C) TECHNICAL REQUIREMENTS (ERT)

2) SIGNALING SYSTEM (SIG)

Table of Contents 2 SIGNALING SYSTEM ...... 2-1 2.1 SCOPE OF WORK ...... 2-1 2.1.1 General ...... 2-1 2.1.2 System Structure ...... 2-2 2.1.3 Reference ...... 2-3 2.1.4 Environmental Conditions ...... 2-4 2.2 DEFINITIONS AND ACRONYMS ...... 2-4 2.2.1 Definitions...... 2-4 2.2.2 Acronyms ...... 2-5 2.3 DESIGN CRITERIA AND STANDARD ...... 2-6 2.3.1 System Composition ...... 2-6 2.3.2 Design Criteria ...... 2-6 2.3.3 Design Standard ...... 2-7 2.3.4 System Assurance ...... 2-8 2.4 ENGINEERING CONDITIONS ...... 2-9 2.4.1 RAMS ...... 2-9 2.4.2 Electro-Magnetic Compatibility (EMC) Requirements ...... 2-10 2.5 FUNCTIONAL REQUIREMENTS ...... 2-11 2.5.1 General ...... 2-11 2.5.2 Speed regulation...... 2-11 2.5.3 Operation Mode ...... 2-11 2.5.4 Signaling and Train control system ...... 2-12 2.5.5 Train Detection system (TD) ...... 2-19 2.5.6 Automatic Train Operation (ATO) system ...... 2-19 2.5.7 Computer Based Interlocking System (CBI) ...... 2-23 2.5.8 Automatic Traffic Supervision (ATS) system ...... 2-24 2.5.9 Signaling system in Depot ...... 2-27 2.5.10 Miscellaneous Signaling system ...... 2-27 2.5.11 OCC (Operation Control Center) ...... 2-32 2.5.12 Through-operation system from MMSP to NSRP-South ...... 2-37 2.5.13 System configuration ...... 2-39 2.6 PERFORMANCE REQUIREMENTS ...... 2-41 2.7 TECHNICAL REQUIREMENTS ...... 2-43 2.7.1 Fail Safe Technology ...... 2-43 2.7.2 Communication Recovery Technology ...... 2-44 2.7.3 Ergonomic Technology (specifically for OCC systems) ...... 2-44 2.7.4 Redundancy...... 2-44 2.8 INTERFACE REQUIREMENTS ...... 2-44 2.9 TESTING, COMMISSIONING AND VERIFICATION ...... 2-47 2.9.1 General ...... 2-47 2.9.2 Testing and Commissioning plan (TCP) ...... 2-48 2.9.3 Tests Costs ...... 2-48 2.9.4 Tests and Installation logs ...... 2-49 2.9.5 Type Tests ...... 2-49 2.9.6 Hardware Test ...... 2-50 2.9.7 Software Test ...... 2-51 2.9.8 Factory Acceptance Tests ...... 2-51 2.9.9 Site Acceptance Test and Integrated Test ...... 2-51 2.9.10 Trial Run ...... 2-52 2.10 OPERATION AND MAINTENANCE SUPPORT ...... 2-52 2.10.1 General ...... 2-52 2.10.2 Operation and Maintenance Document ...... 2-52 2.10.3 Operation and Maintenance Plan ...... 2-52 2.10.4 Software Design calculations ...... 2-53 2.10.5 Support during Defects Notification Period ...... 2-53 2.10.6 Spares, Consumables, Special Tools and Test Equipment ...... 2-54 2.10.7 Documentation ...... 2-55 2.11 TRAINING ...... 2-57 2.11.1 General ...... 2-57 2.11.2 Scope of Training ...... 2-57 2.11.3 General Requirements ...... 2-58 2.11.4 Training Plan ...... 2-59 2.11.5 Training Courses ...... 2-59 2.11.6 Operating Courses ...... 2-59 2.11.7 Maintenance Courses ...... 2-60 2.11.8 Training Materials ...... 2-61 2.11.9 Training Records ...... 2-61 APPENDIX A – LIST OF INTERFACE SHEETS ...... 2-62 Appendix A. 1 - Signaling equipment installed trackside in the Underground section ...... 2-63 Appendix A. 2 - Signaling equipment installed trackside within the Depot ...... 2-65 Appendix A. 3 - Signaling Equipment Room in the Underground section ...... 2-66 Appendix A. 4 - Space and Specification in Depot and CER (Central Equipment Room) .... 2-67 Appendix A. 5 - Space and Specification of OCC ...... 2-68 Appendix A. 6 - Space and specification of Station Control Room ...... 2-69 Appendix A. 7 - Space and specification of SCR in the Underground section ...... 2-70 Appendix A. 8 - Track crossing cables through Elastic sleeper ...... 2-71 Appendix A. 9 - Track Circuit Constant ...... 2-72 Appendix A. 10 - Installation of Transponder in the track ...... 2-73 Appendix A. 11 - Under track-crossing (UTX) ...... 2-74 Appendix A. 12 - Space and specification of Depot, Training Centre and Training Line ..... 2-75 Appendix A. 13 - Point machines within Depot and mainline ...... 2-76 Appendix A. 14 - Measures against Section Gap ...... 2-77 APPENDIX B – REFERENCE DRAWINGS ...... 2-78 APPENDIX 16 – RAMS REQUIREMENTS ...... 2-79

List of Tables

TABLE 2.2.1 - DEFINITIONS ...... 2-4 TABLE 2.5.1 – TRAIN OPERATION MODE ...... 2-11 TABLE 2.5.2 – SYSTEM OPERATION MODE ...... 2-12 TABLE 2.5.3 – DETAILS OF SIGNALING SYSTEM ...... 2-13 TABLE 2.5.4 – DETAILS OF SIGNALING SYSTEM ...... 2-25 TABLE 2.5.5 - OCC OPERATOR CLASSIFICATION AND TERMINALS ...... 2-33 TABLE 2.6.1 – PERFORMANCE REQUIREMENTS ...... 2-41 TABLE 2.8.1 INTERFACE REQUIREMENT SPECIFICATION.(CP101 TO CP105) ...... 2-44 TABLE 2.8.2 INTERFACE REQUIREMENT SPECIFICATION.(CP106 TO 107) ...... 2-46

List of Figures

FIGURE 2.5.1 – TARGET LINE AND STATIONS LAYOUT ...... 2-15 FIGURE 2.5.2 – CBTC OUTLINE ...... 2-16 FIGURE 2.5.3 OCC EQUIPMENT LAYOUT ...... 2-36 FIGURE 2.5.4 TYPICAL TRACK LAYOUT OF BICUTAN STATION FOR THROUGH-OPERATION ...... 2-38 FIGURE 2.5.5 SIGNALING SYSTEM CONFIGURATION FOR MMSP ...... 2-39 FIGURE 2.5.6 SIGNALING BACKBONE TRANSMISSION NETWORK (BTN) ...... 2-40

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METRO MANILA SUBWAY PROJECT PHASE 1 Part 2 – Employer’s Requirements Package: CP106: E&M Systems and Track Works Section IV

2 SIGNALING SYSTEM

2.1 SCOPE OF WORK Signaling system shall ensure safe and smooth train operation throughout Metro Manila Subway including the Depot area. It shall maintain safe distance between trains and maintenance vehicles and provide undisturbed transportation service to the public. All tracks on the Main Line and within the Depot shall be bi-directionally signalled. The CONTRACTOR shall be responsible for, • the design; • procurement; • factory testing; • installation; • site testing; • overall system integration with other contractors; • Commissioning; • trial running; • training; and • maintenance support during Defects Notification Period.

A Backup Operation Control Centre (BOCC) shall also be provided as a prevention measure against natural disasters or calamities, down the line (preferably towards the end of the line) given that the OCC in the depot area is in close proximity of the river bed.

The Signaling system shall comprise of Automatic Train Protection (ATP), CBTC (Communication Based Train Control System), Computer-Based Interlocking (CBI), and Train Detection (TD) system covering the Mainline and the Depot. The Signaling system shall be constructed in conformity with the Employer’s Requirements and other internationally recognized standards shall be applied to guarantee a secured system.

2.1.1 General The alignment for MMSP will start from the Depot, located in Valenzuela City inclusive to end of track at north and up to the south at Bicutan station including a branch line after Lawton East Station up to NAIA Terminal 3, with two parallel tracks. Tracks consists of mainline (Northbound + Southbound) more or less 64.24kms and Depot tracks around 23.8kms.

The CONTRACTOR shall design the Signaling system for the mainline going southbound with the normal travel direction being west.

The CONTRACTOR shall create a System Operation Plan and design a secure Signaling system according to it.

A redundant data transmission system shall be used between the stations to stations and to Depot and from OCC and BOCC. Optical Fiber Network with 2.4GHz Radio Communication system shall be used for data transmission.

OCC shall have five types of Operators namely,

• One for the train traffic operation control including Rolling Stock; • One for the Depot operation; • One for the communication system, including passenger guidance and information service

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(which is included in the communication system); • One for the power system; and • One for the Signaling system monitoring. Furthermore, there shall be an Operation manager who oversees the complete system operation.

The contractor shall provide enough facilities within the OCC for the operational staff to carry out their daily task without the need of leaving their desk or premises during their shifts.

The CONTRACTOR shall prepare a plan in accordance with the Employer which will be presented for approval and contain the duration, timing and location of all training activities proposed by the CONTRACTOR.

The CONTRACTOR shall prepare and supply all necessary training documentation and operating and maintenance manuals for the approval of the Employer.

2.1.2 System Structure The CONTRACTOR shall propose an appropriate system configuration containing sub-system requirements to the Employer, for approval. The Signaling system shall consist of the following sub- systems or equipment as a minimum in accordance with the requirements:-

(1) Main Line: a) The OCC shall collect the mainline information; b) ATP system (CBTC) (This system consists of Ground CBTC and in-Cab ATP equipment); c) Interlocking system (CBI); d) ATO System（Ground ATO and in-Cab); e) Train Detection System; f) Data Transmission System (2.4GHz Radio system, Optical Fiber Network between OCC, stations and in-Cab); Note: Optical Fiber cable for Network shall be provided by Communication system. g) Power supply system for Signaling; h) Uninterruptible Power Supply System (UPS); i) Electric Point machines; j) Balise; k) Signage; and l) Other peripheral equipment. (2) OCC: The trains on the mainline, depot access line and within the depot shall be supervised by the OCC. All route setting shall be carried out by the ATS system in the OCC. All the necessary data shall be collected in the OCC. If ATS fails, manual route control shall be carried out by the backup console (IL-CT) of the OCC. If OCC fails, Interlocking terminal (IL-ST) within the station shall takeover control. The following systems shall be provided within the OCC as a minimum but not limited to: a) Data Transmission System; b) ATS System c) Server for ATS System d) Operation Console with chairs e) Large video display for traffic supervision;

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f) Colour laser printers g) Interface equipment; h) Power supply system; i) Uninterruptible Power Supply System (UPS); j) Master Clock (Clock for signaling shall be provided by the Communication system); and k) Other peripheral equipment (3) Depot and Depot Access Line The train operation within the depot and depot access road shall be monitored and controlled by the OCC.

The following systems shall be provided within the Depot but not limited to:

a) Interlocking system (All depot area excluding Maintenance Shop); b) Secondary train detection system (for train detection, Broken rail detection, and loss of CBTC system); c) Data Transmission System; d) Electric Point machines; e) Wayside signaling equipment (Shunt signals, Route Indicators, Radio antenna for CBTC, secondary train detection system, etc; f) Power supply system for signaling; g) Uninterruptible Power Supply System (UPS); h) Balise (for overrun protection, location correction, stop control and TASC with power); i) Buffer Stops; and j) Other peripheral equipment. (4) Station BMS Room When OCC Console is unavailable, CBI terminal (IL-ST) in the Station Management Rooms located in the stations shall take over the Route Control functions for train operation.

The following equipment shall be provided in BMS room but not limited to:

• PC with Console (IL-ST) and chair; • Laser printer; and • Other peripheral equipment (5) Maintenance Shop Maintenance Shop will be constructed in the Depot area.

The following systems shall be provided within the Maintenance Shop, but not limited to:

• Point machine; and • Other peripheral equipment 2.1.3 Reference The CONTRACTOR shall refer the following discipline documents within CP106 package before commencing the project.

1) Rolling stock system;

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2) Power system; 3) Communication system; 4) System operation plan; 5) Catenary system; and 6) Track work List of drawings referenced in Appendix B are to be read in conjunction with this document.

2.1.4 Environmental Conditions 2.1.4.1 Conditions for Interior Equipment • Temperature Range: 0 to 45 [deg C] • Relative Humidity: Maximum 90 [%] 2.1.4.2 Conditions for Exterior Equipment • Temperature Range: 0 to 60 [deg C] • Relative Humidity: Maximum 100 [%]

2.2 DEFINITIONS AND ACRONYMS 2.2.1 Definitions The following terms shall have the definitions described as below: Table 2.2.1 - Definitions

Definitions Descriptions Secondary train detection shall be used for the complete Secondary train detection mainline and Depot area in the event of communication loss

of CBTC system. It shall also detect broken rail. A railway signaling system that makes use of the telecommunications between the train and track equipment for the traffic management and infrastructure CBTC control. By means of the CBTC systems, the exact position of a train is known more accurately than with the traditional signaling systems. The line from Qurino Highway station to Bicutan station and Main Line from Lawton East Station to NAIA T3 station The road between Qurino Highway station to Mindanao Depot access road Depot. It shall be controlled by the CBI of Mindanao Depot. All the areas including Depot access line, stabling tracks, Depot shunting tracks, workshop, test track, car washing track, wheel re-profiling track, light repair shop and maintenance shop. Each system that belongs to the Signaling system for example Sub-system Interlocking (CBI), ATP, ATO, ATS etc. Train Number Numeric number uniquely identifying a running train. (8 digit) HMI device with video display, keyboard, mouse and switch Console panel for BMS, SER and OCC. Source JICA Study Team

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2.2.2 Acronyms Definitions and abbreviations used in this Particular Specification are listed below: AF Audio Frequency ATP Automatic Train Protection ATO Automatic Train Operation ATS Automatic Train Supervision ATS-DS Automatic Train Supervision – Diagram Server ATS-T Automatic Train Supervision – Terminal BOCC Backup Operation Control Centre BMS Building Maintenance System room (Station management room) BSC Base Station Controller BTN Backbone Transmission Network CBTC Communication Based Train Control System CBI Computer-Based Interlocking CP Contract Package CCR Central Control Room CER Central Equipment Room CPU Central Processing Unit CUR Central Signal UPS Room DTS Data Transmission System DMI Driver Machine Interface EMC Electro-Magnetic Compatibility EMI Electro-Magnetic Interference EN European Norm ESP Emergency Stop Plunger ETCS European Train Control System FAT Factory Acceptance Test GS General Specification HMI Human Machine Interface IEC International Electro-Technical Commission IEEE Institute of Electrical and Electronic Engineering IL-CT Interlocking Central Terminal IL-DT Interlocking Depot Terminal IL-ST Interlocking Station Terminal IOM Input/ Output Module ISER Intermediate Signaling Equipment Room IRJ Insulated Rail Joint ISO International Standards Organization JEITA Japan Electronics and Information Technology Industry Association JIS Japanese Industrial Standard LAN Local Area Network LMA Limit of Moving Authority L3SW Layer 3 Switch MMSP Metro Manila Subway Project

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MPU Micro Processing Unit MTBF Mean Time Between Failure MS Mobile Station NAIA T3 Ninoy Aquino International Airport Terminal 3 NSRP-S North-South Railway Project-Southbound OCC Operation Control Centre OFC Optical Fiber Cable ORP Overrun Protection OCS Overhead Contact System OTP On-Board Telegram Pre-processor PID Passenger Information Display PRC Programmed Route Control PSD Platform Screen Door PSR Permanent Speed Restriction RAMS Reliability, Availability, Maintainability and Safety SAT Site Acceptance Test SCADA Supervisory Control and Data Acquisition SER Signaling Equipment Room SID Signaling Information Display SIL4 Safety Integrity Level 4 SUR Station Signal UPS Room TASC Train Automatic Stopping Controller TID Train Information Display TD Train Detection TMS Train Management System TSI Technical Specification for Interoperability TSR Temporary Speed Restriction system UPS Uninterruptible Power Supply VCC Vehicle Control Centre VDT Video Display Terminal VOBC Vehicle On-Board Controller

2.3 DESIGN CRITERIA AND STANDARD 2.3.1 System Composition Refers to “section 2.1: Scope of Work” for System composition. The CONTRACTOR shall supply adequate equipment and functions for the Signaling system.

System configuration is shown in Figure 2.5.5 Signaling system configuration for MMSP, Figure 2.5.6 Signaling Backbone Transmission Network (BTN), SP-SIG-0000-DD-0101 and MMSP-SIG-0000- DD-0102 drawings respectively.

2.3.2 Design Criteria 1) ATP (Automatic Train Protection) system shall be used, it is a sub-system of CBTC . 2) Train detection & broken rail detection

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• Secondary Train Detection shall be provided on the mainline to detect absence of train in the event of communication loss of a train with the CBTC system; and • Secondary Train Detection shall use rail as a medium to detect a broken rail. 3) Backup when CBTC fails In the event of communication loss while in CBTC mode, the OCC will instruct the driver using Radio, for train movements between the Stations and monitor absence of train using secondary Train Detection system.

