Gtech Surveys Limited

GTech Surveys Limited

Baseline Docklands Light Railway (DLR) Radio Signal Survey & DLR Radio Reception Impact Assessment 1 Bradfield Road

CHANGE HISTORY

Issue Date Details of Changes 0.0 16/04/2021 Working draft 0.1 11/05/2021 First draft issue

Author: G Phillips Reviewer: O Lloyd

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Contents Page

GTech Surveys Limited

Executive Summary

1 - Introduction 4

2 - The Mechanisms of Interference Radio Networks 7

3 - The Existing DLR Radio System 10

4 - Survey Methodology 14

5 - Baseline Reception Conditions 16

6 - Predicted Impacts and Effects 18

7 - Mitigation Measures 19

8 - Conclusions 20

Appendix 21

DLR Remote Radio Sites

DLR Remote Radio Site Grid Reference

DLR Remote Radio Sites Schematic

References

Mapping Data

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GTech Surveys Limited

GTech Surveys Limited is a Midlands based broadcast and telecommunications consultancy conducting projects throughout the entire UK. We undertake mobile phone network, television and radio reception surveys (pre- and post- construction signal surveys), conduct broadcast interference and reception investigations, and support telecommunications planning work for wind energy developers, construction companies, architects, broadcasters and Local Planning Authorities.

In addition to radio interference modelling services and television reception surveys, we produce EIA and ES Telecommunications Chapters (also known as an 'Electronic Interference Chapter'); satisfying the requirements of Part 5, Regulation 18 (Parts 5a and 5b) of The Town and Country Planning EIA Regulations 2017. We peer review ES and EIA work, liaising with telecommunications providers (Arqiva, BT etc.) and advise developers with respect to associated Section 106 (Town and Country Planning Act 1990) and Section 75 (Town and Country Planning (Scotland) Act 1997) agreements.

GTech Surveys Limited is a consultant member of the Trade Association for Content Delivery - (Confederation of Aerial Industries Ltd - CAI) and the RDI - the digital sector's professional body and trade organisation. We are listed on Constructionline and verified as a Safety Schemes in Procurement (SSIP) member by Safety Management Advisory Services (SMAS), making us compliant with the industry standard PAS 91:2013 + A1:2017.

Professional broadcast trained project engineers deliver, and supply QBE insured technical products to support planning applications, discharge planning conditions (including S106 Agreements) and for due diligence. For more information about GTech Surveys Limited please visit our website - www.gtechsurveys.com

GTech Surveys Ltd. Accountancy House, 4 Priory Road, Kenilworth, Warwickshire, CV8 1LL.

T: +44(0) 1926 744771

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Executive Summary

A baseline (pre-construction) DLR radio signal survey and reception impact assessment have been undertaken to determine the potential effects on the local reception and operation of the DLR radio network adjacent to the proposed 1 Bradfield Road development. A Planning Condition (6) associated with the scheme states;

6. DLRL Radio Impact Survey

The development hereby approved shall not be commenced until a radio impact survey has been undertaken and submitted to and approved in writing by the Local Planning Authority.

This should assess the impact of the development on the DLR radio signal. Should the development be found to have impact on the radio signal, no development shall take place until a scheme of mitigation has been agreed in writing with DLRL and implemented.

Reason: To ensure the construction of development does not interfere with the safe operation of the railway.

It is necessary for this condition to prevent the commencement of development until the requirements of the condition have been met because the timing of compliance is fundamental to the decision to grant planning permission.

From the results of the radio signal survey, modelling of potential impacts and from an understanding of existing radio coverage in areas around the Site, it is considered that the Proposed Development will not have any adverse impacts on the operation of local DLR radio services.

Overall, existing coverage and reception conditions are good, and the Proposed Development is unlikely to adversely alter reception conditions. As no interference is expected, no mitigation measures are required to restore the reception of the DLR radio network in areas around the Site. This report provides the existing level of radio signal reception in the survey area and can be used to discharge Planning Condition 6.

