (including records of disposition), and other
quality requirements defined in the Contract.

23.2.10 QA/QC Control System

The QA/QC plan shall describe, and the Contractor shall implement and maintain QA/QC
Control Systems throughout the life of the Contract including:
• A system for identifying the inspection status of material parts components or
assemblies at any level as to their acceptance, rejection, or non-inspection

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 • An effective and positive system for controlling nonconforming material, including
procedures for identifying, segregating and designating non-conforming material
for repair, rework or other disposition.

23.2.11 Client’s Representative Rights

The Client’s Representative shall have the right to verify, by audit, elements of the Contractor's
Quality Assurance/Quality Control Plan at all times, as it is deemed necessary.
The Client’s Representative reserves the right to inspect at the source any items furnished, or
services rendered. The Client’s Representative’s inspection of a supplier's or subcontractor's
facility will be coordinated with the Contractor.
The Client’s Representative's inspection at a supplier's or subcontractor's facility shall not
constitute evidence of effective quality control by such supplier or subcontractor.

23.2.12 QA/QC Inspections

The following inspection requirements are to be part of the QA/QC Plan. All inspections shall be
performed by qualified QA/QC personnel as appropriate to the inspection.

23.2.12.1 Inspection Plan (IP)

The Contractor shall submit to the Client’s Representative for review a detailed Inspection Plan
(IP) covering all project-related activities at locations other than at the Site per the schedule in
Section 26. The Contractor shall also submit to the Client’s Representative for review a detailed
Inspection Plan covering all work at the site per the schedule in Section 26.
The Inspection Plans shall be used for the inspection of the works and shall be revised and
resubmitted for the Client Representative's information, if the Contractor desires to change the
sequence, method or nature of the inspections or if the sequence, method or nature of the
inspection and testing is not in accordance with the current approved Project Schedule. The
Client Representative's reviews/comments of the Inspection Plan shall not relieve the
Contractor of its responsibility for the inspection and performance of the works as provided for
in this Contract.
The Inspection Plans shall include a detailed description of each item or part of the works to be
inspected, the nature and frequency of the inspection, and the type and size of the samples to
be taken, if any, the means of recording the inspection data, the name and specific
responsibility of any proposed inspection agency or sub-consultant, and all other information
necessary or required to describe the inspection to be performed for the Works. Inspection, in
and of itself, indicates that a specific item complies with the Contract requirement or requires
further action, the inspection shall not be considered to guarantee quality, especially with
respect to safety-critical components.
The Inspection Plans shall identify who, what, when, and where in the processes of design,
production, assembly, shipment, installation, commissioning, and acceptance that all
inspections will be performed. They shall also include a hold point reference that identifies
specific points during design, production, assembly, installation, etc., where work shall not
proceed without the Contractor's QA verification of acceptability. Copies of the Contractor's
manufacturing plans, manufacturing flow diagrams, etc., shall be submitted with the IP for work
to be performed off-site.

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23.2.12.2 General Inspection Requirements
The Contractor shall progressively inspect all items of the Works as described in the approved
Inspection Plans and required by the Contract. Adequate reports of all inspection activities shall
be maintained by the Contractor and the reports shall be made available for the Client’s
Representative's review upon request.
Inspection shall occur at appropriate points in the manufacturing and installation sequence as
necessary to ensure procedures are maintaining compliance with drawings, specifications,
process specifications, and quality standards. These inspection measures shall be used to
preclude the use of incorrect or deficient materials or components and to assure that only
correct and accepted items are used and installed.
Inspection shall allow identification of any item of production (batch, lot, part) at any stage, from
initial receipt through fabrication, installation, repair, or modification to an applicable drawing,
specification, or other pertinent technical document. Permanent physical identification shall be
used to the maximum extent possible.
Inspection procedures shall provide for reporting to designers any unusual difficulties,
deficiencies, or questionable conditions, and requiring their disposition on all repair, or use-as-is
non-conformances.
Nonconforming material or material designated "Repair" or "Use-as-is" shall not be used for the
Work without the QA’s approval of Deviation or Waiver Request on significant or safety critical
items.
When modifications, repairs, or replacements are required, they shall be re-inspected for
characteristics affected.

23.2.12.3 Receiving Inspection

The Contractor shall provide for the inspection of all incoming materials upon receipt as
necessary to maintain quality targets as identified in the QA / QC plan. Inspection may be by
statistical sampling, if appropriate.

23.2.12.4 Statistical Sampling Plans

Statistical sampling used for inspections and testing shall be identified in the Quality
Assurance/Quality Control Plan, documented in the respective Test and Inspection Plans, and
based on generally recognized and accepted statistical quality assurance practices. Sampling
plans may be used when tests are destructive or when quality trend data or inherent
characteristics of the product indicate that a sampling system of testing or inspection can be
used without jeopardizing quality.

23.2.12.5 Physical Examination, Measurement and Tests

Physical examination, measurement, or tests of the material or products processed shall be
required for each work operation as necessary to maintain quality targets as identified in the QA
/ QC plan and shall be accomplished in a suitable systematic manner selected by the
Contractor. This shall include:
• Adherence to the selected methods for inspection and monitoring
• Corrective action taken when non-compliance occurs
• Criteria for verification and rejection.
Only products that conform to the quality targets shall be provided by the Contractor.

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 23.2.13 Release for Shipment Inspection
The Contractor shall perform final inspections prior to shipment as required to assure that all
the equipment provided complies with the requirements and shall be detailed in the QA / QC
Plan.
The Contractor shall submit inspection results to the Client’s Representative, if requested. This
shall include a list of all non-conformances and their disposition for all materials, components,
sub-assemblies, and the final assembly.