4) In CBTC mode, the communication between the train and the ground ATP equipment shall be based on 2.4 GHz radio communication. 5) The ATP system shall satisfy the operational need of 4 minutes headway interval. 2.3.3 Design Standard For the Signaling system, the following specified standards shall be applied.

1) CBTC standard: IEEE 1474.1, 1474.2, 1474.3 and 1474.4; 2) Other system and equipment compliant to JIS or EN/IEC shall be applied; and 3) Common to the whole system; EN/IEC shall be applied for RAMS, Safety and EMC standard. 2.3.3.1 JIS standard 1) Ministry Ordinance, Technical Standard regarding Railway, MLITT; 2) JIS: Japanese Industrial Standard; and 3) JEITA: Japan Electronics and Information Technology Industry Association 2.3.3.2 EN/IEC standard 1) ISO: International Standards Organization; 2) EN: European Norm; 3) ERTMS/ETCS: European Train Control System; 4) EIRENE: European Integrated Radio Enhanced Network; 5) ETSI: European Telecommunications Standards Institute; 6) IEC: International Electro-Technical Commission; and 7) IEEE: The Institute of Electrical and Electronics Engineers, Inc. (in the USA) 2.3.3.3 EMC EN 50121/IEC 62236 Railway applications- Electromagnetic compatibility 2.3.3.4 Safety, RAMS Refer to section 2.4 for RAMS requirements. 2.3.3.5 EN/IEC standards 1) EN 50126/IEC 62278 Railway applications – Specification and demonstration of reliability, availability, maintainability and safety (RAMS) 2) EN 50128/IEC 62279 Railway applications- Communication, Signaling and processing systems – Software for railway control and protection systems; 3) EN 50159-1/IEC 62280-1 Railway applications – Communication, Signaling and processing systems – Part 1: Safety-related communication in closed transmission systems; 4) EN 50159-2/IEC 62280-2 Railway applications – Communication, Signaling and processing

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systems – Part 1: Safety-related communication in open transmission systems; 5) EN 50129/IEC 62425 Railway applications - Communication, Signaling and processing systems - Safety related electronic systems for Signaling; 6) IEC 62427 Railway applications - Compatibility between rolling stock and train detection systems; and 7) IEEE1474.1 and all equivalent to IEEE1474.2, IEEE1474.3 and IEEE1474.4. 2.3.3.6 IEC/JIS standard In order to comply with the JIS standard, the following standards or equivalent or higher standards shall be applied. 1) IEC61000 – Electro-Magnetic Compatibility (EMC); 2) IEC60364 – Low Voltage installations; 3) IEC60529 – Degree of protection provided by enclosures; 4) IEC60947 – Low Voltage switchgear and control gear; 5) IEC62498 – Environmental conditions for equipment; 6) JIS E 3001 – Test methods for Electric Point machine; 7) JIS E 3003 – Testing methods for Railway Signal relays; 8) JIS E 3011 – Lettered Symbols for Railway Signaling; 9) JIS E 3013 – Glossary of terms of Railway Signaling; 10) JIS E 3014 – Parts for Railway Signal – Vibration test methods; 11) JIS E 3015 – Parts of Railway Signal – Shock Test Methods; 12) JIS E 3017 – Parts for Railway Signaling – Waterproof Test Methods; 13) JIS E 3019 – High and Low Temperature testing methods for parts of railway signaling; 14) JIS E 3020 – Change of temperature testing method for parts of railway signaling; 15) JIS E 3021 – Insulation resistance and withstand voltage testing methods of parts for railway signaling; 16) JIS E 3031 – General Rules of Colour Identification and Registering means for Railway Signal Relay; 17) JIS C 3102 – Annealed Copper wires for Electrical purposes; 18) JIS E 3303 – Lenses, Filters, Reflectors and Semi-sealed units for Railway Signals; 19) JIS C 3401 – Control Cables; 20) JIS C 3605 – 600V Polyethylene Insulated Cables; and 21) JIS H 8641 – Hot dip Galvanized coatings 2.3.4 System Assurance The CONTRACTOR shall carry out system assurance to ensure that the requirements for safety, reliability, availability, and maintainability (RAMS) for Signaling system are met.

The CONTRACTOR shall submit a RAMS report including the internal audit result by the CONTRACTOR’s organization and audit by third party specialist.

1) A System Assurance Plan (SAP) based upon the methodology of EN 50126 or IEC 62278 shall be provided by the CONTRACTOR and be the basis of the RAMS allocations. The Contractor shall

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provide a complete review and update of the SAP as part of all Design, Submission, including sub- system Design submission. 2) The CONTRACTOR shall prepare a Quality Assurance (QA) plan , specific to the design and manufacture of Signaling System, as defined in the Employer’s Requirements. The QA plan shall include specific measures to validate the required reliability of components, sub-systems and the integration of subsystems throughout the FAT and SAT test activities. 3) Before the start of the Reliability Acceptance Test (Tests after Completion) a reliability database shall be established by the CONTRACTOR down to the Line Replaceable Unit (RLU) level. All failures during SAT3 and SAT4 shall be recorded in the reliability database. The reliability database shall be resident on the Employer’s Maintenance Management System and be accessible to the Employer at all times. 4) The CONTRACTOR shall submit a report indicating that the safety of ATP system with CBTC and Interlocking (CBI) system satisfies SIL4, including the internal audit result by the CONTRACTOR’s organization and audit by third party specialist. Also, SIL4 shall be applied to ORP (Over Run Protection), FSP (False Starting Protection) and TSR (Temporary Speed Restriction).

2.4 ENGINEERING CONDITIONS 2.4.1 RAMS The safety, reliability and maintainability required for the Signaling system shall consider the contents in EN 50126/IEC 62278 (RAMS) and EN 50129/IEC 62425 but should not be constrained (including internal audit of the CONTRACTOR’s independent organization of design section as stated in chapter 1.3- Design Criteria and Standard of Employer’s Requirement). In addition, refer to Appendix 16 of Employer’s Requirements General Specification in Vol. II Part 2, RAM and Safety Employers Requirements.

2.4.1.1 Reliability Reliability shall be enhanced with a redundant method for the sub-systems that interfere with the train operation in the event of system failure.

The CONTRACTOR shall submit the reliability calculation sheets concerning all sub-systems in the Signaling system.

The service life of the Signaling system shall be more than 20 years with a proper maintenance regime in place. The capital spare shall be designed for obsolescence risk management.

The CONTRACTOR shall provide sufficient spares to ensure 1% probability of having zero stock when a replacement item is required based on predicted MTBF. The CONTRACTOR shall submit a detailed list with supporting calculations including the source of MTBF data for the Employer’s approval no later than 12 months after the Contract is awarded.

2.4.1.2 Availability The Signaling system failure of more than 30 minutes interrupting the train operation, shall be less than 0.5/year.

The following Availability Target shall be achieved as a minimum:

1) ATP (Ground Equipment), CBI; 2) ATP (On board Equipment); and 3) ATS.

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2.4.1.3 Maintainability Fundamentally, the system shall be designed based on low maintenance requirements.

The monitoring system shall be conducted in order to support the maintenance staff to focus on the failure with journal data of transmitting/receiving signal level record and operation record.

The CONTRACTOR shall ensure that the Signaling system meets this value based on the reliability calculation.

The service life of the Signaling system shall be more than 20 years with a proper maintenance regime in place.

The failure of the Signaling system shall be defined as a failure caused by design, manufacture and installation by the CONTRACTOR barring Operation and Maintenance possessions.

The CONTRACTOR shall evaluate in accordance with RAMS index during the Defects Notification Period.

2.4.1.4 Safety Signaling system shall comprise of the following systems namely,

1) Automatic Train Protection System – ATP*1 (Ground system and onboard equipment); 2) Train Detection System – TD*1; 3) Computer Based Interlocking System –CBI*1; 4) Automatic Train Operation—ATO *2; 5) Automatic Traffic Supervision System – ATS*2; 6) ORP (Over Run Protection)*1; and 7) TSR (Temporary Speed Restriction)*1 Safety design concept shall be applied according to RAMS standard.

*1 - Vital component, SIL4 shall be applied.

*2 - Non-vital component

Concerning the safety of the Signaling system, EN 50129/IEC 62425 shall be complied.

The safety level of TD system, ATP system with CBTC and Interlocking system (CBI) shall comply with SIL4 requirement as per IEC 61508.

The safety principle material related to the above systems shall be submitted to the Employer.

The CONTRACTOR shall calculate and submit each expected failure and hazard rate which is related to the above systems.

It shall be accompanied by the internal audit material by the CONTRACTOR’s organization or Third- Party Specialist audit.

The CONTRACTOR shall obtain a frequency allocation from the relevant authority if necessary. 2.4.2 Electro-Magnetic Compatibility (EMC) Requirements The CONTRACTOR shall evaluate the EMC of the signaling system after installation.

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The EMC evaluation shall comply with EN50121/IEC62236.

The CONTRACTOR shall measure the signal strength and noise level especially for the sites near the substation.

The Contractors shall evaluate the EMC based on this measured data.

The CONTRACTOR shall submit data confirmation sheets to the Employer for approval after site testing.

2.5 FUNCTIONAL REQUIREMENTS 2.5.1 General The Signaling system shall be designed for a 4-minute headway.

The Signaling system mainly consists of the Train detection system (TD), Automatic Train Protection system (ATP) that comply with CBTC, Interlocking system (CBI), ATO (Automatic Train Operation), Automatic Traffic Supervision system (ATS) and other systems.

The Signaling system shall be provided throughout the Mainline, Stations and Depot area except the maintenance shop.

2.5.2 Speed regulation There shall be train speed regulation in train operation according to operation mode.

• ATO/ATP mode; Max. 120 km/h (Underground section: Max. 80km/h); • ATP Normal mainline mode; Max. 120km/h (Underground section: Max. 80km/h); • ATP Normal Depot mode: Max. 15km/h; and • ATP Restriction mode throughout the mainline: Max. 15km/h 2.5.3 Operation Mode The operation mode is classified into a train operation mode and a system operation mode. Each mode has several degraded modes depending on the failure mode.

2.5.3.1 Train operation mode Table 2.5.1 below shows the Train operation mode

Table 2.5.1 – Train Operation Mode

Train Operation Mode Note a) Normal Operation on Mainline and in Depot ATO/ATP mode b) Shunting on Mainline and in Depot with ATO a) Manual Operation with ATP. Maximum speed Normal Mainline shall be 120km/h for Overground and 80km/h for mode tunnel section b) Operation when ATO fails ATP Mode a) Manual Operation with ATP. Maximum speed shall be 15km/h Normal Depot mode b) With ORP (Overrun Protection) c) With Onboard Signal Restriction mode, a) Operation when Ground ATP system fails Restriction mode ATP Cut-Off mode b) Manual Operation with Onboard ATP

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Train Operation Mode Note (Rolling Stock c) Maximum speed shall be 15km/h Mode) a) Operation when Onboard ATP fails Cut-Off mode b) Manual Operation without ATP a) Operation with wayside signaling in the Depot Wayside Signaling Mode area b) Maximum speed shall be 15km/h Source JICA Study Team

2.5.3.2 System operation mode Table 2.5.2 below shows the system operation mode with the degraded mode in case ATS fails or is unavailable.

Table 2.5.2 – System Operation Mode

System Operation Mode Note a) Normal Operation b) ATS system shall perform route control automatically Automatic c) ATS-T shall display Train Traffic status ATS control mode d) ATS-D shall perform Diagram management

Manual (Temporary Dispatcher shall perform route control manually manual intervention) by using ATS-T Dispatcher shall perform route control manually IL-CT Operation mode (when ATS fails) by using IL-CT for every station with turnout

Station staff shall perform route control manually Station IL-T Operation mode (when ATS and IL- by using station IL-ST for each station with CT fails) turnouts Source: JICA Study Team ATS: Automatic Train Supervision – Terminal ATS-DS: Automatic Train Supervision – Diagram Server IL-CT: Interlocking System – Central Terminal IL-ST: Interlocking System – Station Terminal 2.5.4 Signaling and Train control system 2.5.4.1 Signaling System Signaling and Train control system shall consist of a CBTC based Signaling system.

Signaling and Train control system works in conjunction with ATP, ATO, CBI and ATS.

The CONTRACTOR shall construct the total architecture and detail each subsystem.

The CONTRACTOR shall consider safety requirements and also fulfil SIL4 (Safety Integrity Level 4) requirements.

1) Details of Signaling system is shown in Table 2.5.3 below.

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METRO MANILA SUBWAY PROJECT PHASE 1 Part 2 – Employer’s Requirements Package: CP106: E&M Systems and Track Works Section IV

Table 2.5.3 – Details of Signaling System

No. Item Content Quirino Highway station to Bicutan Station, Lawton East 1 Target line station to NAIA T3 station (16 stations, total distance 31.33km) 2 Maximum operation speed 80km/h (underground area), 120km/h (elevated area) 3 Target train traffic density 4 min: headway (Design value: 2 min.) 4 Vehicle formation 8-car formation, 10-car (in 2050) 5 Train driving direction Right side Bi-directional Signaling system to be provided with limited 6 Reverse direction operation signaling functions for reversing move governed by fixed block working rules from station to station only. Single track parallel 7 Not carried out. (Implemented in emergency case) operation 8 Mutual direct operation Operational arrangement to be agreed with NSRP-South The boundary between mainline and depot is at the Transfer Track. All train movement within the Depot area shall be restricted to 15kmph (i.e. line of sight driving). 9 Train operation 1. All movement within the Depot shall be signalled with ATP. 2. All movements from Transfer Track to mainline shall operate under ATO. Fixed point stops by ATO (TASC) shall be installed. Also, 10 Fixed point stop PSDs shall be installed throughout the platform length. Install an emergency stop plunger on the platforms for train protection which shall transmit signal from the ATP ground device to the approaching train by activation of the device by Train protection device 11 platform passenger or station staff. (Emergency Stop) It shall also turn on the emergency lights on the top of the plunger and display an indication on the OCC signal monitoring desk. OCC (Operation Control 12 Shall be installed in Depot area. Center) building 13 OCC room Shall be installed in OCC and BOCC buildings CER (Central Signal 14 Shall be installed in OCC building Equipment Room) SER (Signaling Equipment All stations and the Depot shall have a signaling equipment 15 Room) room. (SER) UPS installed in the Signaling system equipment rooms (OCC, BOCC, CER & SER) shall provide smooth transparent power Measures against power 16 supply changeover; clean out ripple content in the incoming failure power supply system; and provide sixty (60) minutes battery backup Power supply. Source: JICA Study Team 2) Project limits and stations layout a) Project limits and stations layout is shown in Figure.2.5.1 b) Stations with turnout: 10 stations (Quirino Highway Sta., Tandang Sora Ave Sta., North Ave. Sta., Ortigas North Sta., Bonifacio Global City Sta. Lawton East Sta , Lawton west Sta. FTI Sta., Bicutan Sta. and NAIA T3 Sta.) c) Stations without turnout: 6 Stations (Quezon Ave. Sta., East Ave. Sta., Anonas Sta., Katipunan

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Sta., Ortigas South Sta. and Kalayaan Sta.） d) Depot: Mindanao Depot • Signaling equipment shall be installed in CER (Central Equipment Room) in OCC building in the depot; and • Power system for OCC and CER equipment shall be installed in CUR (Central UPS Room). e) Extension from Lawton East Station to NAIA T3 station and through operation from MMSP to NSRP-South: i) Extension to NAIA T3 Station shall branch out from Lawton East Station. ii) Lawton East Station shall have direct route to NAIA T3 Station and Lawton West. iii) No through-operation from MMSP to NSRP-South or from NSRP-South to MMSP. iv) All train shall stop at Bicutan Station for turnback and for changeover to continue operation to NSCR- South and vice versa.

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Figure 2.5.1 – Target line and stations layout

Source JICA Study team

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2.5.4.2 Concept of CBTC (1) Concept of CBTC ATS, ATP & ATO functions for the CBTC could be assigned to ground equipment or onboard equipment or both.

ATP provides the protection against train collisions, excessive train speeds and other hazardous conditions (e.g. entering an unsafe track section, opening train doors outside stations). The ATP is performed by a combination of ground and On-board equipment.

ATP ground equipment receives information from CBI and from the onboard equipment (train identity and location), determines a train map (location of all the trains in the line), and sends a Limit of Moving Authority (LMA) to each train.

The onboard equipment determines the train's location and provides it to the Ground equipment, manages the control mode of the train, uses the LMA received from the Ground equipment and completes it with its own information and calculations based on the knowledge of the track to control over speed condition (taking into account others constraints such as permanent or temporary speed restrictions, etc.), and to trigger an emergency braking in case of danger, and also authorizes the opening of the train doors safely.

All ATP functions are implemented in accordance with the fail-safe principle. Following the IEC mounted on the vehicle’s axle standards, all vital functions are performed with respect to SIL-4 safety constraints.

The ATO provides the automatic driving functions. The ATO commands brakes, traction, and doors movement with respect of the mission assigned to the train and ATP. The onboard equipment supports these ATO functions.