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1 - Introduction

This report outlines the findings of a radio reception impact assessment and pre-construction signal reception survey to determine possible impacts and effects the proposed 1 Bradfield Road development may have on the operation and reception the Docklands Light Railway (DLR) radio network in adjacent areas.

A Planning Condition (6) associated with the scheme states;

6. DLRL Radio Impact Survey

The development hereby approved shall not be commenced until a radio impact survey has been undertaken and submitted to and approved in writing by the Local Planning Authority.

Reason: To ensure the construction of development does not interfere with the safe operation of the railway.

The Proposed Development will provide a single building of 12 storeys in height comprising of 55 residential units, with associated cycle parking, plant and refuse areas, and resident amenity areas. The accommodation will comprise of 27 x 1 bedroom, 6 x 2 bedroom and 22 x 3-bedroom apartments. The elevations will be in brick. Figure 1 shows the location of the Site.

A desktop study was first undertaken, based on DLR radio transmission information, plans of the Proposed Development and maps of the area. The relevant radio signal survey area for the Proposed Development was identified and a site visit was then subsequently conducted to establish the baseline radio reception conditions on the DLR track adjacent to the Site. Modelling techniques and an assessment of recorded signal data was then used to predict the potential impacts and effects upon DLR radio network operations in the area. The impacts from the Proposed Development are consequently analysed, and together with various mitigation options, conclusions are drawn on the overall effects of the Proposed Development on DLR radio network operations.

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This study was undertaken during April 2021 to investigate whether the Proposed Development could cause interference to local DLR radio network operations. The report also details the baseline DLR radio reception conditions for future reference.

Figure 1 - The Planning Application Boundary Line (Delineated in red)

This report follows the following structure: Chapter 1 introduces the work Chapter 2 discusses the different forms of structure generated radio interference and how these can impact the reception of radio networks Chapter 3 describes the operation of the existing DLR radio network Chapter 4 describes the survey methodology Chapter 5 describes the baseline radio reception conditions adjacent to the Site Chapter 6 describes the predicted impacts of the Proposed Development upon the DLR radio network before any mitigation measures are applied Chapter 7 describes any suitable mitigation measures to restore radio reception or network operations Chapter 8 presents the conclusion

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The following terms are used throughout this document:

Radio Communications

The term radio communications includes systems for UHF FM analogue modulation, Digital C4FM digital modulation and digital systems to the TETRA standard as used by the Airwave/LUL Connect and for the DLR and franchise areas.

Operational Area

The operational area defines the area over which the radio system is designed to operate, and this includes all areas that operations or maintenance staff, the emergency services and the general public (whether authorised or not) may have access to.

This includes, but is not limited to all track work, depots, stations, running tunnels, platforms, passageways and corridors plus equipment rooms and train carriages whether in motion or stationary. In general, this will also include coverage out to a distance of 50 metres from tunnel portals.

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2 - The Mechanisms of Interference to Radio Networks

Radio signals are transmitted at radio frequencies, ranging from hundreds of kilohertz (kHz) to thousands of megahertz (MHz). At the high frequencies in which the signals operate, the corresponding wavelengths of the signals are several hundred times smaller than the length of tall buildings or other structures with sizeable massing and elevation. The relative difference between the sizes of large structures/buildings and signal wavelengths means that the structures act as obstructions in the paths of the signals being transmitted. In simple terms, signals transmitted at high frequencies travel as electromagnetic waves and can be considered as travelling in straight lines, like rays of light.

This ability of high frequency signals to travel almost in straight lines has the disadvantage that large structures with sizeable elevations, can cause reception problems to radio reception.

The main mechanisms that create these reception problems are when the obstructing structure creates a reception ‘shadow’ by obstructing the transmitted signal from reaching other properties within the shadow or causes ‘reflection’ whereby the structure reflects incident signals onto surrounding properties.