23.2.13.1 Installation Inspection

The Contractor shall inspect installations as necessary to maintain quality targets as identified
in the QA / QC plan.
Once installation activities have started for major assemblies, summary reports shall be
generated and submitted to the Client’s Representative monthly or as completed verifying the
conformance to the requirements and acceptability of all elements of the work.
These reports shall include the following:
• Outline of activities and actions of the QA/QC engineer as indicated in the QA /
QC Plan
• Summary of inspection activities and inspection results
• Outline of conditions adverse to quality and the corrective actions implemented.
The Contractor shall submit any or all inspection results to the Client’s Representative, if
requested. This shall include a list of all non-conformances and their disposition.

23.3 Compliance
The Contractor shall be responsible for the implementation and maintenance of the approved
QA/QC Plan.
The Contractor's QA/OC Plan shall establish and maintain independent evidence of compliance
with all of the requirements of the Contract and the Contractor's internal design control
standards including verification and validation.

23.3.1 QA/QC Audits

The Contractor's QA/QC Plan shall include a comprehensive system of periodic audits
(including comprehensive quality system audits) in accordance with ISO 9001 to be carried out
by the Contractor to verify compliance with all policies and procedures that affect quality and
determine their effectiveness. Audits shall be performed at predetermined intervals and by
qualified personnel not having direct responsibilities in the areas audited.
Audits shall be performed of the Contractor's work and of work performed by major suppliers
and subcontractors consistent with activities being performed.

23.3.2 Certificates of Compliance

Certificates of Compliance for certain equipment or materials and products will be accepted by
the Client’s Representative in lieu of the specified sampling and testing procedures, as
described in the QA/QC plan.

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 23.3.3 Corrective Action Procedures
As part of the QA/QC Plan, the Contractor shall establish, maintain, and document procedures
to assure that conditions adverse to quality, such as failures, malfunctions, deficiencies,
deviations and defects in design, material, workmanship, and equipment shall be promptly
identified and corrected in accordance with ISO 9001. The corrective action plans shall be
made available to the Client’s Representative. The procedures shall be submitted to the Client’s
Representative upon request. The procedures shall include the following:
• Identify conditions adverse to quality, determination of the cause, and corrective
action to preclude repetition of such conditions
• Corrective actions taken shall be documented and reported to appropriate levels
of Contractor's management.

23.4 Quality Management Report

As evidence of an effective Quality Management system the Contractor shall prepare and
submit a Quality Management Report according to the schedule in Section 26.3. Quality
aspects which shall be controlled by the Quality Management system and included in the
Quality Management Report include:
• Oganisational structure
• Quality planning and procedures
• Specification of requirements
• Design control
• Design verification and reviews
• Application engineering
• Procurement and manufacture
• Product identification and traceability
• Handling and storage
• Inspection and testing
• Non-conformance and corrective action
• Packaging and delivery
• Installation and commissioning
• Operation and maintenance
• Quality monitoring and feedback
• Documentation and records
• Configuration management/change control
• Personnel competency and training
• Quality audits and follow-up
• Decommissioning and disposal.

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24 Verification and Testing

The verification process shall demonstrate in an orderly, clear, and well-documented manner
that the System meets the requirements both as given in this System Performance
Specification and as defined by the requirement allocation process described in Section 4.1.1.
To manage the System verification process, the Contractor shall provide a System
Verification, Test, and Acceptance Plan following the standard methodology for system
engineering design, realization, and verification indicated in Section 4, systems engineering.
The Contractor shall prepare a compliance verification matrix as part of the Verification, Test,
and Acceptance Plan in order to provide, for each requirement/criterion, a summary of the
requirement/criterion, the method of verification, verification status, reference documents, and
any proposed tests for the System, subsystems, and components being provided. This shall
include the timeframe, the responsible entity, and other related information. This matrix shall be
a report from the requirements management database.
Test procedures shall be submitted prior to testing, upon request.
The Contractor shall provide a final Verification, Test and Acceptance Report, which shall
include the compliance verification matrix showing compliance to the requirements and
providing an index to all of the documents that demonstrate compliance. The documents
proving the compliance shall be included in the report as well, including test procedures and
test reports. All documents shall be submitted according to the schedule in Section 26.

24.1 Verification Methods

Compliance with the requirements shall be verified by analysis, similarity, certification,
inspection, or testing. The selected method shall be determined based on the nature of the
requirement as well as the service-proven history and the importance and consequence to
System operational performance and safety.

24.1.1 Analysis
For those cases in which the Contractor selects the verification method “Analysis”, it shall
provide documentation of modeling, simulation, or engineering calculations that demonstrate
that the System or subsystem elements meet the design and performance requirements.

24.1.2 Similarity
For those cases in which the Contractor selects the verification method “Similarity”, it shall
provide supporting test data from a previous application which demonstrates that the System,
subsystem, or component met the same design and performance requirements.

24.1.3 Certification
For those cases in which the Contractor selects the verification method “Certification”, it shall
provide evidence of appropriate certification of compliance by a reputable agency. Commercial
products are typically verified by certification by recognized independent testing laboratories.

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 24.1.4 Inspection
For those cases in which the Contractor selects the verification method “Inspection”, it shall be
obvious from direct measurements or observation of physical properties that these observations
or measurements demonstrate compliance with the design and performance requirements. For
example, items for which compliance is demonstrated by formal review of detailed engineering
drawings and specifications fall into this category.

24.1.5 Test
Compliance with requirements shall be demonstrated by testing in any case where verification
is not shown to the Client’s satisfaction by any of the other methods listed above. In these
cases, the Contractor or vendor shall perform tests that clearly demonstrate that the System,
subsystem or component meets the performance requirements, the operational requirements,
the safety requirements, and satisfies all requirements applicable to final acceptance as
outlined in Systems Engineering. In any event, the overall System shall be validated by testing
to show appropriateness to the application. It is clear that compliance to many requirements
can only be verified by testing and hence tests are required. These tests can generally be
categorized as described in Section 24.2 below.