The VOBCs will initiate communications with the VCC via radio system and the access points (APs). The VOBC is in constant communication with the VCC and is primarily responsible for the control of propulsion, brakes and train doors. The VOBC’s positioning system is based on information from the transponders laid along the track and on information from tachometers mounted on the vehicle’s axles.

(2) Outline of CBTC Outline of CBTC is shown in Figure 2.5.2 below.

Figure 2.5.2 – CBTC outline

Source JICA Study Team In CBTC mode, radio communication is used for train detection. The preceding train detects its own position, and the onboard equipment transmits the data to the following train by radio communication through CBTC ground equipment. The following train controls the brake pattern to stop the train at the LMA (Limit of Moving Authority) point. This is not a fixed block, but a moving block system.

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(3) Key issues of CBTC a) Broken rail detection A broken rail may cause a serious accident, especially when in CBTC mode. This is not an issue in manual ATP mode as there is often a secondary train detection system which is used, as broken rail may cause a serious accident, especially when in CBTC mode. b) Back up when CBTC fails or is unavailable. CBTC system shall be provided with a hot standby arrangement.

CBTC is a safety critical system. The reliability and availability shall be maintained under normal and failure modes operation.

CP106 Contractor shall provide Failure Mode Effect Analyses (FMEA) of the proposed Signaling System Architecture and propose Hot standby to maintain a reliable system available during normal and degraded mode of operation. A single point failure shall not shutdown the whole system. c) Strengthening means for 2.4GHz Radio Communication In case of CBTC, a general-purpose radio frequency 2.4 GHz shall be used. There is a likelihood that it could be disturbed by other systems and to mitigate against this, the following security measures shall be adhered namely,

i) Radio transmission enhancement measures • Measures to improve the radio propagation performance; • Frequency change; • Receiving position changing; and • Time changing (Dual transmission) ii) Improvement of security • Encryption: AES; and • Authentication technology: ISO/IEC9798-2 d) Safety and Reliability • Vital (Critical) component; SIL4 shall be applied for ATP, CBI • SIL4(Safety Integrity Level 4); Dangerous failure rate 10-9/h or less. e) System Change to ETCS mode The NSRP-S project will roll out ETCS system for their project. There is a proposition to use the same rolling stock on NSRP-S and MMSP projects for interoperability. Trains from MMSP line will then proceed onto NSRP-S line via Bicutan station and vice-versa. Bicutan station will act as a interchange, for both the lines. As part of interoperability, the onboard CBTC equipment shall change control to ETCS mode for southbound journey on the NSRP line. An interface specification of interoperability will detail the operational method of changeover. The onboard ETCS equipment shall be manufactured and fitted by the Railway system contractor of NSRP-S.

(4) ATP system (Ground system, Onboard equipment) a) CBTC uses radio communication for data transmission between the ground equipment and the onboard equipment. The preceding train detects the position of itself on the line, and the onboard equipment transmits the location data to the following train via the ground equipment by radio communication. The following train controls the brake pattern to stop at the LMA (Limit of

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Moving Authority) point. The stop target point of the brake pattern is the limit of moving authority (LMA) which is the rear end of the preceding train. b) The onboard equipment of the train detects its position by measuring the distance from the reference point using a tachometer based on balise. The position of the train is wirelessly transmitted to the ATP ground equipment. The ATP ground equipment transmits the LMA of the preceding train to the following train. The following onboard equipment applies a brake pattern to stop before the LMA and the train ahead. The brake pattern consists of an emergency brake pattern and a regular brake pattern. The ATP ground device transmits CBI interlocking information (route available information, point machine status, etc.) to the in-cab equipment. c) ATP ground and onboard equipment’s are important for safety and shall be fail-safe. Also, SIL4 shall be applied as ATP is a vital component. d) Communication method between onboard and the ground equipment shall be via Radio Frequency (RF). e) The Contractor shall submit the headway calculation to achieve 4 minutes headway from Quirino Highway Sta. to Bicutan Sta, for the Engineer’s approval. f) The Contractor shall submit the Cab signal layout, DMI (Driver Machine Interface) and design of operation mode switch for the Engineer’s review. g) The ATP operation method (operation mode, interface etc.) shall be considered and adjusted in accordance with the Rolling stock contractor. h) DMI shall display the following information:- • Train operation mode; • Speedometer: current speed, service brake pattern, emergency brake pattern; • Position of preceding train; and • Onboard signal display, etc. i) The following operation of the DMI shall be carried out by button operation:- • Train operation mode for switching operation; • ATO departure operation; and • Door opening / closing operation (including PSD), etc. j) Four car trains shall be used on training track of PRI. The train shall be divided into four cars with a cab installed at one end of the train. The contractor shall deliver the necessary ATP equipment after consulting the rolling stock contractor. 2.5.4.3 Data Transmission System The aim of the Data Transmission System is to provide a bi-directional, reliable, and secured data exchange between OCC and station signaling equipment and wayside equipment.

The data transmission between Ground Signaling system and onboard equipment shall use 2.4GHz Radio signal for communication.

Optical fiber cable shall be provided by Communication system.

2.5.4.4 Measures of the Section Gap In a moving block system, the stop position of the vehicle is not based on the ground signal, and it is not known where the stopping position is on the track. It is always preferred to stop the train beyond the section gap. In case one end of the train does end up stalling within the section gap then a large current shall flow between the current collector pantograph in one vehicle, which could potentially damage the equipment.

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The following measures shall be considered for mainline, Depot access line and Depot namely, Signal control shall prevent the vehicle from stopping in the section gap in the below mentioned scenarios.

a) Normal Control Train shall not proceed until the preceding train passes through the section gap and has travelled a train lengths distance beyond the section gap.

b) In case of power failure In the event of a power failure in the section, the train shall stop approximately 50 m in rear of the section gap. For this purpose, the power failure information shall be sent as an input from the substation to the CBI interlocking.

2.5.5 Train Detection system (TD) 1) When in CBTC mode, the onboard detection system of the train is used for train detection when in CBTC mode. Based on the position of balise on the ground and the distance travelled by the tachometer the position of the train is detected by the onboard equipment. There is a possibility of error in reading the distance by the tachometer due to slippage of wheels, hence it is necessary to use a correction by balise in combination, for detecting the exact position of the train. 2) Besides the above, there are other methods such as correction by Doppler radar or correction by wireless communication. Since these differ according to the type of CBTC method, the bidders shall propose the required technology at the time of bidding. 3) SIL 4 must be applied since the train detection system is a vital component of the ATP. 4) Dead locking principle over the turnout using secondary train detection shall be applied in the Depot and Mainline to prevent points moving under the train, leading to a derailment. 5) Train detection system on mainline without turnout. • CBTC communication system is applied to detect the absence of a train • Secondary train detection system shall be applied as a backup for communication loss. 6) Secondary train detection system shall be able to withstand the overhead voltage and current ratings and perform satisfactorily without any interference. 7) The train detection system shall comply with EN 50121 / IEC 62236 standards to ensure safety, reliability and electromagnetic compatibility (EMC) of the railway components and system. 8) Secondary train detection system shall be used to detect broken rail for all rails except the maintenance line. 9) Lightning arresters, varistors etc. shall be provided to protect secondary train detection system against lightening surge. 10) Combined Bonding Plan for Mainline and Depot clearly identifying the Signaling Bonding arrangements (i.e. yellow bonds) and Traction Return power bonding arrangement (i.e. Red bonds) shall be provided; in addition to the Signaling Bonding Plan as per the current EN or JIS standards.

2.5.6 Automatic Train Operation (ATO) system Outline of ATO

ATO for this project shall carry out two main functions namely PSD control and train control. The PSD control device shall ensure locking between the ground and onboard equipment’s and prevent any misuse by the operating staff or platform passengers. ATO shall automatically control the train departure from the platform, running between stations and stopping at fixed position in the platform. It

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shall also provide pin-point accuracy for stopping position and a comfortable journey for passengers at all times.

1) Function of ATO a) PSD control ATO shall operate the PSD by electromagnetic induction between onboard antenna and on-ground antenna installed between rails, which enables control of information and status of information send and received. Contractor shall consider operation sequence for normal, abnormal and misuse and are subject to the Engineer’s review. The basic elements to be observed for PSD control are as follows:

i) Fixed stop-point function and electromagnetic coupling of ground transponder/onboard transponder The fixed point stop function by ATO is performed by TASC (Train Automatic Stopping Control). According to the stop point position, ground transponders P0 (stop point), P1 (2 m before the point), P2 (20 m before the point) and P3 (about 600 m before the point) shall be installed. The brake pattern shall be applied according to the ground transponder so that it can be accurately stopped within the fixed point stop range (within ± 350 mm).

Frequency of electromagnetic wave sent/received between onboard antenna and on-ground antenna, shall consider the influence of EMI from train and other onboard devices installed and vice-versa. Interface between onboard and on-ground equipment shall consider factors such as installation position, EMF issues, sway at curves etc. When parts are replaced, the EMF shall not influence any operational changes even if there are individual differences in the electrical characteristics of electrical circuits of PSD control units. Level of electromagnetic wave and scope of transmitting electromagnetic wave shall be determined so that frequent adjustment of position of onboard antenna and on-ground antenna is not needed.

ii) Telegram for PSD control Format of telegram including necessary information for PSD operation shall be defined between onboard and on-ground equipment and shall not influence any other train protection systems. Both onboard device and ground device shall exchange and validate received data and only use verified information.

iii) Interlocks for PSD control PSD operation shall not endanger passengers. The basic requirements to be fulfilled by the interlocking for PSD operation are as follows:

a) PSD control shall be operational when the train is at a complete stop position at the stop marker board on the platform. b) When a train is correctly positioned along the platform, PSD system shall receive door command signal, which originates from the train via the Signaling system, to either open or close the sliding screen doors. c) Train doors and PSD shall not open when commuters intend to open wrong side doors which do not correspond with the platform side. In the event of misuse, the station staff shall be alarmed by sounding the alarm. d) Train door and PSD shall open/close in a combination and will not operate independently. e) Regardless of the mode of operation, train will only start if all train doors and all PSD are closed normally. ATO shall indicate that all PSDs are closed normally, through TMS monitor. f) Train Doors shall close with a delayed time. PSD doors shall start closing and when they reach half way point then the train doors shall commence closing. g) In-Cab override function shall close train doors in the event one or more PSD Doors fail to fully close, before departing. h) Train door and PSD shall open/close in a combination and will not operate independently.

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i) Onboard ATO shall alarm through DMI(TCMS) monitor when PSD open/close is not working properly or passenger is stranded between train doors and PSD. Also, on-ground device shall indicate which door is not working properly so that station staff are able to detect immediately. Alarm in cabs and indicators on PSD shall diminish automatically once the error is rectified. j) Regardless of the mode of operation, train shall start only if all train doors and all PSDs are closed normally. ATO shall indicate that all PSDs are closed normally, through TMS monitor. k) ATO shall automatically be able to distinguish between stations with and without PSD. Once station without PSD have been detected by the ATO, the interlocking function for the PSD operation shall be disabled. The interlocking function will be enabled again when ATO detects stations with PSD in the route. l) PSD control unit shall be a redundant system, more than duplex system. In addition, PSD control shall function properly even if the system switches over to backup system during failure. m) Interface between onboard and on-ground devices shall not be interfered, and function properly when mis-operations occur. n) Switches to release the PSD through interlocking shall be installed in the drivers Cab. Switches for door operation and acceleration command shall be installed separately.

b) Interface with other onboard devices Onboard ATO shall interface with other onboard devices to receive necessary information for PSD control using internal cables. ATO shall interface with DMI (TCMS) to transmit PSD control information and receive data failure records from DMI.

c) Interface with other ground devices The PSD ground equipment shall interface with the PSD actuator device and transmit the open/close command to the actuator when all necessary conditions are fulfilled. In addition, the PSD ground equipment shall be able to recognize the status of the PSD through the interface with the actuator. The ground equipment shall be equipped with recording function and capable of storing operation commands and retrieving data at the time of failure for a minimum of 8 days or more.

d) ATO initiation ATO operation shall be initiated when the cab driver pressed the button in the cab to depart. The train shall run in automatic mode based on the information received from on-ground antennas, until it has been instructed to stop at a certain position. ATO shall provide the precise stopping position and running time. In addition, it will ensure an improved journey comfort and energy efficiency by coating operation. The train shall be controlled at all times to follow the target speed within ±2km/h at any gradient and compatible with CBTC brake pattern. There shall be two driving mode namely,

• Normal Mode (running according to normal train performance curve) and • Recovery Mode (running to recover the running time) Recovery mode shall be carried out by the command from the ATS to the onboard ATO equipment via CBTC when a train is running 30 seconds behind the timetable. Switch over from normal mode to recovery mode shall be performed at station stops. The contractor shall liaise with CP107 contractor and propose speed control patterns of recovery mode and switching logic of speed pattern, if necessary. In addition, the contractor shall propose other modes to attain an improvement in journey comfort and/or energy efficiency. Furthermore, stopping accuracy shall be more than 99.8% as it has an effect on operational reliability.

e) ATO driving mode The driving mode in ATO shall be normal mode (running according to normal running profile) and recovery mode (running to recover operation time). There could be multiple modes for recovery. It is acceptable to include additional modes for improving journey comfort and energy saving.

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When the train is delayed more than 30 seconds from the scheduled timetable, ATS shall issue a command to switch to the recovery mode to the onboard ATO equipment through CBTC when the train stops. Switching modes related to driving (normal mode, recovery mode, etc.) shall be performed when the train stops.

i) Deceleration of train ATO shall have the train automatic stop control system to mitigate the change in the breaking characteristics (deceleration) caused by rainwater, lubrication and maintenance of onboard device. The change in deceleration for each brake notch and each speed range shall be considered. In addition, this system shall have the logic to detect the temporary change in deceleration caused by disturbance and perform changes to the stopping pattern and break notch command for the train automatic stop control. The control shall be back to the default setting immediately when the normal deceleration is recovered.

ii) Automatically forward inching operation Stations having rising gradient shall normally come across trains stopping short of the platform as the breaking is switched off. In this scenario, trains shall be able to reach the fixed stopping point automatically by inching forward using ATO rather then getting the cab driver to inch forward manually.

iii) Forward inching operation When train stops short of the stopping position, the cab driver shall be capable to inch forward manually using the starting button.

iv) Approaching a preceding train ATO shall be able to run the train at constant speed with less braking when a preceding train has been detected on the approach from the information received from the CBTC system.

v) Control for correcting distance during slip CBTC shall control the brake notch command when speed sensor mounted axles are detected slipping.

Distance left to fixed stop position at next station shall be corrected by calculating the running distance from the information available from speed sensors that are not affected by wheel slip.

vi) Running schedule ATO shall contain the functionality to make running schedules which adopt coaster operation as much as possible after considering the distance left to fixed position of next station and running time left to fixed position at next station.

vii) Deceleration monitoring Onboard devices shall measure the deceleration of the vehicle regularly to detect, if the deceleration has fallen below an arbitrary threshold value.

Onboard devices shall interface with DMI (TCMS) to display alarm on the DMI (TCMS) monitor in case deceleration is detected lower than threshold value.

viii) Mode for rain falling When onboard devices receive a signal of wiper operated by the crew through the interface, then the onboard device shall apply control to minimize the braking pattern to suppress slip/slide.

2) Transmission of Train information

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The onboard device shall convert train information such as the train type, train number, destination etc. set by TMS into telegrams and transmit to ground antennas through onboard antennas. Information transmitted to the ground antennas shall be compared and validated with the information stored in the passenger information device and likewise. This information shall not interfere with telegrams for PSD control.

3) Miscellaneous functions a) Regarding the operation method of ATO, it is necessary to adopt the acceleration/deceleration characteristics according to the operational curve based on manual operation in principle. In case changes are to be made for journey comforts, then it needs to be confirmed with the Rolling stock contractor and checked via simulation to ensure the performance of the propulsion system has no adverse effects. b) The ATO operation method and interfaces shall be discussed and agreed with the CP107 contractor. 4) ATP mode operation in case of ATO failure When Onboard ATO fails, trains shall be operated manually by the driver under ATP protection. As the fixed point stop function is an ATO function (TASC), it is no longer available, and the cab driver shall drive the train under manual operation mode up to the fixed stop position. Only after the driver stops at the stop point, the door of the vehicle and the PSD shall be operated.

In the event ATO ground equipment fails, fixed point stop function shall still be achieved as long as the ground transponder does not break down, Fixed point stop detection cannot be performed when the power of ground transponder fails. In this case, the manual door operation is performed after the driver manually stops at the predetermined position.