Signal Shadowing

In an area behind a structure, the radio receiver is effectively screened from the transmitter and the strength of the signal from the transmitter to a receiver in the ‘shadow’ zone is reduced, as shown in Figures 2 and 3.

Figure 2 – Signal Shadow Area Created by a Structure

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Figure 3 - Signal Shadow Area Created by a Structure

The ‘shadow’ area can be considered to be divided into the following sub- areas:-

 In the region where an optical view of the transmitter is lost, the reduction in signal strength is dependent on the design and composition of the obstructing structure. Most brick and concrete buildings can significantly reduce signal strength in the ‘shadow’ area, and can in some cases, allow no signal through.

 Diffraction at the edges of the structure can effectively reduce the effects of a ‘shadow’. In general, the effect of diffraction is that the signal appears to bend around the sides of the structure and can reduce the size of the ‘shadow’ area.

 Further from the structure, a complex multiple of reflections and diffraction, caused by structures in the locality, may result in the ‘shadow’ area becoming almost non-existent.

Reflections

Radio frequency signals can be reflected from a structure and can result in a receiver, receiving two or more signals from the same source.

Figure 3 shows the potential interference mechanism produced by ‘reflection’ or ‘scattering’ of the incident signal; this type of interference is caused by the combination of a direct signal which travels distance (D1) to the receiver and a signal reflected from the structure which travels a slightly further distance (D2 + D3).

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Even though signals travel at the speed of light, the different path lengths can mean that one signal arrives at a significant delay relative to the other; this can result in a distortion on the received transmission.

Figure 4 – Signal Reflections Created by a Structure

Radio transmission signals will reflect into ‘shadow’ areas and also reflect from structures to cause ‘multi-path’ effects. The effect of multiple signals is to create zones of signal cancellation and signal enhancement. This is often demonstrated by the need to carefully position portable radio receivers for good reception or the fluctuation in signal quality whilst listening to VHF (FM) broadcasts in a vehicle. Due to the wavelength of the VHF (FM) signal (at 100 MHz, the wavelength is 3 metres), zones of interference can quickly and easily physically move around, as the interference is generated from the sum interaction of all incoming signals. Consequently, prediction of VHF (FM) interference is not practically possible due to the complex interaction of reflected signals with wanted signals, the design of radio receivers and radio signal propagation characteristics.

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3 - The Existing DLR Radio System

The ultra-high frequency (UHF) radio system currently employed by Docklands Light Railway (DLR) is controlled from the Beckton or Poplar Control Centre providing radio coverage of the stations, in-train operatives, the track, the approach roads and walkways of the complete network using three wide area operational UHF channels. The current radio system is an analogue FM system carrying voice traffic only. A single set of radio base stations is employed with RF over Fibre (RFoF) extension across the system to fill in and enhance coverage where the direct signals from the base stations are inadequate or nonexistent due to location (e.g. in running tunnels). There are 24 remote RFoF repeaters used across the system together with several Bidirectional Amplifiers (BDA) and Off-Air Repeaters (OFR). Locations of DLR radio transmitters can be found in the Appendix – DLR Radio System Layout. Figure 5 shows the general extent of the Operational Area in London the DLR radio network covers.

Figure 5 – The London DLR Network served by the Existing DLR Radio System

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Table 1 indicates the UHF frequencies in use.

Radio Description Mobile RX MHz Mobile TX MHz CTCSS Channel (Down Link) (Up Link)

1 Channel 1 ‘SC’ 453.7125 460.2125 151.4Hz

2 Channel 2 ‘SC’ 453.7625 460.2625 151.4Hz

3 Channel 3 ‘SC’ 453.8125 460.3125 151.4Hz

4 Channel 4 ‘SC’ 453.9125 460.4125 -

SC – Selective Calling RX – Receiver TX – Transmitter CTCSS – Continuous Tone-Coded Squelch System

Table 1 - Licensed DLR UHF Operating Frequencies

Note that channel 4 is not currently in use. There is an additional radio channel in use from Mudchute towards Lewisham which was used exclusively by CGLR, before that section became part of the DLR.