24.2 Test Program

The Contractor shall submit a Preliminary and a Final Inspection and Test Plan in
accordance with the Data Submittal Schedule in Section 26, setting out the work to be
undertaken to meet the requirements of the Verification, Test, and Acceptance Plan, identifying
the tests or groups of tests to be undertaken. The Inspection and Test Plan shall provide for the
testing of systems, subsystems, equipment and materials as required, and the documentation
of tests to ensure verification of requirements including providing a safe and operable transit
System. As part of the Project Schedule submittal the Contractor shall develop a
comprehensive program for the execution of the Inspection and Test Plan.
The Contractor shall propose templates for documentation of testing. This documentation shall
consist of the following elements:
• Test Procedures covering each testing activity on a step-by-step basis
• Test Reports for the recording of the detailed results of the testing process and
calibration of test equipment
• Test Certificates that shall report the status of the completed test or group of tests
for which the approval of the Client’s Representation is sought.
All test documentation shall be subject to audit by the Contractor's QA/QC department and
certified as complying with the approved QA/QC Plan before submission to the Client in
accordance with the Data Submittal Schedule in Section 26.
Test procedures shall identify the parameters that will be measured and recorded and will
establish the pass/fail criteria. The test procedures shall also define the instrumentation that will
be used for the tests. Where quantitative data is required as part of the verification process,
instrumentation, sensors and recorders shall be installed and calibrated to applicable
standards. All instrumentation shall be identified in the appropriate test procedures and have
proof of current calibration.

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Test Reports and Test Certificates shall show unambiguously the extent of testing covered by
each such Certificate or Report, the relevant drawings (or modification) status, the testing
location, the name and signature of the person responsible for each test, the date of testing,
and the calibration status of all test equipment. The test results shall also include numerical
values where applicable for such items as power supply conditions, system response times and
operating characteristics of specific System elements such as power system protection relays.
The Client, or its appointed agent, may monitor all tests and shall have free access to any
facilities where tests are in progress, and to all test records. Time shall be allotted in the testing
program so that, if necessary, alterations to equipment, systems and designs can be carried
out, and the alterations re-tested prior to final commissioning, to meet the time for completion of
the Works.

24.2.1 Test Categories

The tests performed generally fall into the following main categories:
• Type Tests
• Routine Tests
• Factory Acceptance Tests
• Site Acceptance Tests
• Post-installation Check-out Tests
• Subsystem Integration Tests
• System Integration Tests
• Safety Qualification Tests
• The System Demonstration or Trial Running (Validation) Test.

24.2.2 Type Tests

Most subsystems and components will be manufactured and assembled in factories prior to
shipment to site or assembly on a vehicle. It is expected that in most cases these subsystems
and components will have been thoroughly proven by prior service and testing, hence they will
be verified as meeting the requirements of this specification through similarity, certification, or
inspection. However, if a subsystem or component is modified or new, in either design or
application, then type testing will normally be required to verify compliance to requirements.
Typically, subsystems or components verified by similarity will have type testing completed
previously so further type testing will not be required, however such type tests will require type
test data submission and will be subject to the data submittal schedule. Typically, subsystems
or components verified by certification, or inspection will not require type test data submission.
Vehicles can also undergo type testing to homologate a series.
The Contractor will propose the type tests required for each such subsystem or component as
part of the Inspection and Test Plan. The type tests shall be sufficient to prove compliance to
requirements, generally as specified by local or international norms and standards.
The following are examples of typical type tests:
• Vibration and impact resistance
• Mechanical strength
• Environmental (temperature, humidity and water) resistance
• Fire testing
• Performance and timing

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 • Accelerated life tests
• Electromagnetic compatibility tests
• Electrical and electronic testing.

24.2.3 Routine Tests

Routine tests, also known as production verification tests, are tests performed at the factory on
each manufactured component and subsystem to verify key parameters that cannot be ensured
by the consistency of the manufacturing process. These tests are generally performed within
the production process.
The routine tests performed for each subsystem or component shall be identified by the
Contractor in the Inspection and Test Plan, excepting those subsystems and components
verified by certification or inspection. The test procedures shall be submitted as part of the
Verification and Test Report; however, results of these tests will not be submitted except upon
request. The Contractor shall have available the records of the results of these tests for all
production.
The routine tests shall be sufficient to maintain compliance to requirements of the subsystem or
component despite variations in quality from the production process.
Typical production testing may include the following (as appropriate):
• Physical inspection
• Dimension check
• Functional check
• Electrical check
• Calibration
• Output check
• Operational test
• Load test
• Flashover test
• Insulation test
• Soak test
• Software and data check.
Selected materials and components may be subjected to analysis, environmental, and life
testing on a sampling basis sufficiently frequently to allow isolation and replacement of suspect
materials and components.
Units that are required to have high reliability characteristics, such as signaling safety
equipment, shall be subject to a soak or burn-in period as part of the testing required under this
article.
Where microprocessor-based or computer-based equipment is being used, factory tests shall
be carried out not only on the hardware but also to validate the software and data used in this
application.

24.2.4 Factory Acceptance Tests

The Contractor shall conduct tests as appropriate to verify that any factory-produced
components and subsystems will meet the requirements as shipped from the factory. These
tests shall include a First Article Inspection (FAI) on the first items from production of all factory-
produced components and subsystems, except those verified by certification.

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A series of post-installation tests shall be completed for the vehicle-mounted equipment as part
of the vehicle pre-delivery testing at the vehicle production facility. These tests shall address:
• Wiring check
• Diagnostic functions
• Public Address system functions.

24.2.5 Site Acceptance Tests

The Contractor shall conduct tests as appropriate to verify that components and subsystems
will meet the requirements as received from the factory. Such tests are appropriate for
commercial, delicate, or items that have the potential to harm people or property should issues
have arisen in shipment. Site acceptance tests shall demonstrate that the subsystem is safe to
integrate with the System.