2.5.7 Computer Based Interlocking System (CBI) 1) CBI is a computer-based interlocking system that controls the area with a set of signaling apparatus that prevents setting of conflicting movements and only allows trains to receive authority to proceed, when routes have been set, locked and detected in a safe combination. Also, the CBI shall hold the route until the train passes through the set route and is fail-safe. SIL4 shall be applied for CBI. 2) CBIs shall be distributed type CBI or centralized CBI. Distributed CBI shall be the preferred option, but bidders shall propose an appropriate CBI type system. 3) In the case of distributed CBI, CBI will be installed to the stations with turnout: 7 stations (North Ave. Sta., Ortigas North Sta., Lawton East Sta., Lawton West Sta. FTI Sta., Bicutan Sta. and NAIA T3 Sta.) The CBI of Depot is installed at CER in OCC. Depot access line is controlled from CBI of Depot. Training track of PRI is controlled from Signal Machine room in PRI building. 4) CBI is managed by ATS (Automatic Train Supervision). If ATS fails, CBI is manually controlled by OCC's IL-CT. When OCC ATS and IL-CT fail, CBI is controlled by IL-ST of each station with turnout. 5) CBI is an important component in terms of safety, and it must comply with the basic concepts and corresponding standards in Section 2.4.2. Also, since it is a vital component, SIL 4 shall be applied. 6) The CBI shall perform the following functions: • Set and lock the route • Track locking principle shall be applied when the train is passing through a set route • Train shall be approached locked when it has crossed the sighting point, and cancellation of the route shall only be permissible after a set period of time. • Point machine within a route shall be locked and detected when train is traversing over it. 7) CBI shall maintain fail-safe operation at all times. 8) CBI shall be independent from TD and ATP. Even if TD or ATP fails, the CBI must operate safely.

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9) Contractor shall prepare interlocking charts (control tables etc.) of all the routes and submit it to the employer for approval. 2.5.8 Automatic Traffic Supervision (ATS) system The ATS system shall have the following functions:-

• Train schedule (diagram) management function; • Train tracking function; • Automatic route setting (ARS) function; • Operation adjusting function; and • Man-machine communication function. The ATS system shall collect information necessary for train operation from the signaling system. Data transmission shall be performed using a fiber optic cable supplied by the communication system management.

1) Train schedule (diagram) management function This shall include the following contents:- a) The basic diagram shall be planned by the dispatcher who is supported to make the changes to the train diagram using the train diagram planning system. b) Basic diagram shall consist of 4 types of patterns namely, • Weekday diagram; • Holiday diagram; and • Two spares patterns c) The practicable diagram shall be made from the basic diagram. The practicable diagram shall have the day diagram, the previous day diagram and the next day diagram. The practicable diagram shall be monitored based on the actual train operation in the ATS. Also, the final schedule (diagram) shall be managed in accordance with the actual train operation outcome. d) The ATS shall perform route control according to the practicable diagram. It is also necessary to check the train number which is fed in from onboard controller. When the train diagram is changed, the practicable diagram shall be changed, and the route control executed accordingly. e) There shall be only one train type: • Commuter train When making train diagram or changing train diagram, it is necessary to set two (2) or three (3) driving time scenarios for each train type and for each station.

2) Train tracking function This shall include the following contents:

a) Based on the train detection data reported from the train along with their ID, all the trains shall always be tracked, and their position and number displayed on the terminal (ATS-T) and on the large display panel in OCC. b) Train data in the computer (ATS) and train number data received from onboard equipment shall always be compared; if there´s a discordance between these two, then an alarm shall be triggered. 3) Route setting function This shall comprise of the following:

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a) The route setting function shall have three route setting modes namely, • Automatic route setting mode by ATS based on the practicable diagram; • Manual route setting mode from the ATS-T terminal while in ATS operation mode; and • In case of ATS failure, both ATS and ATS-T are unusable in which case a manual route setting mode by IL-CT which is a CBI terminal in OCC, should be possible. b) Home signal shall be set to enable the train to enter the station. c) Departure route shall be set at a certain time before departure time. However, if the train is delayed, its route shall be set immediately to make up for the lost time. This route shall be set sooner to recover the delay. d) Automatic route setting shall be carried out under the following conditions. • The route is not occupied; • Conflicting and opposing route are not set; • The entrance route shall be restored after the train has entered; and • The departure route shall be restored once the train has taken the route and is clear of the route. 4) Operation adjustment function This shall include following functions: a) When the train operation is disturbed or delayed by any incident, ATS shall support the traffic dispatcher by performing the adjustment in operation. b) Display an alarm when a delay of more than a fixed time interval occurs in train traffic operation c) ATS shall have the following functions for the recovery of delayed train:- • Automatically adjust the stopping time at all stations; • Propose Diagram modification by communicating with the traffic dispatcher; and • The contents of diagram modification are shown in Table 2.5.4, but not limited to.

Table 2.5.4 – Details of Signaling System

Item Contents New train diagram New train diagram which is not prepared in the practicable diagram for that day Cancellation of diagram Cancel operation of a particular train of a station Diagram revival Revival of prepared but unused diagram Order exchange Change the order of specific train of the selected station Operation exchange Change selected diagram with other diagram of the selected station Destination change Change the destination of the selected train Line change of Arrival Change the line of arrival of a selected train of a station Time shift Shift the time of selected diagram before/after a specific time.

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Item Contents Single Line Operation When one of the two tracks in a section of mainline has to be isolated due to failures, the remaining track will be scheduled to operate in a single line bi-directional mode. Short Loop operation When a section of the mainline has to be isolated due to failures, short loop operations can be scheduled to avoid stoppage of the operation of the whole line. Source JICA Study Team 5) Large video display This shall be used as an operational panel (Mimic Panel)

a) The following information shall be displayed on a large video screen and the ATS Terminal in OCC: • All the mainline and Depot track layout including Depot access line; • Train location and train number; • Route indication and setting (Route lock); • Point Machine (Reverse/Normal/Out of correspondence status and lock indication); and • Other necessary indications and alarms. b) The following operation records shall be saved and printed out when necessary. • Records of arrival/departure time for each train; • Operation records for comparing practicable diagram with actual time; • Operation records by dispatchers; and • Failure records. 6) Train Diagram system This shall be provided for diagram planning supporting staff in OCC. The train diagram system shall use an ATS-DS in offline mode and have the following functions as a bare minimum:

a) Enter the operation curve (performance curve) data of the train created by the operation planning division so that the minimum train running time data etc. can be calculated. b) Be able to make diagrams based on running time data of train, time interval data between stations, dwell time data at station, platform effective track length, track number etc. c) Be able to copy a diagram to make another diagram or to make a pattern drawing. Also, the manually entered diagram shall automatically check the rationality of the diagram. d) When making train diagram, it shall be necessary to set 2 required driving time for each train type and each station. e) The train diagram system shall be used to make the basic diagram and the practicable diagram. This system shall have the storage capacity to store seven kinds of diagrams. • Basic diagram; Weekdays, holidays, and spare (2 patterns) , total 4 basic diagram patterns in total. • Practicable diagram; The day diagram, the previous day diagram, and the next day diagram.

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METRO MANILA SUBWAY PROJECT PHASE 1 Part – Employer’s Requirements Package: CP106: E&M Systems and Track Works Section IV

7) Train Traffic Simulator a) Purpose: It shall be provided to carry out integration testing in ATS mode, simulation for running trains and testing of operation adjustment function when train operation is disturbed. b) Function overview: According to train tracking and route setting function in ATS, this function shall simulate running of trains. 2.5.9 Signaling system in Depot 1) Depot shall comprise of stabling yard, maintenance yard, main workshop, car washing plant, wheel re-profiling shop and light repairs shop. 2) Routine train operation in the Depot from Stabling Yard shall be carried out in ATO mode and will be managed by the OCC. 3) All tracks within the Depot shall be bi-directionally signalled. ATO mode of operation shall be for straight moves within the Stabling Yard and without shunting. 4) Trains shall change ends at transition tracks and proceed to Stabling or to the Train Inspection building without shunting. 5) Nominal train operating speed shall be 15 km/ h in ATO and manual modes throughout the depot boundary. 6) The signaling system (including CBI) of Depot shall be installed in the CER (Central Signal Equipment Room) of the OCC. 7) Entry / Exit of trains shall be carried out between the Depot access line and the stabling yard. Train shall enter /exit the depot through depot access line. Once within the depot, manual train operation will be to and from the workshops as well as in the infrastructure maintenance depot. 8) Train movements at the underfloor wheel lathe will be handled by the machine operator with remote controlled shunter. 9) Manual operation with ATP protection shall be performed by the Depot PRC, and the signal shall be displayed on the DMI. 10) Entry / Exit of trains shall be automatically set by Depot PRC. Moreover, the operation status can be monitored by IL-DT terminal in OCC. When Depot PRC fails, IL-DT shall connect with Depot CBI and perform manual route setting. 11) The train operation of the maintenance yard shall be controlled manually (less than 15 km/h) from the IL-DT by the shunt signal along with the route indicator. 12) ORP (Over Run Protection) transponders shall be installed on each road of the stabling yard. When the train overruns the stop limit point, it shall be stopped by the emergency brake. 13) The route setting operation of the depot shall be controlled by the Depot PRC according to the scheduled timetable of trains, entering and departing between stabling yard and the mainline (Depot access line). 14) Route indicators shall be installed on the same post along with the shunt signal to indicate the direction of the route to the train driver. The route indicator shall be a two-digit numeric indicator and visible from more than 100m. 15) The train operation of the training track (PRI) shall be controlled manually by the IL-DT terminal. ORP transponders shall be installed on both ends of the training track. The training track shall be controlled from Signal Machine room in PRI building. 16) In total 30 trains shall be accommodated in the depot at stabling tracks and train inspection locations. Stabling capacity shall be 22 10-car trains accommodated on 12 tracks comprising 10 tracks x 2 trains and 2 tracks with single trains. The train inspection building (LRS) has space for 8 trains on 4 inspection tracks x 2 trains per track. 2.5.10 Miscellaneous Signaling system 1) Train number Train number shall be an input from the cab DMI by the driver before commencing a journey. Train number shall be transmitted from DMI to ATP (ground) and to ATS using CBTC radio signal.

Train number shall be used for tracking the train and the route by the ATS system.

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METRO MANILA SUBWAY PROJECT PHASE 1 Part – Employer’s Requirements Package: CP106: E&M Systems and Track Works Section IV

2) Signal monitoring Objective of Signaling Monitor shall be to provide information of system working status, system failure and maintenance to Facility Maintenance Dispatcher.

It shall monitor working status, failure, and sequential movement of each sub-system, including power supply system for Signaling system and ATS systems.

It shall also collect failure information of each subsystem of the ATP and TD systems.

It shall transmit the following information statuses for each Signaling sub-system and ATS system.

• Serious Failure: Immediate repair should be required; • Minor Failure: Minor failure in which train operation is uninterrupted; and • Normal status: Information of normal working condition is transmitted. 3) Substitution Block system a) Substitution block system is a backup system wherein the CBI and secondary train detection system must be operational in the event of CBTC failure. b) It shall have detection blocks between stations (including station with turnout and stations without turnout) to detect the absence of a train. c) The dispatcher shall confirm, there is no train between the stations and then only give the train driver at the preceding station, authority to proceed. d) E&M and O&M members shall be consulted for the placement of signals and agreed. e) The speed of the trains shall be limited to15 km / h or less. f) If OCC is not available, then IL-ST of station BMS shall take control. 4) Shunt Signal and Route Indicator Shunt signals shall be installed for shunting trains at stations with turnouts and in the depot. a) Function of shunt signal i) Shunt signals shall perform shunting operation within the Depot and for routing the train back from stations with turnouts. When there are two or more routes from the same line, then a route indicator shall be installed on the same post but on the top of the shunt signal head. It shall be installed on the right-hand side of the track in the direction of travel. ii) Shunt signal shall display 2 aspects namely, Y(Proceed) and R (Stop) iii) The shunt signal shall display the most restrictive aspect R (Stop) in the following instances: • When the selected route is unavailable because of another train in the route; • When the points in the selected route are out of correspondence or occupied; and • When a conflicting or opposing route is already set whilst setting a new route. b) Function of Route indicator i) When two or more routes can be set from the same line, then the shunt signal of that route will have a route indicator. ii) A route indicator shall inform the train driver the direction of the route being set, if it has multiple routes from the same line. iii) The route indicator shall display only when the route is set and the points within the route are locked and detected. iv) A route indicator shall be installed on the same post of the shunt signal for that line.

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METRO MANILA SUBWAY PROJECT PHASE 1 Part – Employer’s Requirements Package: CP106: E&M Systems and Track Works Section IV

v) Route indicator shall be sighted as per sighting forms and is subject to approval of sighting committee. 5) Point machine a) Electric point machine shall internally lock when the switch rail is tied-in with the stock rail and is detected within the CBI. b) It shall have a mechanism that can be manually cranked by handle, in the event of power loss. c) Electric point machines shall be installed at stations with turnouts, the depot access line and depot, except maintenance line. d) The operation time of a point machine shall not exceed 8 secs. e) Point machines installed within station areas shall be self-normalizing. f) Point machine shall operate within +/- 5% tolerance of the operational rated voltage. 6) Overrun Protection system (ORP) a) Objective of Overrun Protection is as follows. • Stop just before the buffer stop; and • Overrun protection for trains berthed within stabling roads. b) This function shall be achieved with ATP (onboard equipment) and balise. c) ORP is a vital component. d) ORP shall be applicable in all train operation modes except when disabled. 7) Power supply system a) The SER power cubicle for signaling shall receive single phase 230V AC (60Hz) supply from the distribution room in each station and in the depot. The power cubicle shall supply instantaneous uninterrupted supply to the signaling equipment. The power to the drive circuit of the point machine shall be provided by the CBI. Power supply capacity is shown below as a reference value. • Station with turnout: 15kVA • Station without turnout: 9kVA • Depot: 23kVA • OCC: 14kVA b) The SER power cubicle shall provide 30 minutes backup supply (with emergency generator) in OCC and in stations, in the event of power failure. c) The power supply system shall have a redundant configuration. d) The power supply system shall have enhanced insulation and surge protection measures. e) The earth of the isolation transformer shall be connected to the common earth terminal of the building f) Power supply for Signaling system is shown in MMSP-SIG-0000-DD-0501. 8) Temporary speed restriction system (TSR) a) The function of the TSR shall be to impose the speed restriction on some sections within the line to carry out any maintenance work. b) The TSR system shall convey the speed restriction to the ATP system. c) The data of TSR shall be displayed on the screen by the OCC dispatcher. The TSR data shall be transmitted to the onboard equipment through the TSR server and the ATP ground equipment.

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METRO MANILA SUBWAY PROJECT PHASE 1 Part – Employer’s Requirements Package: CP106: E&M Systems and Track Works Section IV

9) Signage The contractor shall install the following signs on the trackside of the mainline and within the depot using reflector boards. The signboards should contain the appropriate symbols in English. The below list is not exhaustive.

a) Train stop sign; b) Once stop sign; c) Track name; d) Exchange line sign; e) CBTC territory marker; f) Restricted Manual mode marker (if applicable); g) Stopping reverse marker board; h) Speed restriction signs; i) Change operation mode (if applicable); j) Depot transfer track stopping point; k) Point number plates; l) Normal stopping marker board (stopping position); m) Speed signs for turnouts on the mainline; and n) Any other signage as required by the CBTC standard or the client. The contractor shall meet all the signage requirements and consult with the employer and decide the way forward.

10) Balise (train position correction, ORP) a) Balise (Transponder) shall be installed clear of the kinematic envelope. b) The train shall be informed of its position by the balise. c) Balise with actual geographical location data shall be used for accurate train positioning by ATP (i.e. calibrated for ATO) and to prevent against Overrun Protection (ORP). 11) Maintenance support tool a) All events including system failure shall be recorded in the data logger with a time stamp. The data logger shall have playback facility for maintainers to carry out investigation of all incidents. b) Provision for remote download and diagnostic facilities shall be provided via a secured network for the interlocking system and the ATP onboard equipment. c) Data gathering and display method: i) CBI: data acquired in the form of CBI Input/ Output data Display method - Maintenance terminal of CBI, IL-CT ii) ATP onboard equipment: data acquired in the form of Balise Input data and CBTC Input/ Output data Display method - Maintenance terminal for onboard equipment iii) ATP ground equipment: data acquired in the form of CBTC Input/ Output data. Display method - Maintenance terminal of CBTC system

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METRO MANILA SUBWAY PROJECT PHASE 1 Part – Employer’s Requirements Package: CP106: E&M Systems and Track Works Section IV

12) TID (Train Information Display) Terminals/Server a) TID terminal displays the train traffic information. The Work Station shall be designed to have interchangeable function for operation flexibility. b) Terminals shall be installed at Stations, Depot, OCC etc. c) Number of terminals: 22 in total, Breakdown is as follows. OCCs; 3 sets, Stations; 16 sets, Depot; 3sets, Total 22 sets. (Set referred to as one unit.) d) TID server gathers train traffic information and distributes it to the terminals. It shall be installed in the CER. 13) Maintenance work management system a) Purpose of maintenance work management system i) Prohibit the entry of trains into certain sections on the track which are scheduled for maintenance work. ii) Put the maintenance car on the track by using the Setup equipment car and set the route of the maintenance car. b) Rail closure setup and management i) Set the area where train entry is prohibited for maintenance work. ii) The operator of the ATS (central operator) shall apply temporary speed limit (TSR) within CBTC system on the area where the maintenance work is scheduled. If TSR is set to 0, it shall be possible to prevent the CBTC train from entering the TSR area. ATS shall set TSR by kilometre post limit or zone. In CBTC mode, when a section speed is set to 0 by TSR, then that section cannot be entered. iii) Disable the setting of the line closure at the end of possession. c) Route setting of maintenance car The methods for route setting of maintenance cars shall be:- i) Route shall be set by CBI ii) Maintenance personnel shall manually switch point machine and check route. iii) Bidders shall propose appropriate methods. d) Consideration for ensuring safety of maintenance work i) Maintenance work management shall ensure safety of maintenance staff and also consider all countermeasures against human error. ii) Contractor shall submit a report to the Employer on how to secure the maintenance work. e) Termination of work i) Perform the termination of maintenance work within the possession block. ii) The signaling system accepting the termination of maintenance work cancels the instruction to stop the route. iii) The OCC operator oversees other maintenance work situation and cancels "closed track" upon completion of work. 14) Train emergency stop plunger a) Emergency Stop Plungers (ESP) with key release after activation shall be provided for Passenger use at the Station Platform. ESP shall be located every 10 meters apart across the platform length. b) Emergency Stop Plungers shall prohibit approaching trains entering the platform once the ESP is activated.