The main radio base station is located at the north eastern corner of the DLR Poplar Depot, approximately 2.7km from the DLR route closest to the Site. Figure 6 shows the locations of the Site and local DLR radio transmitters. Full details of the radio network can be found in the Appendix – DLR Radio System Layout.

Figure 6 – The Site and the Locations of Local DLR Transmitters. N.B. the majority of Sites just provide coverage along the track adjacent to their immediate location

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The antenna array at Poplar (Figure 6 Main Radio Site - POD) is mounted at a relatively low height which encounters significant obstructions from existing local buildings. Consequently, as the direct radio path is obstructed, signals are subject to high attenuation and reflections from the massing of tall buildings in the area. In addition to the relatively low height of the antenna array, the Effective Radiated Power (ERP) from the radio base station at Poplar is limited by an Ofcom license to only 37dBm ERP.

The track route at West Silvertown DLR Station (the closest DLR station to the Site, 230m to the west), is fed from the closest two signal sources. These are two slave optical units, one at the Lower Lea Substation and another one at Pontoon Dock DLR Station. Figure 7 shows the situation.

Figure 7 – The Site and the Locations of Local DLR Transmitters including Pontoon Dock DLR Station and Lower Lea Substation

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DLR Radio Network Design Specification

The DLR radio system has been quoted as being originally designed to provide the following performance.

Minimum radio signal coverage inside trains within the specified areas was defined as ITU Grade 41 (ITU 358-5) which give a median field strength of approximately 40 dBµV/m for high grade reception and a median field strength of 30dBµV/m for medium grade reception. These field strengths when converted to RF power levels at a frequency of 460MHz (the operational frequency of the radio network), give power levels of -88.4dBm and -98.4dBm respectively. The figures presented in ITU 358-5 were based on a minimum usable receiver input of 0.7µV emf (-116dBm) and assume a hand portable radio antenna efficiency of -6dBi.

Using these figures for probability evaluations gives values of margins of signal above the receiver threshold (-116dBm) of 28dB2 and 18dB respectively. Therefore, using fade margins of 28dB and 18dB will give probability results of >99% and 98% respectively.

Simoco Wireless Solutions (who operate and maintain the DLR radio network) have evaluated the RF levels using the LUL Section 12 station signal level requirements as a baseline (which is widely used) and have assumed a receiver threshold of -113dBm, to give a median signal level of -93dBm, a margin of 20dB above the receiver threshold. Using this fade margin to evaluate the probability gives a figure of 99% for making and receiving calls. A figure of -113dBm will generally result in a receiver signal-to-noise and distortion ratio (SINAD) of 20dB or better, broadly equivalent to the requirements for an ITU Grade 4 signal.

Expected Coverage Along Tracks Adjacent to The Site

Predicted signal levels close to the Site will be in the order of -60dBm and assuming an ERP of +30dBm from the Lower Lea Substation and additional input from the Pontoon Dock DLR Station transmission antennas. Consequently, these received levels are well above the required levels for ITU Grade 4 operation.

1 ITU Report Protection Ratios and Minimum Field Strengths Required in the Mobile Services ITU-R 358.5

2 Decibel (dB), unit for expressing the ratio between two physical quantities. One decibel equals 10 times the common logarithm of the power ratio. Expressed as a formula, the intensity of a signal in decibels is 10 log10 (S1/S2), where S1 and S2 are the intensity of the two signals; i.e., doubling the intensity of a signal means an increase of a little more than 3 dB.