24.2.6 Post-installation Check-out Tests (On Site)

Post-installation check-out (PICO) testing shall be performed on site to determine that the
equipment and facilities have been installed correctly on site and are in conformance with the
Contract. This testing shall progress systematically so that the elements are tested in a
sequential and logical manner (consistent with the Project Schedule) from an established
starting point to a pre-determined completion point prior to the commencement of testing of
subsystems. Test procedures shall reflect the logical sequence of tests to be performed,
progressing from component tests to subsystem functional tests.
The Contractor shall verify that for each installation:
• Measuring and test equipment used in field installation or testing shall be certified
to be in calibration at the time of use
• Proper methods of cabling, terminating, grounding and identification have been
utilized;
• Interfaces are correct
• Positioning and orientation of equipment and hardware are in agreement with the
approved drawings
• Completeness and workmanship meet contractual workmanship standards
• Adequate information to identify location, type of equipment, contract number and
name, date and name of Contractor’s inspector, designated place where items can
be checked for acceptance or rejection, and discrepancy sheet to list noted
deficiencies and corrective action taken have been provided.
Wherever possible, persons engaged in testing shall not have been engaged in the design or
installation of the same equipment.

24.2.7 Subsystem Integration Tests

The Contractor shall organize, at the manufacturer's facility or on-site, if necessary, tests of the
individual subsystems (vehicles, ATC, power supply and distribution, guideway, guideway
elements, signaling, communications, SCADA, etc.), in so far as is reasonably possible, to
verify that the interaction of the subsystem with the rest of the System and the environment is
appropriate, safe, and meets the requirements. These will typically include electromagnetic
compatibility requirements.
During the integration testing, system-level interfaces between all subsystems shall be verified.

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Typically, it is not practical to verify all requirements in subsystem integration tests. For
instance, it is difficult if not impossible to create all environmental and failure conditions. In such
cases the Contractor shall ensure the requirements are verified as reasonably possible and
shall validate that the subsystem is appropriate for the application.
For the signaling system and other subsystems for which the Contractor determines that
producing all conditions associated with the subsystem under test is both critical and
impractical, it shall require simulation techniques in the Verification, Test, and Acceptance Plan
and/or the Inspection and Test Plan to demonstrate subsystem performance under normal,
perturbed, and failure conditions, and perform carefully controlled subsystem integration tests
on site if appropriate and safe. Any tests by simulation are considered testing and shall be
documented and submitted accordingly.
Subsystem integration tests shall be completed prior to the release of the various subsystems
to the Site.
The following subsections provide some examples of tests that shall be performed for the
individual subsystems. This is not a comprehensive list; it is indicative only of the types of
testing to be performed. The Contractor’s Inspection and Test Plan shall provide the complete
list.

24.2.7.1 Guideway Elements

Guideway elements include the guideway switches, conductor rail, and miscellaneous
hardware. If this equipment is comprised of service-proven equipment that is currently in
operation in similar applications, then verification shall be restricted to installation inspection,
integration tests, and system performance verification tests described herein.
If the Contractor proposes to supply guideway elements such as guideway switches that are
new designs, these shall be subjected to thorough design verification tests. The Contractor’s
Inspection and Test Plan shall define these tests.

24.2.7.2 Vehicle Dynamic Functional Tests

Each production train shall be subjected to dynamic functional tests. The Contractor’s
Inspection and Test Plan shall define these tests, and they shall be performed in accordance
with test procedures prepared by the train builder.
The dynamic tests for each production vehicle shall include a limited set of tests in automatic
mode.

24.2.7.3 Automatic Train Control

The manufacture and installation of the Automatic Train Control system shall be accompanied
by a comprehensive and thorough set of structured tests. Step-by-step test procedures shall be
prepared for each test, and the tests shall be documented. Any deviations from the expected
reactions shall be investigated and resolved.
Each element of the ATC equipment shall be tested at each stage of the manufacture and
installation cycles. Similarly, in the case of software, each software module shall be tested on a
stand-alone basis, and at each subsequent stage of the integration process.
Extensive testing shall be performed at early stages in the production cycles to reduce the risk
of problems during the critical field commissioning process.

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The ATC subsystem integration test shall be directed at the integration of the hardware and
software. The tests shall cover the range of functionality. Of particular importance will be
checking the software mapping of the guideway against the physical installation, and validation
of all safety features. The series of tests shall be structured on a hierarchical basis, ranging
from movements of a single train to fleet operation.

24.2.7.4 Communications Equipment Integration Tests

After installation and PICO testing to ensure correct installation and connection, a series of
integration tests shall be completed to ensure that the equipment is functional to requirements.
These tests shall include the public address system, radio coverage, CCTV, and SCADA

24.2.8 System Integration Tests

The Contractor shall also undertake testing to verify that the System meets the requirements
and is compatible with other equipment and with the project environment.
System Performance Verification Tests shall be conducted to test the hardware, software, and
operational procedures under simulated conditions (no passengers, selected vehicles ballasted)
to assure operational compatibility and compliance with operational requirements of all aspects
of the System. These tests shall include all normal, abnormal, degraded and emergency
conditions and all System configurations planned for operation.
These tests shall include:
• Operation under all normal modes of operation
• Operation with acceptable failure modes of the local electric utility supply and
PS&D subsystem
• Operational stability under perturbed conditions, and timetable recovery
• Demonstration of design headway
• Demonstration of safe resumption of operation after power outage
• Train recovery
• Use of de-trainment facilities
• Electomagnetic compatibility.
During the System-wide performance verification testing, combined exercises with emergency
services or demonstrations to civil authorities shall be performed as may be deemed necessary.
Any such tests and exercises are considered testing and shall be documented and submitted
accordingly.
It is not possible to verify all requirements in system integration tests. For instance, all
environmental and failure conditions cannot be created. For those conditions for which the
Contractor determines that verifying the system performance is both critical and impractical, it
shall require simulation techniques in the Verification, Test, and Acceptance Plan and/or the
Inspection and Test Plan to demonstrate system performance under normal, perturbed, and
failure conditions, and perform carefully controlled subsystem integration tests on site if
appropriate and safe. Any tests by simulation are considered testing and shall be documented
and submitted accordingly.
In general, the Contractor shall ensure the System requirements are verified to the extent
reasonably possible and shall validate that the System is appropriate for the application.