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METRO MANILA SUBWAY PROJECT PHASE 1 Part – Employer’s Requirements Package: CP106: E&M Systems and Track Works Section IV

c) All trains approaching the Platform or Trains departing the Platform will stop once the Emergency Stop Plunger is activated. d) Blue LED flashing lights with siren shall be installed above each ESP to alert and identify activation of ESP and its location. e) Emergency stop buttons to stop all trains on the network shall be provided in the OCC to bring all trains to stop during disaster warning alerts (e.g. Earthquake, flood or other major incidents). f) The restoration operation shall be performed by the OCC operator. g) The working principle after the train emergency stop plunger has been pressed shall be as per the following sequence: Train emergency stop plunger → CBI → CBTC ground equipment → CBTC onboard equipment → CBI → ATS → OCC 15) Signaling cable a) Signaling cables shall be laid outdoor in ducts running parallel to the main lines and in the depot. (they should not be buried or exposed). b) Insulation of signaling cables shall have damage prevention measures in place and should be able to withstand voltage of 3000V AC (between cores) or more. c) EN or JIS standard signaling cables shall be used for secondary train detection system. d) LAN cables (optical fiber cables) shall be placed in elf tube or likewise for protection. e) A concrete trough (with a robust lid) shall be used to safeguard and protect the cable. 16) Field equipment for secondary train detection system a) Install transceivers, matching transformers etc. as a secondary train detection system. b) The disconnection boxes of transceivers for the secondary train detection system shall be installed within the mainline as per Civil drawing no.PO-CE-GE-006 and for depot in standalone boxes adjacent to the trackside. 17) Field installation of CBTC antenna and radio equipment a) Data transmission between the ground and the onboard equipment shall be carried out by bidirectional transmission between the rail side antenna and the front and rear antennas of the onboard vehicle. b) The installation position of the rail side antenna (including the radio equipment) shall be determined according to the electric field intensity, in the range of 250 m to 300 m. c) Inside the tunnel area, shielded antennas and radios shall be installed in Northbound and Southbound direction. d) Contractor shall propose suitable radio system considering the environmental condition. e) Contractor shall obtain customer’s approval about the position of antennas and radio equipment.

2.5.11 OCC (Operation Control Center) 1) Overview There shall be a central traffic monitoring large display and a terminal used for monitoring and control of train traffic of the entire line. These systems shall be connected to ATS, signaling system, interlocking system (CBI) and passenger service system.

2) OCC functions and structure a) The type of OCC Operator and their function shall be as below:-

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METRO MANILA SUBWAY PROJECT PHASE 1 Part – Employer’s Requirements Package: CP106: E&M Systems and Track Works Section IV

i) Train traffic Operator (Dispatcher) • Train tracking, Traffic monitoring; and • Diagram management, Diagram rescheduling if disruption in service ii) Depot train traffic Operator • Depot entrance and departure management and control by Depot PRC (Programmed Route Control) iii) Power system Operator • Power system status monitoring (for P-SCADA); • Power system failure monitoring, management; and • Operator desks shall be prepared by Signaling system, however Terminals for P-SCADA shall be prepared by P-SCADA team. iv) Communication Operator • Communication Equipment failure monitoring and operation; • Weather information monitoring (wind, rain, temperature, earthquake); • CCTV monitoring (Platform, Concourse, etc.); and • Operator desks shall be prepared by Signaling system, however Terminals for Communication system and CCTV shall be prepared by Communication system side. v) Signaling system Operator • Signaling system failure monitoring (Mainline and Depot) vi) Facility Monitoring Operator • Facility monitoring; and • Operator desks shall be prepared by Signaling system, however Terminals for Facility monitoring shall be prepared by Facility monitoring team. vii) Train traffic dispatching manager • Total Management of trains in and out of the Depot to mainline; and • Mainly Train traffic monitoring, Diagram monitoring and management b) Operator classification and OCC Overview Display • Display shall comprise of 8 logical screens (physical screen; 8 displays or 4 displays) having negligible visible distance between the border to show a complete diagram without any gaps when viewed from the workstation seating position. c) Contractor shall make appropriate proposals of the number of terminals, the operator desks and the display contents of the overview screen in OCC and obtain approval from the Employer.

Table 2.5.5 - OCC Operator classification and terminals

Operator System Terminal Large Display (logical screen) Train traffic ATS Main line: ATS-T×2, ATS-DS×2 Main line: 3 Operator Depot PRC Depot: IL-DT×2, TSR Terminal×1, Depot: 1 Depot Operator TID× 1 ATS Failure back up: IL-CT×2

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METRO MANILA SUBWAY PROJECT PHASE 1 Part – Employer’s Requirements Package: CP106: E&M Systems and Track Works Section IV

CBI

Power system P-SCADA Terminal×2*1 Power system: 2 Operator Communication Communication Communication terminal×2*2 CCTV: 2 Operator CCTV CCTV monitoring×3*2 Signal system Signaling Signaling monitor×１ Operator system monitor Facility monitoring Facility Terminal×１to 2*3 Operator monitoring (BMS) Dispatching ATS ATS-T×2、ATS-DS×1, TSR (Operation) Terminal×1、IL-DT×1、TID×1 manager Source JICA Study Team *1; Terminal for P-SCADA shall be prepared by P-SCADA team *2; Terminal for Communication and CCTV shall be prepared by Communication system team *3; Terminal for Facility monitoring shall be prepared by facility monitoring department 3) Explanation of Terminals a) ATS-T: Terminal for ATS used for monitoring train traffic status and the route control status. Operator shall manually set a route when in ATS mode. b) ATS-DS: Terminal for ATS shall be used to display and set train diagram. It shall also be used to amend diagrams. c) TSR-T (TSR terminal): TSR-T shall be used to set Temporary Speed Restriction. It shall be used by the OCC Operator. d) IL-DT: IL-DT is a terminal for Depot PRC, used to display the train operation status, route control status and to set the route. IL-DT shall be linked with the depot CBI to set a route to the maintenance yard manually. e) IL-CT: IL-CT is a CBI terminal located in OCC. When ATS and ATS-T cannot be used due to failure or unavailability, then IL-CT which is directly connected to the CBI, shall manually set the route. Refer Table 2.2 for System operation mode when ATS fails. f) Alarm monitoring terminal: This terminal shall be installed in the OCC for the Signaling operator to monitor all Signaling system alarms. g) TID-T: This terminal shall be installed in the OCC and at stations and used by station staff and traffic operators for monitoring purpose only. h) IL-ST: This terminal shall be installed in stations with turnouts and used to manually set the route from CBI in the absence of IL-CT. 4) OCC Equipment layout a) OCC Equipment layout is shown in Figure 2.5.3 below. b) Furniture procurement; The following furniture shall be procured by signaling system. • Operator desk with 18 chairs; • 1 Meeting table with 8 chairs; and • 7 Book shelves 5) OCC construction classification a) The following terminals shall be brought in by each system: • Signal related equipment: Signaling system;

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METRO MANILA SUBWAY PROJECT PHASE 1 Part – Employer’s Requirements Package: CP106: E&M Systems and Track Works Section IV

• P-SCADA terminal: P-SCADA system; • Communication: CCTV terminal; Communication system; and • Facility monitoring: facility monitoring system. b) The operator’s desk is prepared by a signaling system c) Large display: Equipment is prepared by signaling system. Display contents are created by each system (Signaling, P-SCADA, Communication) and connected to a large display.

SIG-2-35 Part 2 – Employer’s Requirements METRO MANILA SUBWAY PROJECT PHASE 1 Package: CP106: E&M Systems and Track Works Section IV

Figure 2.5.3 OCC Equipment Layout

Source JICA Study Team

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METRO MANILA SUBWAY PROJECT PHASE 1 Part – Employer’s Requirements Package: CP106: E&M Systems and Track Works Section IV

2.5.12 Through-operation system from MMSP to NSRP-South 1) Outline of Through-operation a) MMSP trains shall operate on NSRP-South line using ETCS level 2 system. b) Changeover for through-Operation shall be carried out at Bicutan Station. c) MMSP shall have turnback facility at Bicutan Sta for return journey. d) MMSP shall have temporary siding with turnback facility between Ortigas South and Ortigas North. e) A typical Track layout of Bicutan Sta. for through-operation is shown in Figure 2.5.4 f) Independent CBIs of MMSP and NSRP-South shall be installed at Bicutan Station. 2) Through-operation working a) MMSP trains planned to operate on NSRP-South shall stop at Bicutan Station for the manual changeover from CBTC mode to ETCS mode of operation for NSRP-South route. The train driver shall manually change from CBTC mode to ETCS mode for NSRP-South route, the signaling system will be informed accordingly and the route is set. b) Northbound trains of NSRP-South route from Calamba Station shall enter the MMSP line at Bicutan Station under ETCS mode and then the driver shall changeover to CBTC mode. After the driver operates the key to changeover to CBTC mode for MMSP northbound route, the signaling system will be informed accordingly and the route is set. 3) Signaling system related to Through-operation a) When a MMSP train heading towards NSRP-South stops at Bicutan, the MMSP ATS system shall transmit a departure message to the NSRP-South ATS via BTN network which includes the train number. b) When the NSRP-South ATS operator acknowledges the request and confirms the departure, then only will the NSRP-South ATS allow the route to be set, else the ATS will sound an alarm to the MMSP OCC operator. The operator will adjust the diagram accordingly. c) The above principle shall also apply for all MMSP trains heading from NSRP-South to MMSP. d) For setting a route from MMSP to NSRP-South and vice-versa, the CBIs of both systems (MMSP & NSRP) shall exchange cross boundary (refer to a & b indication on figure 2.5.4) data between each other. e) Diagram making: Changes to line diagram shall be carried out by the operator of each OCC. f) Monitoring each line situation shall be carried out by the TID (Train information display) terminal in their respective OCCs.

SIG-2-37 Part 2 – Employer’s Requirements METRO MANILA SUBWAY PROJECT PHASE 1 Package: CP106: E&M Systems and Track Works Section IV

Source: JICA Study Team Figure 2.5.4 Typical Track layout of Bicutan station for Through-operation

SIG-2-38 Part 2 – Employer’s Requirements METRO MANILA SUBWAY PROJECT PHASE 1 Package: CP106: E&M Systems and Track Works Section IV

2.5.13 System configuration 1) System configuration is shown in Figure 2.5.5 below.

Source JICA Study team Figure 2.5.5 Signaling system configuration for MMSP

SIG-2-39 Part 2 – Employer’s Requirements METRO MANILA SUBWAY PROJECT PHASE 1 Package: CP106: E&M Systems and Track Works Section IV

2) Signaling Backbone Transmission Network (BTN) Signaling Backbone Transmission Network (BTN) is shown in Figure 2.5.6 below. Core allocation of the optical fiber cable used for Signaling Backbone Transmission Network (BTN) shall be provided by the communication system.

Source JICA Study team

Figure 2.5.6 Signaling Backbone Transmission Network (BTN)

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METRO MANILA SUBWAY PROJECT PHASE 1 Part 2 – Employer’s Requirements Package: CP106: E&M Systems and Track Works Section IV

2.6 PERFORMANCE REQUIREMENTS

Table 2.6.1 – Performance Requirements

Items Requirement 1. Train Detection system a) CBTC with bi-directional digital transmission system which utilizes radio to send data between ground and onboard equipment shall be the preferred option. b) Secondary train detection system shall be used to detect broken Main line, stations with rail and will also be used as a backup system when CBTC system turnout, Depot and Depot fails. access line. c) Secondary train detection system shall also be used as a backup system when the CBTC system fails, to detect trains between stations.

2. Interlocking system a) Computer Based Interlocking (CBI) distributed system shall be used on MMSP. Signaling Equipment Rooms (SERs) shall be provided at each station.

• The track layout shall dictate the demarcation of the controlling boundaries of the CBI and the number of CBIs to be installed across the network. a) Method • The CBI in the CER room of the OCC building shall control the depot area. The limit of Quirino Highway station shall be up to the Depot Entry/Exit point (i.e. Transfer track) b) Bidders shall propose an appropriate CBI system.

b) Redundancy Hot standby duplex or 2 out of 3 configurations shall be adopted. c) System cycle System cycle shall be in between 200～400ms or lesser. Safety level shall comply with clause.2.4.2. (Safety Requirement) d) Safety level SIL4 shall be applied. e) Number of routes More than 600 routes per system. 3. CBTC system a) Reference standard IEEE1474.1, 1474.2, 1474.3 and 1474.4 compliant or equivalent. SIL4 shall be applied to parts where safety design is required among CBTC, CBI and Onboard equipment. For these equipment b) Redundancy Hot standby Duplex or 2 out of 3 redundant systems shall be adopted. Onboard equipment shall generate brake and speed profile based on c) Onboard speed control data received to automatically initiate braking if restricted speed is method exceeded. Onboard equipment shall be mounted on racks. d) Onboard rack, Power supply Power supply from Rolling stock shall be 100V DC. e) Train IF Train IF shall be relay contact or TCMS interface

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METRO MANILA SUBWAY PROJECT PHASE 1 Part 2 – Employer’s Requirements Package: CP106: E&M Systems and Track Works Section IV

Items Requirement f) Odometry Onboard equipment shall use 2-wheel sensors and (Doppler radar.) g) ODDRS (Onboard Onboard equipment shall have ODDRS which is compliant with Driving Data Recording IEC62625. System) The information flow shall be as below:- a) Track Condition (Ground →Onboard); b) Movement Authority (Ground →Onboard); h) Flow of information c) Position report (Onboard →Ground); between onboard and ground equipment d) Temporary Speed Restriction (Ground →Onboard) e) Train number (Onboard →Ground/ Ground →Onboard) f) Emergency train stop (Emergency stop plunger on platform, etc.) (Ground →Onboard) i) Safety level Safety level shall comply with Clause 2.4.2 (Safety Requirement) Onboard CPU shall consist of 2 MPUs and a comparator to j) Onboard Fail-safe CPU guarantee a fail-safe calculated output in a compact size. k) On-board Power Total power consumption of Onboard unit shall be less than 600W. consumption a) Method - Onboard setting made by the driver, shall not be permissible to change by any unintentional operation.

l) Train Number input b) Transmission between onboard and ground equipment - Radio communication shall be adopted continuously. c) Train Number - 8 figures numeric digits shall be adopted. m) Environmental The rail-side radio equipment shall be waterproof. condition 4.ATS a) Control method It shall be a computerized control. It shall be duplicated or an equivalent system. b) Redundancy It shall have a hot standby arrangement to ensure there is a continuous flow of message /information/ control. c) External transmission Optical Fiber Cable (LAN) shall be adopted. d) Transmission speed It shall be equal or more than 100Mbps e) System Configuration It shall be central convergence or equivalent They will include the followings but is not limited to: a) The basic diagram shall consist of weekday diagram, holiday f) Train Diagram types diagram and spare basic diagram b) The practicable diagram shall consist of the day diagram, the previous diagram and the next day diagram g) Console type It shall be graphical user interface with VDU or equivalent h) Mimic panel type It shall be a large display 5. Miscellaneous system 5-1 Signaling maintenance terminal

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METRO MANILA SUBWAY PROJECT PHASE 1 Part 2 – Employer’s Requirements Package: CP106: E&M Systems and Track Works Section IV

Items Requirement a) Human machine Human machine interface shall be done by laptop or desktop interface personal computer or equivalent. b) Memory Memory shall be equal or more than 40GB HDD. c) Redundancy Single system can be applied. 5-2 Point machine Switching time shall be less than 8 sec for mainline and depot point a) Switching time machines. Supply for all point control circuit shall be AC and for Detection b) Supplying Voltage circuit it shall be DC. c) Environmental condition Machine structure shall be water proof. 5-3 Overrun Protection system ORP profile onboard, shall be generated based on wayside a) Method transponder position. b) Transmission Balise or equivalent shall be used. c) Transmission Module Balise or equivalent module. 5-4 Power Supply system for station a) Uninterrupted time It shall be more than 60 minutes. b) Redundancy Duplex system or equivalent. 5-5 Power Supply system for OCC and Depot a) Uninterrupted time More than 60 minutes. b) Redundancy Duplex system or equivalent. 5-6 Temporary Speed Restriction TSR shall be able to impose restrictions on any section within the Method mainline where a possession is scheduled to be booked. 6. ATO a) Stop accuracy ±350mm b) Stop judgement Short / accurate / overshoot position c) Transmission between ground (Balise) and Balise or equivalent (Transponder) for position correction onboard d) Redundancy Single system 7．Train emergency stop plunger a) Stop plunger With acrylic cover to protect against operational misuse. b) LED type Flashing unit Positioned at a height and viewable from a distance

2.7 TECHNICAL REQUIREMENTS 2.7.1 Fail Safe Technology 1) Contractor shall implement fail-safe principles of all subsystem requirements. 2) The following subsystems shall comply with the safety requirements (2.4.2 safety requirements). Signaling system shall adhere to EN 50129 / IEC 62425 standards. The safety level of each device shall meet IEC 61508 SIL 4. a) Interlocking system (CBI); b) CBTC system (Ground system, Onboard equipment);

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METRO MANILA SUBWAY PROJECT PHASE 1 Part 2 – Employer’s Requirements Package: CP106: E&M Systems and Track Works Section IV

c) Train detection system; d) ORP (Over Run Protection); and e) TSR (Temporary speed restriction system). 2.7.2 Communication Recovery Technology The communication protocol between the onboard equipment and the CBTC ground equipment and the recovery technology at the time of abnormality shall be considered and submitted as a document which will be approved by the Employer.