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4 - Survey Methodology

During March 2021, GTech Surveys Limited commissioned Simoco Wireless Solutions to assess the existing radio system coverage currently operational along the section of DLR track between Lower Lea Substation and Pontoon Dock DLR Station. These are the two closest transmitter sites which provide a signal to areas around the Site and the Proposed Development. The signal data recorded during the survey is also required for any post-construction / post- completion surveys interference assessments, if required or requested.

DLR Channels in Use in the Survey Area

The DLR radio channels originate at the Poplar Radio Cabin by RFoF from the Poplar Archive Room (PAR). These are in turn fed via optic fibre to slave optical units (SOUs) at Lower Lea Substation and the Pontoon Dock DLR station. There are three main DLR radio channels in use: Operations, Maintenance and Incident. The survey was conducted using the DLR radio Channel 4 (not currently in use), as this will cause the least operational impact. The DLR radio Channel 4 service was provided by a test radio broadcast system keyed on for the duration of the survey.

Survey Methodology

The survey provides a baseline signal level record of the current signal levels along the DLR track from Lower Lea Substation through to Pontoon Dock DLR Station. During the survey, only the signal levels from Channel 4 were recorded, but these may be regarded as representative of the coverage also from radio Channels 1, 2 and 3, since all signals are radiated from the same transmitter locations. The overall survey methodology is to measure the signal level of the service along a wider section of track from Westferry DLR Station through to King George V DLR Station recording the results to enable signal level charts to be produced.

A portable professional signal receiving device was used with a ¼ wavelength resonant antenna, recording peak signal level at 1 second intervals. The equipment used for this survey was the Rohde & Schwarz (R&S) TSMW test receiver using the R&S ROMES RF Power scanner software. The following equipment was used:

Calibration Equipment Manufacturer Status SRP omnidirectional whip antenna Simoco N/A TSF2025 Transceiver (R19.11) Simoco N/A TSMW Receiver s/n 101808 Rohde & Schwarz 02/03/22 ROMES software version 4.87 Rohde & Schwarz N/A

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The survey was undertaken from an in-service light rail vehicle (LRV), with the survey equipment located at the front of the train. The signal level data was saved to an external memory device for later assessment and manipulation. Waypoints were recorded to enable the location of the recorded signal levels to be determined and marked on the signal level charts. The survey was conducted on 7th April 2021.

Survey Disclaimer

The survey results reported within this document were correct and accurate on the day of testing (7th April 2021) but cannot be guaranteed to remain the same for any defined period. This assessment assumes that there will be changes to the surrounding structures, variable parameters that may modify RF propagation, the addition of other RF devices that may interfere with signals and changes in network operations. Variables such as those stated may force a similar survey at the Site in the future to understand reception conditions. GTech Surveys Limited will not be held liable for costs of any requirement to conduct more diagnostic surveys due to changes within the surveyed environment, or due to changes with networks in the survey area.

GTech Surveys Limited undertakes signal and radio frequency surveys but does not install any mobile equipment or are affiliated in any way with any equipment installer or radio network operator. GTech Surveys Limited only provides zero-biased independent signal surveys and radio network coverage assessments.

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5 - Baseline Reception Conditions

Overview

The surveys were conducted on the Channel 4 downlink (Base TX) operating on a frequency of 453.9125MHz (refer to Table 1). The signal level charts show a limit signal threshold of -93dBm (37.8 dBµV/m) for DLR analogue UHF services (the London Underground Limited (LUL) limit) for a sub-surface station (previously known as a Section 12 Station). A typical receiver threshold is -113dBm for a 20dB SINAD figure so the -93dBm line represents a level 20dB above the threshold point. This may be taken as a probability of calls to be made and received of 99%.

Baseline Assessment

The signal level graphs show that the signal levels from Westferry DLR Station through to King George V DLR Station are well above the minimum required signal threshold of -93dBm, Figure 8.

The effect of the SOUs located at Lower Lea Substation and Pontoon Dock DLR Station are immediately visible by a higher signal levels at approximately -40dBm and greater, Figures 8 and 9.