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 24.2.9 Safety Qualification Tests
Safety Qualification Tests are agreed between the Client and the Contractor, and the Safety
Authority if any, to establish a level of confidence that the System will perform safely prior to
commencing operations. The extent of the testing shall be commensurate with the degree of
novelty and complexity associated with the System as designed by the Contractor.
Because completion of the Safety Qualification Tests is contained within the Safety Case, the
safety of the System is not fully assured during the test period. Therefore, appropriate
precautions, procedures and monitoring shall be provided, to ensure safety of the railway during
the test period. A record shall be established which explains when the System is put into
service, with or without passengers, with or without precautions, and what is the authorisation
level obtained at each stage (provisional or final Safety Approval).
The safety qualification tests are a subset of verification testing; however, they require Safety
Management Process oversight and extra documentation in the Technical Safety Report of
Section 7.1.7.

24.2.10 System Demonstration Testing (Trial Running)

The System Demonstration Test (or Trial Running) shall be performed to validate that the total
integrated System, including staff, is ready to carry the public. The test, when successfully
completed, will provide assurance that the System meets the specified requirements and shall
demonstrate required System availability. The test shall consist of full-scale scheduled
operation of the System using the operating procedures and the O&M providers’ personnel.
This testing shall be performed by the Contractor with the participation of the Client in
accordance with the Contractor's approved testing procedures. All testing shall be performed in
strict accordance with the approved procedures. The Contractor shall provide technical support
during trial running. If the Safety Case has not been accepted prior to performing the System
demonstration tests then the same precautions, procedures and monitoring used during the
safety qualification testing shall apply.

24.3 Manpower Requirements for Testing

The Contractor shall provide the necessary test engineers and technicians to perform the on-
site Systems Integration tests. These engineers and technicians shall be supported by the
Operations and Maintenance staff during the System Integration Verification Phase and the
System Demonstration/Trial Running Period, because the System will be running in simulated
operations and variations thereof during those periods. A portion of the Operations and
Maintenance staff will be required during the System Integration testing, and the entire staff will
be required for Trial Running.
These exercises will be an inherent part of the O&M staff training program, and a test of their
ability.

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24.4 Completion
The Contractor shall provide all documentation as required under the System Verification, Test,
and Acceptance Plan before issue of the System Acceptance Certificate. Such documentation
shall include as-built drawings, manufacturer's detail drawings where applicable, operations and
maintenance manuals, test reports and certificates, the Final Safety Report, and the completed
System Verification Test and Acceptance Report, including all certificates, test procedures and
reports, and the compliance verification matrix. The Final Safety Report shall be accompanied
by a letter issued by the Contractor’s System Assurance Director stating that the information
presented within the Final Safety Report confirms that the System has been designed and
installed in accordance with applicable safety standards and is ready to carry passengers in
revenue service.

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25 Operations and Maintenance, Manuals and Training

25.1 Operations and Maintenance Planning

Operations and Maintenance (O&M) planning work shall be performed to be the basis for the
detailed O&M plans, O&M manuals, O&M training and finally, the Operation and Maintenance
of the System.
The O&M plans shall include:
• System Operations Plans based on the requirements of Section 5, including a
service plan (based on Section 5.1), plans for normal operations, failure
management and emergency operations (based on Sections 5.2, 5.3 and 5.4)
• A System Maintenance Plan (including requirements for spare parts, special tools
and test equipment) based on the requirements of Section 5.5.
• A Management Plan that includes a management structure and plans for staffing
and mobilization

25.2 Operations and Maintenance Manuals

The Contractor shall supply detailed O&M manuals including:
• System Operating Procedures Manual
• System Operating Rule Book
• System Maintenance Manual
• Illustrated Parts Catalogue.
Taken together these manuals shall contain all the information required to safely operate,
service, inspect, maintain, adjust, troubleshoot, repair, replace and overhaul subsystems and
components. They shall contain configuration / integration information and shall be
supplemented with equipment manufacturer’s standard, commercially available, off the shelf
manuals, where applicable.

25.3 Training Program

The Contractor shall develop and supply:
• A Training Program, including training methods and required training materials
• Training materials beyond the O&M manuals, including videos and other
presentation materials
• Training for the O&M personnel.

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26 System Documentation

Throughout this System Performance Specification, numerous reports, analyses, plans,

specifications, and drawings are specified for review by the Client. The term “review” used here
and elsewhere throughout this System Performance Specification shall mean that the Client will
prepare written comments and transmit them to the Contractor on any matters of question,
concern, advice and/or direction, when appropriate. The Contractor shall respond to these
comments by advising the Client in writing of further action being taken on the matter or
providing further information as appropriate.

26.1 Data Submittal Schedule – Project Plans

The data submittal schedule for project plans and similar documents is shown in Table 26-1,
below.