2.7.3 Ergonomic Technology (specifically for OCC systems) Systems with human-machine interface such as console and mimic panel for ATS system shall be designed considering average human height and conditions. Especially the color for indication, switches and buttons layout for operation shall be designed with ergonomic technology.

CONTRACTOR shall state how ergonomic factors have been considered within the system.

2.7.4 Redundancy Signaling system shall meet RAM’s requirement as per section 2.3.3.4.

2.8 INTERFACE REQUIREMENTS 1) The Signaling system shall interface with the Civil contractor and other discipline contractors (based on contract package of stations and Depot). It shall also liaise with the track team for installation of signaling equipment on the track. 2) The Signaling system shall interface with Rolling stock, Communication, Power distribution, Sub Station system, SCADA and Track work. The CBTC system shall transmit data relating to train events to the Train Control Management System through a VOBC interface via the OTP card. The CBTC system will interface with the SID, via the Train Control Management System, through a VOBC interface. 3) The optical fiber cables between the Signaling Equipment Room at each station, Depot Signaling Equipment Room and OCC shall be supplied by the Communication system. All signaling cables shall be supplied by the CONTRACTOR. 4) Interface Requirement Specification is shown in Table 2.8.1 Interface Requirement Specification.(CP101 to CP105) and Table 2.8.2 Interface Requirement Specification.(CP106 to 107) below. Table 2.8.1 Interface Requirement Specification.(CP101 to CP105)

Requirement Requirement Item Document or Drawing section

Structural drawing for Signaling Detailed Permanent Way (P-Way) Structural Equipment’s ＊１, Cable trough and plumbing drawing with signaling equipment (Elevated section installed along trackside on the mainline and ＊１ and Depot) in the Depot

Structural drawing for Signaling Detailed Permanent Way (P-Way) Structural Equipment’s ＊１, Cable trough and plumbing drawing with signaling equipment (Underground installed along trackside within the tunnel ＊１ section) section.

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Requirement Requirement Item Document or Drawing section Number of Fans for ventilation within the tunnel section

Space, Specification and cable route of CER Floor space of CER, CUR; cable & CUR in Depot and in OCC trays, cable entry/exit points in OCC and cable ducts within the depot area.

Space and Specification of Control Room in Layout of OCC control room, OCC, and cable route cable trays and cable ducts

Space and Specification of SER, SUR in Floor space of SER, SUR; at Architecture stations, and cable route each station, cable ducts and cable trays (Elevated section and Depot) Space and Specification of BMS in stations, Floor area of BMS at each station, and cable route cable duct

Platform emergency stop plunger installation Platform layout drawing with and wiring route position of plunger units

PSD weight to be accounted for and the Civil drawing of platform to thickness of the platform at the edge to be specify the weight of the PSD and considered before construction. the layout.

Space and Specification of Station Floor space of BMS in each Management room (BMS) at each station, station, and cable duct and cable route

Space and Specification of SER and SUR in Floor space of SER and SUR in Architecture underground section, and cable route each station, cable trays and cable (Underground duct section) Platform emergency stop plunger installation Platform layout drawing with

and wiring route position of plunger units

PSD weight to be accounted for and the Civil drawing of platform to thickness of the platform at the edge to be specify the weight of the PSD considered before construction. and the layout. *1: CBTC antenna pole, Radio device, Track transceiver, Point machine, Location cases, Distribution box, Signal, Signage and Repeater for TASC. Source: JICA Study Team

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Table 2.8.2 Interface Requirement Specification.(CP106 to 107)

Requirement section Requirement Item Document or Drawing

ATP/ATO equipment for Interface specification including onboard/ground radio bi-directional timing. data transmission.

Mounting ATP/ATO equipment ATP/ATO equipment drawing Discussion between Signaling and

Rolling Stock will determine the location and mounting arrangement of ATP/ATO equipment in the vehicle.

Two 2.4 GHz radio Antenna per VOBC Antenna drawing for VOBC to VCC communications.

1) Balise for train position correction of Interface specification including tachometer timing 2) Balise for ORP

Rolling Stock DMI as a Train Number setting device DMI drawing

EMC between onboard and secondary Using frequency, tolerant noise train detection system level etc.

EMC between onboard equipment and Using frequency, tolerant noise CBTC system level etc.

Master Clock (ATS needs to match time Interface specification with master clock)

Back bone Transmission system core number and OFC Specification

Telecommunication Signaling equipment in OCC and Interface specification System Passenger information display (PID)

Mounting Telecommunication Layout and Optical fiber interface equipment at Console in OCC (CER) and SER.

Power Distribution Board Interface Signaling power calculation, location case power consumption

etc. Power Distribution System Calculation to select the right type of Circuit Breaker (CB) to be applied (using tripping calculation matrix).

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Requirement section Requirement Item Document or Drawing

Provision of Earthing arrangement of Earthing drawing to show PSD PSD to be accounted for. earthing connection.

Catenary, Information of Section Gaps to be fed Interface specification Substation into the CBI

Insulation of Secondary train detection Position of secondary train system detection system on Signaling scheme plan and bonding plan Balise layout on the track Leakage current (attenuation / Track traversing duct km)

Balise layout, Balise drawing and Track work position to be shown on Scheme plan along with sighting form and installation form. Speed sign boards to be shown on track diagram Cable specification

Interface with the ATO and train Interface specification PSD system onboard system

Ventilation Fans within the tunnel Interface specification Civils section throughout the line A list of interface control sheets are referenced in Appendix A Note:- Presentation definition: Presenting the materials from other contractors to Signaling contractor. Submission definition: Submitting materials from Signaling contractor to other contractors. Meeting and confirmation definition: Discussion and confirmation of all parties. Source: JICA Study Team

2.9 TESTING, COMMISSIONING AND VERIFICATION The CONTRACTOR shall prepare a plan that identifies in detail the sequence of testing that must include the evaluation of prototypes at the CONTRACTORs premises and testing of prototype equipment in a normal sequence with on-site testing for production of equipment. 2.9.1 General The CONTRACTOR shall provide and perform all forms of tests applicable to the work.

1) All materials, goods, equipment and manufacturing processed for the work shall be subject to inspection and tests witnessing by the Employer unless otherwise agreed in writing by the Employer. 2) The Employer shall have the facility to monitor all tests and have access to all test records. Sufficient time shall be allocated by the testing programmers for necessary equipment alternation, systems, and designs to be undertaken, together with re-testing prior to final commissioning.

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3) Tests to be conducted by the CONTRACTOR shall be carried out in accordance with the Contract requirements. 4) The inspections and tests shall be divided into three (3) basic stages:- a) Type test; b) Factory acceptance tests carried out before equipment delivery; and c) Site acceptance and integrated test. 5) The inspection and approval of work/ equipment by the Employer shall not relieve the CONTRACTOR from its obligations, responsibilities and liabilities to complete the work in accordance with the contract. 2.9.2 Testing and Commissioning plan (TCP) 1) All the test plans and procedures with the exact time and date shall be submitted for the approval of the Employer at least 30 days prior to any test’s conduction. Test procedure shall detail the following but not limited to: a) Date on which the CONTRACTOR shall propose to conduct each test; b) Nature and purpose of the test; c) Extension of test covered by each submission; d) Method of test and test requirement with the relevant standards and procedure; e) Relevant drawing and document (or modification) status; f) Test location; g) Test parameters to be measured with the relevant standards; h) Constraints to be applied during the test with the relevant standards; i) Defined pass/fail criteria with relevant standards; j) Format of the raw data for processing by the CONTRACTOR; and k) Test instrumentation and test circuitry to be used during the test as per the relevant standards. 2) Test procedures shall be adjusted within the duration of the Contract to reflect changes in design or to identify the requirement of additional testing. 2.9.3 Tests Costs 1) All costs associated with test shall be borne by the CONTRACTOR. 2) If the test cannot be acceptable as proposed due to unexpected cases such as absence of approved test plan, procedure and Reports; failure to fulfil the pass/fail criteria, lack of preparation, negligence or unclear material/ equipment conditions, all costs incurred by the Employer for repeated inspection (and/or witness) shall be paid by the CONTRACTOR, 3) In case any test being performed in countries other than Philippines, the CONTRACTOR shall be responsible for the allowances, hotel and travel arrangements for the person who witnesses and certifies the test on behalf of the Employer. a) For the purpose of (3), the CONTRACTOR shall prepare and submit the relevant test procedures in advance for the Employer approval. b) For the purpose of (3) the CONTRACTOR shall also prepare an attendance schedule for participants, identifying the location of the test site / facilities, number of tests, the duration of tests in accordance with the test plan, the evaluation process and the corresponding quality assurance procedures.

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2.9.4 Tests and Installation logs 1) Within 14 days after completion of any test, all necessary information regarding the test shall be submitted in a report for the Employer’s review. If required by the Employer, a manuscript copy of the test record shall be made by the time of the test and given to the Employer by that time or later on as soon as possible, if the test has not been witnessed. On completion of each test or group of tests, the CONTRACTOR shall provide test report’s which detail: a) The number and types of tests which are required by the Specification and the result to be achieved; b) The tests actually carried out and the results actually achieved; c) confirmation of pass/ failure, if necessary a schedule of further tests (or actions) to be carried out by the CONTRACTOR to achieve compliance with the Specification and the approved design. 2) In addition to any other requirements, the report, and its supporting documentation which is held by the CONTRACTOR for the Employer’s inspection and audit, shall contain the following details: a) Materials, system, facilities or part of the work tested; b) Location and size of the batch from which the samples were taken or location of part of the work; c) Reference to test procedures and test schedule; d) Place of testing; e) Date and time of tests; f) Weather conditions in the case of in-site tests; g) Technical personnel who shall supervise or carry out the tests; h) Size and description of samples; i) Method of sampling; j) Properties to be tested; k) Readings and measurements taken during the tests; l) Test results, including any calculations and graphs; m) Specified acceptance criteria; and n) Other details required by the Contract. 2.9.5 Type Tests 1) If the CONTRACTOR includes any equipment which is not previously proven in service, the CONTRACTOR shall undertake type test of pre-production units to the satisfaction of the Employer. The CONTRACTOR shall identify in its design submissions any equipment in this category, or equipment that differs significantly from that already in service elsewhere. 2) Type tests shall be carried out on specific items to ensure that they are performed in accordance with their intended function subject to all permutations and combinations of external factors where the CONTRACTOR is able to produce documentation from previous test that meets the requirements of the Employer 3) In addition to the above, Type tests may also be performed for subsystems, components and items of equipment installed for the overall system in substantial numbers. In this case, the Test Program shall foresee a combined schedule of Type Tests and corresponding Routine Tests of individual units. 4) Type test Reports and Certificates shall explicitly state the mandatory contents of the routine test program and the individual inspection and measurement procedures that need to be performed on each individual item of identical series production devices or components.

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2.9.6 Hardware Test 1) General

a) All hardware equipment and materials shall be tested during manufacture and before delivery. b) Four types of test are required for the all material and equipment supplied as follows: • Equipment test; • Environment test; • Factory acceptance test; • Site acceptance and integrated test; and • Trial run. 2) Equipment test Routine tests shall be applied to all equipment during the manufacturing process. The routine tests shall include:

a) Visual inspection Visual inspection shall be carried out to ensure the equipment is of sound construction and meets the requirements.

b) Diagnostic tests Hardware diagnostic tests shall be carried out on each element of the system including all workstations, computers, computer peripherals, devices.

c) Performance tests Performance tests shall consist of a comprehensive series of measurements on the characteristics of the individual equipment to check if its performance is complying with the performance and functional requirements of the particular equipment concerned.

3) Environmental test a) All equipment supplied shall be tested in accordance with the EMC requirements defined in IEC62236 Series Railway applications – Electromagnetic Compatibility or relevant standard. b) All supplied equipment shall be tested for full operational ability under the conceivable environmental conditions. c) Environmental tests may not be required if previous independent witnessed tests have been successfully carried out and documented. d) If any failure occurs during the environmental tests or equipment design is changed, it shall be reported to the Employer who may at its discretion require repetition of the tests. 4) Interface Test a) Interface tests are required for the following software interfaces: • Interface between Central data transmission controller and Operation console; and • Rolling stock interface test b) Actual equipment shall be used for these interface tests. Refer to Table 2.8.1 Interface Requirement Specification.(CP101 to CP105) and Table 2.8.2 Interface Requirement Specification.(CP106 to 107).

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2.9.7 Software Test The CONTRACTOR shall carry out the software proofing tests based on the Employer’s requirements, but not limited to the following:

1) Software communication protocol tests for each type of interface; 2) Database mapping/Human-Machine Interface (HMI) validation tests for each station; 3) Point-to-point tests; 4) Functional tests; 5) Performance tests; and 6) Interface between Central data transmission controller and Operation console. 2.9.8 Factory Acceptance Tests 1) All materials, components, sub-assemblies, unit assemblies (including software, cables and wiring) shall be subject to factory acceptance test. Notification of these tests, together with information about any previous test relating to the items being tested, shall be submitted to the Employer, 30 days in advance. The Employer will then determine to witness such test or which, if any, items may be accepted based on previous supply or experience. 2) Factory acceptance tests shall include but not limited to: a) Physical inspection; b) Dimension check; c) Electrical check; d) Calibration; e) Output check; f) Operational performance including full functional software testing; and g) Insulation test 2.9.9 Site Acceptance Test and Integrated Test 1) The site acceptance and integrated tests shall be carried out on site after installation, which ensures that system and software meet the Employer’s requirement in terms of functionality and performance. 2) Site acceptance and integrated tests shall include but not be limited to the following categories of tests: a) Site acceptance test The tests shall ensure all the equipment supplied under this Contract satisfies the function and performance requirements of the Employer when operated in a stand-alone manner without any interface to equipment/system supplied by other subcontractors.

b) Integrated tests with other system The tests shall ensure all the interfaces with other subcontractors satisfy the functional and performance interface requirement.

c) Total system integration tests Having completed the integrated tests with the respective contractors individually, total system integration test shall be performed to demonstrate that all system modules can co-ordinate their works with each other in harmony and that all functional and performance requirements are satisfied. No crash or abnormality shall result from having various combinations of possible operations being carried out simultaneously.

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3) The scope of the site acceptance and integrated tests shall cover but not be limited to the followings: a) Visual inspection to ensure that the equipment is installed properly in accordance with the installation submission; b) Electrical tests to ensure that the electrical connections of the cables, power modules, electronic modules, etc. are corrected; c) Operational performance including full functional software testing; d) Communication test between data transmission equipment; e) Functional tests on all the control requirements; f) Point-to-Point tests to ensure correct mapping between the database and the physical equipment I/O points. Failed I/O points to be listed to show that routing is still functioning; and g) End- to- End tests to ensure all the connected equipment’s can be controlled and/or monitored. 2.9.10 Trial Run The Contractor shall provide special and general attendance during the Trial run operation period such that the persons who conduct the On-Site Testing and Commissioning are available on site to resolve any issues arising from the Trial Operation.

2.10 OPERATION AND MAINTENANCE SUPPORT 2.10.1 General a) Operation and maintenance support shall be mentioned in this section for Signaling System. b) The CONTRACTOR shall investigate all failures including major failures, repetitive failures and design defects and provide all necessary corrective actions during the Contract period. c) Operation shall investigate interference problems either from or to the systems of other Contract packages and provide all necessary corrective actions during the Contract period. 2.10.2 Operation and Maintenance Document The Operation and Maintenance Plan shall be prepared by the CONTRACTOR and submitted to the Employer for approval not later than six (6) months after the Contract has been awarded. The O&M plan shall include the operation and maintenance tests as agreed with the Engineer and will be witnessed by the MMSP O&M Concessionaries.

2.10.3 Operation and Maintenance Plan 1) The Maintenance Plan shall describe the CONTRACTOR’s proposed maintenance regime for preventive and corrective maintenance of the system, including, but not be limited to the followings: a) Maintenance philosophy and approach; b) All necessary tasks for first line, second line, third line and corrective maintenance; and c) Frequency of each maintenance task. 2) The CONTRACTOR shall include the following information on each maintenance task described in the Maintenance Plan: a) The equipment and sub-systems covered in the task; b) Step-by-step procedure to carry out the task; c) Tools and test equipment list of each task; d) Diagrams and flowcharts by illustration, if applicable; e) Recovery procedures, if applicable; f) Precautions the maintenance personnel has to follow; and

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g) Estimated duration and required manpower. 3) In addition to the Maintenance Plan, the CONTRACTOR shall also submit a Yearly Routine Maintenance Schedule to the Employer for review and shall indicate the schedule of maintenance tasks in a calendar year. 2.10.4 Software Design calculations The CONTRACTOR shall submit a copy of certificates from relevant parties and authorities as required including equipment calibration certificates from manufactures and laboratories. The calculations shall demonstrate the performance of the system and subsystems. As-built documentation and support shall be retained and made available.