Figure 8 - The Received Signal Levels (Blue Line) from Westferry DLR Station to King George V DLR Station. The red line indicates the minimum signal threshold for reliable radio operations (-93 dBm)

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Figure 9 - The Received Signal Levels (Blue Line) from Lower Lea Substation to King George V DLR Station. The red line indicates the minimum signal threshold for reliable radio operations (-93 dBm)

Adjacent to the Site, coverage can be considered to be very good. Figure 10 indicates the actual levels on the track adjacent to the Site; between -64 dBm to -42 dBm.

Figure 10 - Signal Levels adjacent to The Site

It is considered that the majority of radio coverage in the area towards the Site is provided by the RFoF repeater at Pontoon Dock DLR Station, approximately 480m east of the Site and also from the RFoF repeater at Lower Lea Substation, approximately 1.5km northwest of the Site, with a very minor contribution from other radio sites. The contribution from other radio sites cannot be determined from an in-service survey since the system is designed to radiate from all sites simultaneously.

6 - Predicted Impacts and Effects

Methodology

To assess the effects of the Proposed Development upon DLR radio network reception and operation, the structures were considered to create interference to services in the immediate areas around the Site, in signal reflection areas and in the signal shadow zones. These methods, used in conjunction with DLR radio network transmission information, development plans, maps of the study area and modelling techniques, contribute towards predicting the potential effects upon DLR radio coverage in the study area.

The field survey then investigated the areas identified as being at risk of interference and assessed all available services through the survey. The collected data was finally used to determine what actual risks exist and what viable solutions are available to minimise any adverse effects i.e. unwanted interference.

Predicted Impacts and Effects

Due to the existing good coverage around the Site (between -64 dBm to -42 dBm), the location of the Site (to the south of the track and not positioned in between any local radio transmitter such as Pontoon Dock DLR Station and Lower Lea Substation) and the robust coverage enabled by the transmitter at the adjacent Pontoon Dock DLR Station, no interference effects are considered likely.

The close proximity of the Proposed Development to the DLR track may increase the basic ambient RF noise floor in this section of track and this would need to be evaluated when the Proposed Development is fully occupied. The actual RF levels from the DLR radio system range approximately between -42 dBm and -64 dBm in the section of track closest to the development, so any emitted RF / unwanted electrical noise from the completed Proposed Development would have to be in excess of -6dBr to have a negative effect on the downlink signals received by a hand portable (assuming a typical receiver noise floor of -120dBm, noise at -120dBm would degrade the receiver by 3dB, noise at -126dBm would result in degradation of <1dB). However, as all modern electrical installations are designed to minimise unwanted radio frequency interference (RFI), overall, the RF noise floor is not expected to significantly alter.

7 - Mitigation Measures

Planning Condition 6 associated with the Proposed Development states;

The development hereby approved shall not be commenced until a radio impact survey has been undertaken and submitted to and approved in writing by the Local Planning Authority.

Reason: To ensure the construction of development does not interfere with the safe operation of the railway.

As no interference is expected to the reception of the DLR radio network signal as a result of the Proposed Development, no mitigation measures are required to restore coverage or DLR service reception.

7 - Conclusions

A desktop-based study and baseline reception survey have been performed to assess the possible effects and impacts on the reception of DLR radio services from the proposed 1 Bradfield Road development. Planning Condition 6 associated with the Proposed Development states;

The development hereby approved shall not be commenced until a radio impact survey has been undertaken and submitted to and approved in writing by the Local Planning Authority.

Reason: To ensure the construction of development does not interfere with the safe operation of the railway.

To assess the possible impacts and effects upon DLR radio network coverage and operations, a radio signal survey was undertaken to determine the baseline reception conditions, the recorded data was consequently analysed and an assessment of likely unwanted interference was conducted.