Table 26-1 Data Submittal Schedule -- Project Plans

Title Reference Submittal Submit to

Schedule Client for:
System Expansion Plan Section 3.6 120 days after Approval
NTP

System Engineering Plan Section 4.1 90 days after NTP Information

Configuration Management Plan Section 4.1.3 90 days after NTP Information

Noise Control Plan Section 6.3 120 days after Approval

NTP

Safety Plan Section 7.1.4 120 days after Approval

NTP

Reliability, Availability, Section 8.2.2 120 days after Information

Maintainability Plan NTP

System Security Plan Section 7.2 120 days after Approval

NTP

Construction Safety Plan Section 90 days after NTP Approval

7.3.1

Electromagnetic Compatibility Section 6.2 At PDR Information

Control Plan

Signage and Graphics Plan (Excluding Section At FDR Information

Advertising) 18.2.5

Design Management Plan Section 4.1.4 60 days after NTP Approval

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 Title Reference Submittal Submit to
Schedule Client for:
System Quality Assurance and Quality Section 23.2 60 days after NTP Approval
Control (QA/QC) Plan

Verification, Test, and Section 24 120 days after Approval

Acceptance Plan NTP

Preliminary Inspection Plan Section 24.2 120 days after Information

NTP

Final Inspection Plan Section 24.2 120 days prior to Information

acceptance testing

Test Procedures Section 24.2 14 days prior to Information

test if submission
requested

Spare Parts, Special Tools, and Test Section 19.4 60 days after the Information
Equipment last FDR

26.2 Data Submittal Schedule – Design Documentation

The data submittal schedule for design documentation is shown in Table 26-2 below.

Table 26-2 Data Submittal Schedule – Design Documentation

Title Reference Submittal Schedule Submit to

Client for
System Design/Construction Section 4.4.2 90 days after NTP Information
Interface Manual

System Design Review Package Section 4.2.1 120 days after NTP Information

Preliminary Design Review Section 4.2.2 In accordance with the In accordance

Packages approved Contract with the Design
Project Management
Schedule Plan

Final Design Review Packages Section 4.2.3 In accordance with the In accordance
approved Contract with the Design
Project Schedule Management
Plan

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 Title Reference Submittal Schedule Submit to
Client for
System Performance and Failure Section 5.3 Preliminary at PDR; Information
Management Analysis (SPFMA) Final at FDR

Hazard Log Section 7.1.4 Preliminary at PDR; Information

Final with Safety Case

System Operation and Fault Section 5.3 Preliminary at PDR; Information

Recovery Plan (SOFRP) Final at FDR

Power System Load Flow Section 10.3 Preliminary at PDR; Information

Analysis Final at FDR

Power System Short Circuit, Section 10.3 Preliminary at PDR; Information

Protection, Grounding, Harmonic Final at FDR
and Power Factor Analyses

As-built drawings Section 4.3.5 As works are Information/

completed
Records

As-Built drawing Index Section 4.3.5 One month prior to Information

start of System Trial
Run

26.3 Data Submittal Schedule – Quality Assurance and Verification Documentation

The data submittal schedule for Quality Assurance documentation is shown in Table 26-3
below.

Table 26-3 Data Submittal Schedule – Quality Assurance Documentation

Title Reference Submittal Schedule Submit to

Client for:
Functional Requirements Section 4.1.1 Preliminary at FDR; Information
Specification Final with Safety Case

Safety Requirements Specification Section 7.1.4 Preliminary at FDR; Information

Final with Safety Case

Test Reports Section 24.2 As Requested, and (as Information

required) as part of the
Final Verification, Test,
and Acceptance Report

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 Title Reference Submittal Schedule Submit to
Client for:
First Article Inspection Reports Section 24.2 As requested, and (as Information
required) as part of the
Final Verification, Test,
and Acceptance Report

System Performance Verification Section 24.2 14 days prior to test Information

Test Procedures

Availability Demonstration Test Section 8.2.2 120 days prior to Information

Plan acceptance testing

Availability Demonstration Test Section 6 months prior to Approval

Procedure – System Trial Run 24.2.10 System Trial Run

Availability Demonstration Test Section 14 days after Approval

Report – System Trial Run 24.2.10 completion of System
Trial Run

Quality Management Report Section 23.4 2 months prior to Approval

System Trial Run

Safety Case Section 7.1.3 Design FDR + 90 days Approval

Preliminary 2 months
prior to System Trial
Run

Final 2 weeks prior to

System Trial Run

Final Verification, Test, Section 24 30 days after

and Acceptance Report completion of
System Trial Run Approval

26.4 Operation and Maintenance Documentation

The data submittal schedule for Operations and Maintenance documentation is shown in Table
26-4 below.

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Table 26-4 Data Submittal Schedule -- Operations and Maintenance Documents

Title Reference Submittal Submit to

Schedule Client for
System Operating Plan Section 5 120 days prior to Approval
start
of integration
testing

System Maintenance Plan Section 5.5.1 120 days prior to Information

start
of integration
testing

Standard Operating Procedures Section 3.4 30 days prior to Information

Manual start
of integration
testing

System Maintenance Manuals - Section 25.2 30 days prior to Information

Final start
of integration
testing

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27 Appendix 1 International Standards for Straddle-Beam Monorails

Table 27-1 Normative Standards

Normative Standard Description

EN 10025 Non-alloy structural steels delivery condition

EN 12299 Railway applications - Ride comfort for passengers - Measurement

and evaluation

EN 12663-1 Railway Applications - Structural Requirements of Railway Vehicle

Bodies

EN 13272 Lighting for rolling stock

EN 13452-1 Mass transit brake systems

EN 13452-2 Mass transit brake systems Part 2: Methods of test

EN 14750 Railway applications – Air conditioning for urban and suburban rolling
stock

EN 14752 Door System for Rolling Stock

EN 15085-1 A1 Welding of Railway Vehicles and components part 1 general

EN 15085-2 Welding of Railway Vehicles and components part 2 Quality

requirements and certification

EN 15085-3 Welding of Railway Vehicles and components part 3 Design

Requirements

EN 15085-4 Welding of Railway Vehicles and components part 4 Production

Requirements

EN 15085-5 Welding of Railway Vehicles and components part 5 Inspection testing

and documentation

EN 15227 A1 Railway Applications – Crashworthiness Requirements for Railway

Vehicle Bodies

EN1990:2002+A1 Basis of structural design

EN 1991 Eurocode 1 — Actions on structures. There are many subcategories

for this standard

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Normative Standard Description