1) General a) Software support shall be mentioned and covered in detail for Signaling System. b) In order to maintain the normal operation and meet the operational requirements, the CONTRACTOR shall provide all changes, debugging, updates, modifications and upgrade of all the software developed (or delivered) for the system including data configuration tables if such changes are necessary. c) All changes and modifications of the software shall not degrade the performance or cause adverse impact on the system d) The CONTRACTOR shall maintain backup copies of all software’s developed (or delivered) for the System. e) The CONTRACTOR shall ensure that all new versions are fully tested, validated and reviewed without objection by the Employer prior to loading onto the system. f) The CONTRACTOR shall provide training to the Employer’s staff on how to use the new version with changes. 2) Security obligations Within 14 days of the installation of any software (which is developed or modified) for the permanent work, the CONTRACTOR shall submit to the Employer for retention two (2) backup copies of the software, which shall include, and not limited to:

a) All source and executable code including all data configuration tables; b) All design documentation relating to the software; and c) Any specified development tools required for software maintenance, including, but not limited to, editors etc. 2.10.5 Support during Defects Notification Period 1) General a) Support during Defects Notification Period is critically important for Signaling System. b) During Defects Notification Period, maintenance shall be carried out by the Employer with the support of the CONTRACTOR c) The CONTRACTOR shall provide workshop repair services of all defective and faulty items of the system. d) The CONTRACTOR shall provide support and call-out services to the Employer as required for restoration of the System to normal operation in the event of faults and defects. e) The CONTRACTOR shall submit a maintenance manpower plan showing the CONTRACTOR’s organization and committed resources available for all types of activities to be carried out within the Defects Notification Period.

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f) The CONTRACTOR shall ensure that all its staff who provide maintenance support shall be competent and have sufficient training in the corresponding sub-system. 2) Workshop Repair a) The CONTRACTOR shall collect and repair defective parts that are recovered from the system during maintenance carried out by the Employer. b) The CONTRACTOR shall perform all necessary adjustments or alignments for the repaired parts. The repair of defective parts can only be considered as completed and returned to stock or back to the system once the parts are tested and verified fit for use in the system. c) The CONTRACTOR shall use only components with equal or higher specification than the original components in its repair activities. d) The performance of the defective parts after repair shall not be degraded or deteriorated due to the repair works. e) The maximum turnaround time for workshop repair shall be less than 60 days (if in stock). The turnaround time shall commence when the defective parts are removed from the system and end when the parts are repaired and returned back in stock or the system. Any extension of workshop repair time shall be agreed by the Employer. 3) Support and call-out services a) The support and call-out services shall be available 24 hours/ day and 7 days a week. b) The CONTRACTOR shall provide sufficient number of competent and experienced staff for the support and call-out services. c) The CONTRACTOR shall provide a list of maintenance staff together with the contact details ( mobile telephone numbers), who can be contacted for support and call-out services. d) Any changes in the call-out numbers and the number of maintenance staff shall be notified to the Employer at least two weeks before such changes become effective. e) The CONTRACTOR’s staff shall be available on site for maintenance support within one hour upon receiving the call-out request from Employer and shall proceed to perform corrective action to restore the system back to normal operation. f) The CONTRACTOR shall take every precaution to protect existing equipment from damage, and reconstruct any damage caused. 4) Monthly Maintenance Meeting The CONTRACTOR shall attend the Monthly Maintenance Meeting with the Employer to discuss the maintenance issues during the Defect Notification Period. The dates and agenda of the meeting shall be agreed with the Employer.

2.10.6 Spares, Consumables, Special Tools and Test Equipment 1) Spares a) Spares, Consumables, Special Tools and Test Equipment for the Signaling System are mentioned in this section. b) The CONTRACTOR shall use their own spares during installation, commissioning and support during the Defects Notification Period. The CONTRACTOR shall also provide separate spares for the Employer to operate and maintain the system. c) The CONTRACTOR shall submit the list of spares to the Employer for review, within six months after the date of Commencement of work. The list shall include: • Grouping by subsystem, diagnostic and test equipment and special tools in order for ease in identifying stock;

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• A cross-reference and indexing system for replacement components common to more than one subsystem; • Detailed description with references and correlation with the maintenance manuals; and • CONTRACTOR’s own spares. d) The CONTRACTOR shall keep and maintain sufficient stock of its own Commissioning Spares and Defects Notification Spares. In addition, in order to determine the list of spare parts for the Commissioning Spares and Defects Liability Spares, the CONTRACTOR shall provide spare calculation to support the proposed types and quantities and consider the following items: • The expected failure rate of the parts; • Number of parts in the system; • Criticality of the parts in the system; • Availability and MTTE figures of the system; • Lead time for Spares delivery; and • Workshop repair turnaround time. e) The CONTRACTOR shall submit to the Employer for review, a list of Commissioning Spares, with the type and quantities of spares the CONTRACTOR intends to hold, at least three (3) months before the commencement of the installation activity. f) The CONTRACTOR shall submit to the Employer for review, a list of Defects Liability Spares, with the type and quantities of spares the CONTRACTOR intends to hold, at least three (3) months before the commencement of the Defects Notification Period. g) The CONTRACTOR shall include the stock detail of the CONTRACTOR’s own spares in the Monthly Progress Report. The status of the spares, either in store or under workshop repair, shall also be included. 2) Contract spares for Employer’s operational and maintenance requirement a) The Contract spares shall include, but not limited to, spare modules, sub-assemblies, special components, links, fuses etc. b) The CONTRACTOR shall submit item’s unit price with quantities for each type of spare modules, sub-assemblies, and parts as a list of Employer’s requirements and those recommended by the CONTRACTOR. 3) Special tools and test equipment a) The CONTRACTOR shall provide special tools and test equipment. b) The CONTRACTOR shall submit item’s unit price with quantities of each type of special tools and test equipment and those recommended by the CONTRACTOR. 2.10.7 Documentation 1) General a) Operation and maintenance documentation is an essential part of requirements for Signaling system in order to carry out the maintenance procedures as recommended by the manufacturer to extend the lifecycle of the equipment. b) The Contract shall prepare a submission programme. The submission program shall identify all submission to be furnished, submission titles, submission numbers and target submission dates. c) The CONTRACTOR shall provide configuration management which is permanently maintained to ensure that the system is correctly configured. The programme shall ensure that the configuration of each item is recorded and maintained during the life of the Contract and Defects Notification Period.

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d) The CONTRACTOR shall submit a Project Management Plan to the Employer for review. Project Management Plan shall identify persons to be responsible, methods and arrangements to carry out execute and close the Project. 2) Submission requirement a) The Contract shall include records of amendment in each submission with the following detailed: • Revision history and status of the submissions; • Description of changes for each revision; and • The CONTRACTOR’s signature for authorization of the submission indicating proper design check has been carried out before submitting to the Employer. b) The revision status and date of preparation of the submission shall be clearly indicated at the header of each page of the submission. c) The first submission shall be revision 0 and subsequent revision shall be A, B and so forth. d) The CONTRACTOR shall maintain records of the submission and record update shall be included in Monthly Progress Report. Submission shall include the following details: • Submission number; • Submission title; • Revision history; • Status of Employer’s response for each revision; • Submission dates and dates of return from the Employer for each revision; and • Current status. 3) Levels of submission a) The Contract shall adopt top-down approach and submit the following document in a logic sequence for the review of the Employer: • System-level related submission; • Equipment-level related submission; • Installation design related submission; • Design calculations; • Management plans and procedures; • Approval certificates; and • Miscellaneous submission. b) System level related submission shall describe total system including the configuration block diagrams, operating principle, system features and functions, capacity, expandability, interconnection within the subsystem, between subsystems and also other Contract Package. c) Equipment level related submission shall indicate specification on electrical, mechanical and functionality of the equipment/materials employed for the system and the subsystems. d) Submissions related to installation design shall include: • The installation methods and procedures for different types of installation activities; • Drawings showing equipment locations and subsystems coverage; • Schematic and wiring diagrams; • Cable core plan and numbering scheme;

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• Equipment mounting details; • Configuration data, parameters and setting; • Cable route drawings; • Schedules and wirecount; and • Layouts in equipment racks, equipment rooms, trackside, concourse, platform and other locations of equipment. e) The Contractor shall detail the installed equipment with connections and provide sufficient information for other users, maintainers and developers to execute their responsibilities. All documentation shall be submitted for review by the Employer, and shall include but not be limited to: • Operation and Maintenance Manuals; • Configuration Data Tables; and • As-built drawings. f) The configuration data table shall be prepared for each individual subsystem on item-by-item basis as well as location basis. g) As-built drawings shall indicate details of the work as follows: • Bill of quantity of equipment on location basis; • Location and connectivity of all equipment and cables; • Schematic and wiring diagrams; • Cable core plan and numbering scheme; • Equipment mounting details; • Cable route drawings; • Schedules and wirecount; and • Layouts of equipment racks, equipment rooms, trackside, concourse, platform and all other equipment.

2.11 TRAINING 2.11.1 General 1) Requirements for Training are mentioned for the Signaling system. 2) Training Support is referred from section 1 of Scope of works and is as follows: 2.11.2 Scope of Training 1) The objective of this training is to enable the Employer’s/Operator’s Key Instructors to deliver future courses for employees. 2) The CONTRACTOR shall provide training to the Employer’s/ Operator’s Key Instructors on various systems. Aspects covered shall include, but not be limited to, the following: a) Operating, features and functional principles of the relevant systems; b) System engineering aspects including but not limited to design standards, design criteria and parameters, short-circuit and other calculations, insulation and protection co-ordination; c) Details of major equipment and components of the System; d) System operating and maintenance management procedures;

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e) Control and monitoring systems for each System; and f) This will cover training both in Philippines and abroad including training at manufacturing facilities as appropriate. 2.11.3 General Requirements 1) This section of the specification covers the requirements for a Training Programme for the operator’s maintenance, operating, training personnel, and Employer’s technical staff. The Training Programme shall enable basic staff to operate, service, enhance, maintain, and interact with the hardware, software and firmware; for example, the systems and associated equipment shall perform in accordance with this contract specifications. 2) The CONTRACTOR shall provide comprehensive Training to the Employer’s and/or Operator’s Key Instructors. 3) The CONTRACTOR shall provide training rooms, competent training instructors, training manuals, all necessary aids and materials to support all training courses. The training manuals shall be submitted in original plus 15 hard copies and in electronic format. Training instructors shall be highly qualified and competent, with sufficient years of practical experience in the relevant fields and with good communication skills. The training instructors shall be CONTRACTOR staff, or staff of the equipment manufacturer. Training in Philippines or abroad shall be conducted for Employer’s/ Operator’s in English. The respective training manuals shall be provided in English. 4) In the opinion of the Engineer, if any of the CONTRACTOR's training instructors are not considered to be competent and to have a suitable attitude for carrying out the training courses for whatever reasons, the CONTRACTOR shall remove the said person and replace him as soon as possible with an acceptable substitute. 5) The training shall be carried out at locations where it has the greatest benefit for trainees. These may be in Philippines or abroad, at the place of manufacture, assembly or testing, or at other necessary locations. All places of training shall be subject to and proposed by the CONTRACTOR. 6) The training courses/sessions shall include system performance requirements, all major equipment and work carried out by the CONTRACTOR. 7) The CONTRACTOR shall provide fulltime onsite management, co-ordination, and supervision of the entire training programme to ensure the continuity of classes, and proper distribution of training materials, and be responsible for interfacing with the instructors. 8) The CONTRACTOR shall be required to arrange technology transfer and train the Employer’s staff in respect of design, manufacture, installation, testing and commissioning of the System and each subsystem. The Employer will nominate a staff of up to 3 persons for each subsystem for the training mentioned above. 9) The CONTRACTOR shall submit assessment reports on the performance of individual trainees to the Employer/Operator. Training evaluation shall be carried out at regular intervals to monitor the progress and suitability of the training programme. Items which require further information or tasks which require additional training/practice will be discussed between Employer, Operator and the CONTRACTOR at the evaluation meetings. Such items or tasks shall be appended to the training programme as soon as possible. 10) In case training courses are held in countries other than Philippines, the CONTRACTOR shall provide allowances, hotel, and travel arrangement for Employer’s and Operator’s trainees, as well as for Employer’s staff. 11) Throughout training programme, the Employer and the Engineer’s shall have free access to all training sessions to monitor the progress of the trainees and the CONTRACTOR's training instructors.

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2.11.4 Training Plan 1) The Training Program shall be prepared by the CONTRACTOR and submitted to the Employer for review not later than six (6) months after the Contract is awarded. 2) The Training program shall include the objectives, content, method, location, timing and duration of each course. 2.11.5 Training Courses 1) The CONTRACTOR shall provide Training Courses on all facilities, systems, equipment, hardware, firmware, and software. Each course shall be specific and consist of classroom, hands-on, or field training as necessary to accomplish the Course Objectives specified in the Training Program Plan. The CONTRACTOR shall develop detailed training modules based on information in the Operating and Maintenance manuals. 2) The technical training courses to the Employer shall be programmed in phase with the progress of manufacture and installation to ensure that trainees are present during all stages of training for manufacture, installation and commissioning of the equipment. The CONTRACTOR shall ensure the courses fully encompass all aspects of the basic design, manufacture, installation, commissioning and maintenance of the Equipment with maximum effort directed at instruction in maintenance of the installations. 3) Throughout the training program, the Employer and the Engineer’s shall have free access to all training sessions to monitor the progress of the trainees and the CONTRACTOR's training instructors. 4) The CONTRACTOR shall provide training courses for each of the sub-systems, including, but not be limited to: • System structure and supports; • System Control & monitoring system. 5) The number of Instructor trainees from different disciplines shall be agreed with the Employer. 6) The Employer’s and/or Operator’s Instructors shall attend all types of training courses so that they shall be able to train their staff in future in all aspects of operating and maintenance of the System. 2.11.6 Operating Courses 1) The operating training courses shall be developed to provide all necessary knowledge and skills for staff Operation to run the system under normal, degraded, and emergency situations and recovery from minor faults. In particular, the training course shall include the following as minimum: a) Overview of the relevant System; b) Description of operation principles for each of the system and subsystems; c) Description for operating technical equipment; d) Operational features and functions; e) Familiarization and use of all man-machine interfaces involved; f) Reading and interpretation of system status and warning messages or indications; g) Normal and degraded operating procedures; h) Operating procedures under emergency situations; i) Procedures for recovery from minor faults; j) Use of operation and maintenance Manuals and documentation; k) Detailed knowledge and correct application of operating rules and procedures; l) Local knowledge of stations and the line.

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2) Particular exercises shall be included in the operating training course for each trainee to operate and manage the system under normal and emergency operating conditions and simple fault recovery. 2.11.7 Maintenance Courses 1) The maintenance courses shall be developed to provide all necessary knowledge and skills: a) To perform full maintenance, including both preventive and corrective maintenance of each system; b) To perform system Engineering management including system parameter configuration, enhancement, adjustments and provision of new equipment and components. 2) Training shall be provided on all aspects of Maintenance of the system including proprietary or third- party equipment and software. Software shall also cover custom-designed software or software driven utilities and included in the Preventive and Corrective Maintenance procedures. 3) Levels of Maintenance shall be:- a) Preventive maintenance means routine or scheduled maintenance procedure that must be performed (including overhaul) to ensure that the operation of the system is maintained. b) Corrective maintenance means troubleshooting maintenance procedure that must be on the system so that the system can be returned to normal service as soon as possible. c) First level maintenance means corrective maintenance procedure that must be performed on site so that the system can be restored back to normal service as soon as possible. d) Second level maintenance means corrective maintenance procedure implemented at workshop level to restore individual components and parts back to normal operation as soon as possible. 4) Training shall be based upon a ‘two-stage’ concept as mentioned below: a) Stage one shall consist of training on the basic concepts and principles. These shall include system configuration, system specification, system operation & control, preventive maintenance procedures, troubleshooting/repair concepts, interpreting diagnostic test reports of equipment and system test & restoration. b) Stage two shall consist of on-the-job training on Preventive and Corrective Maintenance. 5) The CONTRACTOR shall determine the content of the course and contain the following as a minimum: a) Overview of the relevant System; b) System features and functions; c) Operating principles; d) Description of system components; e) Test and commissioning procedures; f) Use of test equipment and special tools; g) Interpretation of alarm indications, messages and printouts; h) Preventive maintenance procedures; i) Fault diagnosis, troubleshooting and corrective maintenance procedures; j) Equipment settings and parameters configuration; k) Use of equipment manuals, operating and maintenance manuals, circuit diagrams and wiring schematics; l) Methods and procedures to provide new circuits, system expansion and enhancement; m) Data, software backup and loading;

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n) Use of software such as peripheral control and configuration, utility, database structure, generation and modification. 6) Practical exercises shall be provided for each trainee to practice the followings as a minimum: a) Use of test equipment and special tools; b) Preventive maintenance; c) Fault diagnosis and troubleshooting with induced faults set by the CONTRACTOR to simulate real-life situation; d) Faulty modules or cards replacement and restore the system back to normal operation. 2.11.8 Training Materials 1) Training Aids, Training Materials, and Training Devices shall be of durable construction, and shall become the property of the Employer on approval of the Training Demonstration, or on approval of the Final Deliverables, as applicable. 2) The CONTRACTOR shall provide all Training Aids, Training materials, Training devices, Special Tools, fixtures, models, and other equipment required to train the Employer’s/Operator’s Key Instructors. 3) The CONTRACTOR shall prepare Training manuals and submit them to the Employer for review and approval at least 60 days prior to the start of the Training demonstration. 4) During contract period, it shall be the responsibility of the CONTRACTOR to supply the Employer/Operator with all changes and revisions of the Training manuals. 5) All the Training materials must be accurate and match with the actual design of the System. 2.11.9 Training Records 1) The CONTRACTOR shall keep records on the attendance of all trainees. The CONTRACTOR shall devise a system and standards in assessing the level of knowledge, understanding of the course content and proficiency of the trainees. The system and standards shall be submitted to the Employer for review four weeks before the commencement of the training course. 2) The CONTRACTOR shall issue appropriate Training certificate to trainees who pass the assessment. The certificates shall have an expiry date which will require the candidate to go for a refresher course to re-evaluate their competency.