Existing coverage along the DLR track adjacent to the Site is good and can be considered robust. This is predominantly due to the locations of nearby transmission infrastructure which ensure that the section of track nearest the Site is very well served.

Due to the location of the Site (to the south of the track) and in a position that will not obscure any transmission or receive signal paths, it is concluded that the Proposed Development is unlikely to adversely impact the reception of DLR signals in that area. The general track around the Site is currently well served by local DLR radio transmitters and the Proposed Development is unlikely to alter reception conditions.

Overall, the Proposed Development is unlikely to cause any interference to the reception of the DLR radio network or cause any local radio reception problems. As no interference is expected, no mitigation measures are required to restore the reception of the DLR radio network in areas around the Site. This report provides the existing level of radio signal reception in the survey area and can be used to discharge Planning Condition 6.

APPENDIX

DLR Remote Radio Sites

DLR Remote Radio Site Grid Reference

DLR Remote Radio Sites Schematic

References

Mapping Data

DLR Remote Radio Sites

Master Alarm Site Slave Site Comments Site Fibre PAR Abbey Road FCAPC SCADA PAR Bank (SOU) FCPC Radio PAR Beckton FCPC PAR Beckton Depot FCPC Radio PAR Bow Church FCPC Radio PAR Custom House FCPC PAR Cutty Sark +Fire/Station local only (BTP by others) FCPC SCADA PAR Cyprus FCPC Radio PAR Deptford Bridge FCPC SCADA PAR Heron Quays FCPC Radio PAR Island Gardens +Fire/Station local only (BTP by others) FCPC SCADA PAR King George V FCPC SCADA PAR Langdon Park FCPC PAR Lewisham FCPC SCADA Lower Lea

PAR Substation in HV Room FCPC PAR Pontoon Dock FCPC SCADA PAR Pudding Mill Lane FCPC SCADA PAR Royal Albert FCPC Radio PAR Shadwell FCPC Radio PAR Star Lane FCAPC SCADA Stratford SCADA PAR International FCAPC PAR Stratford Regional +Fire local only FCAPC SCADA PAR Woolwich Arsenal +BTP & Fire local and to MOU FCPC SCADA Woolwich Shaft SCADA PAR Substation (SOU) FCPC

Bank MOU +BTP & Fire BAN Royal Mint Street +BTP & Fire via 4 fibres from BAN WOA North Woolwich Sub BTP & Fire via fibre from WOA FCAPC SCADA Woolwich Shaft SCADA WOA Substation BTP via fibre from WOA FCAPC

OFR only Egar Underpass Radio Westferry Radio Canning Town Out of Service

DLR Remote Radio Site Grid Reference

Master MOU Site Slave Site port Grid Ref Phone Main radio site ‐ POD TQ 38034 80671 4725 Master OFR/MOU ‐ PAR TQ 37927 80604 3909 PAR Star Lane 11 TQ 39157 82110 3309 PAR Abbey Road 12 TQ 39101 83348 3332 PAR Stratford Regional 13 TQ 38639 84267 3336 PAR Stratford International 14 TQ 38130 84858 3352 PAR Pontoon Dock 21 TQ 41196 80105 3512 PAR King George V 22 TQ 43261 80118 3527 PAR Woolwich Shaft Substation 23 TQ 44192 79475 3036 PAR Woolwich Arsenal 24 TQ 43788 78827 3108 PAR Pudding Mill Lane 31 TQ 37842 83496 4720 PAR Shadwell 32 TQ 34978 80985 4710 PAR Royal Albert 33 TQ 42054 80805 5063 PAR Beckton Depot 34 TQ 44220 81313 5173 PAR Bank 41 TQ 32771 81051 3704 PAR Cyprus 42 TQ 43364 80851 5033 PAR Heron Quays 43 TQ 37423 80045 4715 PAR Bow Church 44 TQ 37378 82846 4703 PAR Langdon Park 51 TQ 37908 81420 4611 PAR Lower Lea Substation 52 TQ 39536 81031 3305 PAR Custom House 53 TQ 40761 80915 4843 PAR Beckton 54 TQ 43253 81503 ? PAR Island Gardens 61 TQ 38233 78440 6754 PAR Cutty Sark 62 TQ 38223 77730 6721 PAR Deptford Bridge 63 TQ 37442 76855 6710 PAR Lewisham 64 TQ 38118 75916 6701 Egar Underpass none TQ 43618 81527 5035 Westferry none TQ 37050 80770 ? BAN Royal Mint Street BAN 1 TQ 33995 80840 none WOA North Woolwich Sub ‐ BTP WOA 1 TQ 43535 80118 3032 Woolwich Shaft Substation WOA ‐ BTP+LFB WOA 2 TQ 44183 79478 3036