EN 1992 Eurocode 2 — Design of concrete structures. There are many

subcategories for this standard

EN 1993 Eurocode 3 — Design of steel structures. There are many

subcategories for this standard

EN 1994 Eurocode 4 Design of composite steel and concrete structures

EN 1997 Eurocode 7 Geotechnical design

EN 1998 Eurocode 8 Design of structures for earthquake resistance

EN 1999-1-1 A2 Eurocode 9: Design of aluminium structures Part 1-1 General

structural rules

EN 1999-1-2 Eurocode 9 Design of aluminium structures Part 1-2 Structural fire

design

EN 1999-1-3 A1 Eurocode 9 Design of aluminium structures Part 1-2 Structures

susceptible to fatigue

EN 1999-1-4 A1 Eurocode 9 Design of aluminium structures Part 1-4 Cold-formed

structural sheeting

EN 1999-1-5 Eurocode 9 Design of aluminium structures Part 1-5 Shell structures

EN 1337 Structural Bearings

EN ISO 9606-1 Qualification testing of welders — Fusion welding Part 1 Steels

EN ISO 9606-2 Qualification testing of welders — Fusion welding Part 2 Aluminium

EN 45545 Fire Safety

EN 50110-1 Operation of electrical installations

EN 50121 Electromagnetic Compatibility – Railway Applications

EN 50122-1 Railway applications – fixed installations, Part 1: Protective provisions

relating to electrical safety and earthing

EN 50123-1 Railway applications – Fixed Installations D.C. switchgear General

EN 50123-2 Railway applications – Fixed installations D.C. switchgear DC circuit

breakers

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Normative Standard Description

EN 50123-3 Railway applications – fixed installations – DC switchgear, Part 3:

indoor DC disconnectors and switch disconnectors

EN 50123-5 Railway applications – fixed installations – DC Switchgear, Part 5:

Surge arresters and low voltage limiters for special use in DC systems

EN 50123-6 Railway applications – fixed installations – DC Switchgear, Part 6: DC

switchgear assemblies

EN 50123-7 Railway applications – fixed installations – DC Switchgear, Part 7:

Measurement, control and protection devices for specific use in DC
traction systems.

EN 50124-1 Railway applications – Insulation coordination, Part 1: Basic

requirements – Clearances and creepage distances for all electrical
and electronic equipment

EN 50124-2 Railway applications – Insulation coordination, Part2: Over-voltages

and related protection

EN 50126 Railway applications – The specification and demonstration of

Reliability, Availability, Maintainability and Safety (RAMS)

EN 50128 Communications, Signalling, and Processing Systems-software for

railway control and protection systems

EN 50129 Railway Application: Safety related Electronic System for Signalling

EN 50153 Protection re electrical hazards

EN 50155 Railway applications - Electronic equipment used on rolling stock

EN 50159 Railway applications Communication, signalling and processing

systems Safety-related communication in transmission systems

EN 50207 Railway Applications Electronics Power Converter for Rolling Stock

EN 50327 Converter groups and tests on converter groups

EN 50328 Railway applications – fixed installations, Electronic power converters

for substations

EN 50343 Railway applications - Rolling stock - Rules for installation of cabling

EN 55011 A1 Industrial scientific and medical equipment — Radio-frequency

disturbance characteristics Limits and methods of measurement

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Normative Standard Description

EN 55022 Information Technology Equipment - Radio Disturbance

Characteristics - Limits and Methods of Measurement

EN 55022 (Class B) Information Technology Equipment - Radio Disturbance

Characteristics - Limits and Methods of Measurement

EN 60038 CENELEC standard voltages. Identical to IEC 60038:2009.

EN 60068-1 Environmental testing Part 1 General and guidance

EN 60076-1 Power transformers Part 1 General

EN 60146-1-1 Semiconductor converters

EN 60310 Traction transformers and inductors on board rolling stock

EN 60349-4 Electric traction Rotating electrical machines for rail and road vehicles
Part 4: Permanent magnet synchronous electrical machines connected
to an electronic converter

EN 60812 Analysis Techniques for System Reliability - Procedure for FMEA

EN 60947-1 A1 Low-voltage switchgear and control gear Part 1 General rules

EN 61000-4-2 Electromagnetic compatibility (EMC) Part 4-2 Testing and

measurement techniques Electrostatic discharge immunity test

EN 61000-4-5 Electromagnetic compatibility (EMC) Part 4-5 Testing and

measurement techniques Surge immunity test

EN 61000-4-8 Power frequency magnetic field immunity test

EN 61000-4-9 Electromagnetic compatibility (EMC) - Part 4: Testing and

measurement techniques - Section 9: Pulse magnetic field immunity
test - Basic EMC Publication

EN 61000-6-1 Electromagnetic compatibility (EMC) - Part 6-1: Generic standards -

Immunity for residential, commercial and light-industrial environments

EN 61000-6-2 Electromagnetic compatibility (EMC) - Part 6-2: Generic standards -

Immunity for industrial environments

EN 61000-6-3 Electromagnetic compatibility (EMC) - Part 6-3: Generic standards -

Emission standard for residential, commercial and light-industrial
environments

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Normative Standard Description

EN 61000-6-4 Electromagnetic compatibility (EMC) -- Part 6-4: Generic standards -

Emission standard for industrial environments

EN 61025 Fault Tree Analysis

EN 61287-1 Power convertors installed on board rolling stock

EN 61373 Railway Applications – Rolling Stock Equipment – Shock and Vibration

Test

EN 61375-1 Train communication network (TCN) Part 1: General architecture

EN 61375-2-1 Train communication network (TCN) Part 2-1 Wire Train Bus (WTB)

EN 61375-2-2 Train communication network (TCN) Part 2-2 Wire Train Bus
conformance testing

EN 61375-3-1 Train communication network (TCN) Part 3-1 MVB

EN 61375-3-3 Train communication network (TCN) Part 3-3 CANopen

EN 61377-1 Railway applications – Rolling stock – Part 1: Combined testing of

inverter – fed alternating current motors and their control system.