DLR Remote Radio Sites Schematic

References

1. Working on Railway Manual DRS2012_DOCLIB_60540 9 Oct 2012

2. ITU Report Protection Ratios and Minimum Field Strengths Required in the Mobile Services ITU-R 358.5

3. Empirical Formula for Propagation Loss in Land Mobile Services (Hata) IEEE Transactions on Vehicular Technology VT-29 No 3 August 1980

4. Field Strength and Its Variability in VHF and UHF Land Mobile Service (Okumura) Review of the Electrical Communication Laboratory Volume 16 No. 9-10 Sept-Oct 1968

5. The Mobile Radio Propagation Channel JD Parsons DSc(Eng), FEng, FIEE ISBN 0-7273-1316-9

6. Radio Communications DC Green ISBN 0-582-36908-8

7. IEE Electromagnetic Waves series 3 Radio Propagation Waves MPM Hall, LW Barclay ISBN 0-86341-156-8

8. ETSI ERM Radio Site Engineering for radio equipment and systems in the mobile service. ETSI EG 200 053 V1.5.1 (2004-06)

Mapping Data

This report includes mapping and mapping data provided by Ordnance Survey (OS), under the terms of the Open Government Licence, OS data Crown copyright and database copyright (2021).

DISCLAIMER

This Report was completed by GTech Surveys Limited on the basis of a defined programme of work and terms and conditions agreed with the Client. We confirm that in preparing this Report we have exercised all reasonable skill and care taking into account the project objectives, the agreed scope of works, prevailing site conditions and the degree of manpower and resources allocated to the project.

GTech Surveys Limited accepts no responsibility to any parties whatsoever, following the issue of the Report, for any matters arising outside the agreed scope of the works. This work was conducted under GTech Surveys Limited’s standard terms and conditions which can be found on our website.

This Report is issued in confidence to the Client and GTech Surveys Limited have no responsibility to any third parties to whom this Report may be circulated, in part or in full, and any such parties rely on the contents of the report solely at their own risk.

The UK’s radio networks are highly complex engineering systems and are constantly being modified, re-designed, upgraded and maintained. The reception conditions detailed in this report were those prevailing at the time of the survey in the study area. Engineering work at transmitter sites, weather conditions and the time of the year will influence the quality and coverage of terrestrial services and their susceptibility to interference. Whilst every effort was made to accurately measure and assess the available radio transmissions and services at the time of the survey, GTech Surveys Limited cannot assume that any part of the radio network or transmission from any transmitter was operating in required specification or correctly to any design criteria. The signal measurements undertaken during the survey work were used to define the possible impacts to radio reception for this project. Although best practice has been applied in understanding the potential impacts, due to the complex nature of the subject, GTech Surveys Limited is not accountable in anyway whatsoever if unpredicted impacts occur at any location anywhere in the study area.

Unless specifically assigned or transferred within the terms of the agreement, the consultant asserts and retains all Copyright, and other Intellectual Property Rights, in and over the Report and its contents.

Any questions or matters arising from this Report should be addressed in the first instance to the Project Manager.