EN 61508: EN version of UIC 61508 (& covered somewhat by EN 50128)

Functional safety of electrical-electronic-programmable electronic
safety-related systems

EN 62005-1 Reliability of fibre optic interconnecting devices and passive

components

EN ISO 3095 Railway Applications - Acoustics - Measurement of Noise Emitted by

Railbound Vehicles

EN ISO 3381 Railway Applications - Acoustics - Measurement of Noise Inside

Railbound Vehicles

EN ISO 60204-1 Safety of Machinery – Electrical Equipment of Machines – General

Requirements

IEC 60850 Railway Applications – Supply Voltages of Traction Systems

IEC 62128-1 Railway Applications-Fixed Installations-Part 1 Protective Provisions

Relating to Electrical Safety and Earthing

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Normative Standard Description

IEEE 1483 Standard for Verification of Vital Functions in Processor-Based

Systems Used in Rail Transit Control

IEEE 1653.2 Standard for Uncontrolled Traction Power Rectifiers for Substation
Applications Up to 1500 V DC Nominal Output

IEEE 730 Standard for Software Quality Assurance Plans (ANSI)

IEEE 802.1d Spanning Tree Protocol

IEEE 802.1p Quality of Service in Ethernet

IEEE 802.1Q VLAN in Ethernet

IEEE 802.1s Multiple Spanning Tree Protocol (MSTP)

IEEE 802.1s/802.1Q Multiple spanning Tree Protocol (MSTP)

IEEE 802.3 Ethernet TCP/IP

IEEE 802.3 Gigabit Ethernet Standard

IEEE 802.3ad Link Aggregation Control Protocol

IEEE 802.3af Power over Ethernet Standard

IEEE P1483 Draft standard for verification of safety for processor based systems
used in rail transit control

IEEE Std Standard for System and Software Verification and Validation

IEEE Std. 802.3 Ethernet TCP/IP

ISO 9001:1994 Quality System – Model for Quality Assurance in Design,

Development, Production Installation and Servicing

ISO/IEC/IEEE 12207: Information Technology - Software Life Cycle Processes

Montreal Protocol Refrigerant R407C / R134a

NFPA 130 Fire Safety

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Table 27-2 Informative international standards

Informational Description
Standard

CELEX 1300 (2014) COMMISSION REGULATION (EU) No 1300/2014 on the technical

specifications for interoperability relating to accessibility of the Union's
rail system for persons with disabilities and persons with reduced
mobility

EN ISO 15607 Specification and qualification of welding procedures for metallic

materials — general rules

EN 50125 Railway applications - Environmental conditions for equipment

EN 50163 Railway applications, supply voltages of traction systems

EN 13749 Method of specifying the structural requirements of bogie frames

EN 10020 Definition and classification of grades of steel

EN 10027-1 Designation systems for steels - Part 1: Steel names

EN 10027-2 Designation systems for steels - Part 2: Steel numbers

EN 10088-1 Stainless steels - Part 1: List of stainless steels

EN 12258-1 Aluminium and aluminium alloys. Terms and definitions. General terms

EN 12663: Structure Mechanics body/bogie connection only (6.7.2)

EN ISO 12100-1 Safety of Machinery – Basic Concepts, General Principles for Design –
Part 1: Basic Terminology, Methodology

EN ISO 12100-2 Safety of Machinery – Basic Concepts, General Principles for Design –
Part 2: Technical Principles

EN 15663 Vehicle reference masses

EN_60721-3-5 Classification of environmental conditions

IEC 1131 Programmable Logic Controllers – General Information

IEC 479-1 Effects of Current on Human Beings and Livestock

ISO 2768-1 Tolerances for linear and angular dimensions without individual
tolerance indications

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Performance Specification for a Turnkey Mass Transit Monorail System - First Edition. 2022
Informational Description
Standard

ISO_2631- Mechanical vibration and shock -- Evaluation of human exposure to

4_AMD_1_2010-07 whole-body vibration

UMTA-MA-06-0153- Inductive interference in rapid transit signalling systems volume ll:

85-8 Suggested test procedures

FIB Bulletin 65 & Model Code 2010

Bulletin 66.

AASHTO 2017 AASHTO LRFD Bridge Design Specifications, 8th Edition with reference
to ACI 318-14

ACI 318-14 Building Code Requirements for Structural Concrete and Commentary -

ASCE 21-13 Automated People Mover Standards

AISC 360-16 Specifications for Structural Steel Buildings, July 7th, 2016
Emergency Walkways and Miscellaneous steel structures shall be
designed according to AISC 360-16 and referenced codes such as ASCE
7

ASCE 7-16 Minimum Design Loads and Associated Criteria for Buildings and Other
Structures.

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Performance Specification for a Turnkey Mass Transit Monorail System - First Edition. 2022
28 Appendix 2 Alignment Data

Monorail system alignment data following shall include drawings and tables describing the
alignment of each track, including:
Mathematised alignment data
Chainages
Curve information including points.

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Performance Specification for a Turnkey Mass Transit Monorail System - First Edition. 2022
INTERNATIONAL MONORAIL ASSOCIATION

„
Performance Specification
for a
Turnkey Mass Transit
Monorail System
First Edition, 2022

International Monorail Association

Schützenstrasse 19
3627 Heimberg
Switzerland

tel. +41 (33) 439 80 85

fax +41 (33) 439 80 81

[email protected]

www.monorai ex.org