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APPENDIX A – LIST OF INTERFACE SHEETS

Interface Control Sheet (No.1) - Signaling equipment installed trackside in the Underground section. Interface Control Sheet (No.2) - Signaling equipment installed trackside within the Depot. Interface Control Sheet (No.3) - Signaling Equipment Room in the Underground section. Interface Control Sheet (No.4) - Space and Specification in Depot and CER (Central Equipment Room). Interface Control Sheet (No.5) - Space and Specification of OCC. Interface Control Sheet (No.6) - Space and Specification of Station Control Room. Interface Control Sheet (No.7) - Space and Specification of Station Control Room in the Underground section. Interface Control Sheet (No.8) - Track crossing cables through Elastic sleeper. Interface Control Sheet (No.9) - Track Circuit Constant. Interface Control Sheet (No.10) - Installation of Transponder in the track Interface Control Sheet (No.11) - Under Track crossing (UTX). Interface Control Sheet (No.12) - Space and Specification of Depot, Training Center and Training Line. Interface Control Sheet (No.13) – Point machine within Depot and mainline. Interface Control Sheet (No.14) – Measures against Section Gap

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Appendix A. 1 - Signaling equipment installed trackside in the Underground section Interface Title Signaling equipment installed trackside in the Underground section.

Interface System/Area 1 Signaling System Between System/Area 2 • Underground Structural • Underground Track Work • Underground Overhead Contact System (OCS） Interface 1) Signaling trough or duct configuration plans for laying signaling cables trackside Detail in the underground section (including underground station) shall be produced, Description and approval obtained from Employer. Also, installation of ground signal equipment, point machines, location case, disconnection box, secondary detection system, CBTC antenna and radio equipment box shall be shown on the Permanent way (P-Way) plan. a) Following signaling equipment shall be installed trackside on stations with turnout. • Point machines • Signaling equipment for secondary train detection system. • Transponder for TASC, train position correction and ORP. • CBTC antenna and radio equipment box. • Cable Disconnection Box. • Location cases • Matching transformers for non-insulated tracks • Speed signs (Temporary or Permanent) • CBTC system sign boards b) Following signaling equipment shall be installed trackside in the tunnel section. • CBTC antenna and radio equipment box. • Transponder for train position correction • Cable disconnection box • Speed signs (Temporary or Permanent) • CBTC system sign boards 2) Signaling contractor shall liaise with OCS contractor to install the termination point for return current within the tunnel section. 3) The signaling design team shall liaise with the P-Way team for the demarcation and position of the secondary train detection system. 4) The signaling design team shall liaise with the P-Way team system to ascertain the position and type of point machines determined from the switch type. Also, the placement of shunt signal on the track bed. 5) The Signaling design team shall inform the P-Way team and the OCS team the position of where to install CBTC antenna and Radio equipment box. Action/Data • P-Way plan consisting of scaled cross-sectional view of underground line required including signaling system equipment (sign boards, CBTC boards, point machines, secondary train detection system, transponders, location cases, friction arrestors, shunt signal etc.) • Signaling scheme plan comprising of all signaling assets (point machine, CBTC boards, transponders, secondary train detection, shunt signals with route indicator etc.) measured to scale including platform lengths and PSD equipment. • Bonding Plan (Signaling and Electrical) containing position of secondary train detection equipment, yellow bonds to ensure the electrical integrity, transponders, point machines, station platform, shunt signals etc. Note: Electrical bonding plan shall contain all the traction bonds / red bonds

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for providing continuity of traction return current • Cable management plan showing all track cable crossings (cleat and clipped or through cable management sleepers).

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Appendix A. 2 - Signaling equipment installed trackside within the Depot Interface Title Signaling equipment installed trackside within the Depot.

Interface System/Area 1 Signaling System Between System/Area 2 • Depot Structural • Depot Track work • Overhead Contact System (OCS) Interface 1) Signaling trough or duct configuration plans for laying signaling cables trackside Detail within the depot shall be produced, and approval obtained from employer. Also, Description installation of ground signal equipment, point machines, location case, disconnection box, secondary detection system, CBTC antenna and radio equipment box should be shown on the Permanent way (P-Way) plan. a) Following signaling equipment shall be installed trackside in the depot. • Point machines • Hand point levers • Signaling equipment for secondary train detection system. • Transponder for TASC, train position correction and ORP. • CBTC antenna and radio equipment box. • Cable Disconnection Box. • Location cases • Matching transformers for non-insulated tracks • Speed signs (Temporary or Permanent) • CBTC system sign boards 2) Signaling contractor shall liaise with OCS contractor to install the termination point for return current within the depot area including the transfer track. 3) The signaling design team shall liaise with the P-Way team for the demarcation and position of the secondary train detection system. 4) The signaling design team shall liaise with the P-Way team system to ascertain the position and type of point machines determined from the switch type. Also, the placement and position of shunt signal adjacent to the track. 5) The Signaling design team shall inform the P-Way team and the OCS team the position of where to install CBTC antenna and Radio equipment box. Action/Data • P-Way plan consisting of scaled cross-sectional view of the depot area including required signaling system equipment (sign boards, CBTC boards, point machines, secondary train detection system, transponders, location cases, friction arrestors, shunt signal etc.) • Signaling scheme plan comprising of all signaling assets (point machine, CBTC boards, transponders, secondary train detection, shunt signals with route indicator etc.) measured to scale. • Bonding Plan (Signaling and Electrical) containing position of connection point, secondary train detection equipment, yellow bonds to ensure the electrical integrity, transponders, point machines, station platform, shunt signals etc. Note: Electrical bonding plan shall contain all the traction bonds / red bonds for providing continuity of traction return current • Cable management plan showing all track cable crossings (cleat and clipped or through cable management sleepers).

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Appendix A. 3 - Signaling Equipment Room in the Underground section Interface Signaling Equipment Room in the Underground section Title

Interface System/Area 1 Signaling System Between System/Area 2 • Underground Station Architecture • Underground Station Electrical system • Communication System Interface 1) SER( Station - Signal Equipment Room) and SUR (Station - Signal UPS Room) Detail shall be installed within underground stations. Description a) SER specification shall be as follows. ・ Environment ････････ Air conditioning

・ Brightness ････････ 300 lux at floor

・ Floor ･･･････ Free access floor

・ Weight of floor ････ 500Kg/m2

・ Cable connection ････ ladder and cable trays for cables in/out to other rooms or through false flooring.

・ Water proof ････2-layer ceiling

・ Material handing ････ Lift and handcart b) SUR specification shall be as follows:- • Environment ････････ Air conditioning • Brightness ････････ 300 lux at floor • Floor ･･･････ Free access floor • Weight of floor ････ 2000 Kg/m2 • Cable connection ････ Lower free access floor • Water proof ････2-layer ceiling • Material handing ････ Lift and handcart 2) Requirement of Power supply and Communication specification • Power Supply ････ Input from Station Electrical Room • Earth Input ････ Input from Common Earth point 3) The signaling system shall convey the Underground station architecture team the amount of heat generated by the signaling equipment installed in SER and SUR. 4) Power shall be fed from Power Cubicle through MCBs. The installation activity shall be carried out by Signaling system. Action/Data • Architectural drawing and room layout of underground section including required CER. • SER (Station - Signal Equipment Room) Layout and Power supply drawing of low voltage electrical room.

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Appendix A. 4 - Space and Specification in Depot and CER (Central Equipment Room) Interface Space and Specification in Depot and CER (Central Equipment Room) Title

Interface System/Area 1 Signaling System Between System/Area 2 • OCC Architectural • Low voltage electrical system • Communication system Interface 1) CER (Central Equipment Room) and CUR (Central UPS Room) shall be installed Detail on the ground floor of OCC. ATS, TSR and Depot signaling system shall also be Description installed in CER. a) The specification of CER shall be as follows. • Environment ････････ Air conditioning • Brightness ････････ 300 lux at floor • Floor ････････ Free access floor • Weight of floor ････ 500 Kg/m2 • Cable connection ････ladder and cable trays for cables in/out to other rooms or through false flooring. • Water Proof････ 2-layer ceiling • Material handing ････ Lift and handcart b) The specification of CUR is shown as follows. • Environment ････････ Air conditioning • Brightness ････････ 300 lux at floor • Floor ････････ Free access floor • Weight of floor ････ 2000 Kg/m2 • Cable connection ････ Lower free access floor • Water Proof････ 2-layer ceiling • Material handing ････ Lift and handcart 2) Requirement of Power supply and Communication interface specification • Power Supply ････ Supplied from Low voltage electrical system • Earth Input ････ Input from Earth point of Depot building • Signaling Backbone (BTN) ････Connected to Communication system 3) The signaling system shall convey the amount of heat dissipated by the signaling equipment installed in CER and CUR. 4) Power shall be fed from the Power Cubicle through MCBs. The wiring shall be carried out by Signaling system. Action/Data • Structure diagram and room layout of OCC. required • Wiring drawing and Switch board drawing of Low voltage electrical room. • Specification of Signaling Backbone (BTN)

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Appendix A. 5 - Space and Specification of OCC

Interface Title Space and Specification of OCC

Interface System/Area 1 Signaling System Between System/Area 2 • OCC Architectural • Power Supply system • Communication system

Interface 1) Confirm the space and specification of OCC(Operation Control Centre) Detail Description Specification of OCC shall be as follows.

• Environment ････････ Air conditioning • Brightness ････････ 1500 lux at floor • Floor ････････ Free access floor • Weight of floor ････ 500 Kg/m2 • Cable connection ････ Under the free access false flooring • Material handing ････ Lift and handcart 2) Space requirement and specification of Power system operator, Communication system operator • P-SCADA - Power supply system • CCTV, Communication monitoring - Communication system 3) Signaling system shall convey the amount of heat dissipated by the signaling equipment installed in OCC. Action/Data • OCC space, Structure diagram and cross-sectional view of OCC. required • P-SCADA specification • CCTV and communication monitoring specification.

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Appendix A. 6 - Space and specification of Station Control Room Interface Title Space and specification of Station Control Room

Interface System/Area 1 Signaling System Between System/Area 2 Elevated Station Structural

BMS Architectural

Interface Confirm the space and specification of BMS (Building Management System) Detail installed at Calmpit St. San-Fernando St., Angeles St. and Clark St. for information. Description 1) BMS specification is as follows. • Environment ････････ Air conditioning • Brightness ････････ 1500 lux at floor • Floor ････････ Free access floor • Weight of floor ････ 500 Kg/m2 • Cable connection ････ Under the free access floor • Material handing ････ Lift and handcart 2) Signaling system shall convey the amount of heat generated by the signal equipment installed to BMS.

Action/Data BMS Architectural construction drawing and space specification. required

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Appendix A. 7 - Space and specification of SCR in the Underground section

Interface Title Space and specification of Station Control Room in the Underground section

Interface System/Area 1 Signaling System Between System/Area 2 Underground-Station Architecture

BMS Architectural

Interface Detail Confirmation of space and specification of BMS (Building Management System) Description installed on the underground stations. 1) Specification of BMS is shown as follows. • Environment ････････ Air conditioning • Brightness ････････ 1500 lux at floor • Floor ････････ Free access floor • Weight of floor ････ 500 Kg/m2 • Cable connection ････ Under the free access false flooring • Material handing ････ Lift, handcart 2) Signaling system shall convey the amount of heat generated by the signaling equipment to BMS.

Action/Data BMS Architectural construction drawing and space specification required

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Appendix A. 8 - Track crossing cables through Elastic sleeper Interface Title Track crossing cables through Elastic sleeper

Interface System/Area 1 Signaling System Between System/Area 2 • Elevated viaduct Structural • Elevated Track work • Underground Track Work Interface 1) Cable management sleepers shall highlight all the signaling cables passing Detail through the Elastic sleepers Description 2) Signaling equipment requiring cable passage are:- • Secondary Train detection system • Point machine • Shunt signal • CBTC antenna • Transponder for TASC 3) Non-insulated Tracks

Matching device Box Sleeper Elastically Fastened Track cable duct Wall

Request a cross pipe for signal cable (φ200)

Action/Data P-way plan and Cable management plan of the elevated and underground required sections showing Signaling equipment.

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Appendix A. 9 - Track Circuit Constant

Interface Title Track Circuit Constant

Interface System/Area 1 Signaling System Between System/Area 2 • Elevated Track work • Underground Track Work • Depot Track work • Overhead Contact System (OCS)

Interface Detail 1) Normal operation of Secondary train detection system on Elevated section, Description Underground section and Depot area. 2) Leakage conductance (or resistance) between the left and right rails requires track work to be kept dry for a value of 0.07 Siemens / km (or 14 ohms / km).

0.07 Siemens/Km

Leakage current

3) The data measurement shall be carried out by the OCS. Action/Data • Rail structural drawing, installation drawing on Elevated section required • Rail structural drawing, installation drawing on Underground section • Rail structural drawing, installation drawing in Depot area

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Appendix A. 10 - Installation of Transponder in the track

Interface Title Installation of Transponder in the track

Interface System/Area 1 Signaling System Between System/Area 2 • Elevated Track work • Underground Track Work • Depot Track work

Interface Detail 1) Drawings of each type of rail bed required to install the Transponder in the rail Description gauge shall be carried out after having a consultation with the signaling installation requirement. 2) Types of Transponders required to be installed in the elevated section, underground section and Depot are:- • Position correction • ORP(Over Run Protection) • TASC Action/Data • Scaled Track bed drawing with Transponder position. required • Specification of Transponder.

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Appendix A. 11 - Under track-crossing (UTX)

Interface Title Under track-crossing (UTX)

Interface System/Area 1 Signaling System Between System/Area 2 • Elevated Structural • Elevated Track Work • Underground Structural • Underground Track Work • Depot Structural • Depot Track work Interface Detail 1) Elevated section, underground section and Depot require transverse tube for Description signaling cables. a) Under track crossing for single track bed.

Signal Signal housing housing Box Boxx Cable route across rail

(e.g. secondary train detection) b) Under track crossing for multiple track beds (in Depot)

Hand Hold (1200×1200×1200)

Plumbing across track (φ100～φ300)

(e.g. secondary train detection) Action/Data P-way plan and cable management plan showing UTX or clip and cleat required cabling arrangement for elevated section, underground section and Depot area.

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Appendix A. 12 - Space and specification of Depot, Training Centre and Training Line

Interface Title Space and specification of Depot, Training Centre and Training Line.

Interface System/Area 1 Signaling System Between System/Area 2 • Training Center Architectural • Low voltage electrical system • Communication system • Rolling stock system • Depot track work Interface Detail 1) Install signaling equipment in Depot, Training centre building and Training Description line. Confirmation of the space and mounting specification to be ascertained. a) Install the following equipment on the train simulator mock-up. • Signal equipment (single) • Signal monitor (single) b) Install two training control boards to Station office. c) Install WS (Work station), CBI, ATP/ATO equipment to Training signaling equipment room (T - SER). d) Install Emergency stop plunger and warning lights on two platforms. e) Install point machine similar to mainline on the simulation track. f) Install the level crossing alarm equipment, the obstruction detecting device and obstruction warning device. g) Install two radio antenna sets for CBTC system. 2) Interface specification of the signaling system shall cover the low-voltage electrical system and communication system. • Power supply - Supplied from Low voltage electrical system. The wiring shall be carried out by Signaling system. • Signaling BTN (Backbone Transmission Network) shall be connected to the Communication system. 3) Signaling system shall convey the space and heat dissipation value of signal equipment to be installed in T-SER( Training - Signaling equipment room ) to Training centre Architectural team. Action/Data • Structural diagram and building layout of Training center building including required signaling system. • P-Way plan of the training line • Layout and installation drawing of Train simulator (mock-up) • Structural drawing and sectional view of training simulation track • Layout and Switch board drawing of Low voltage electrical room • Specification of Signaling BTN (Backbone Transmission Network)

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Appendix A. 13 - Point machines within Depot and mainline

Interface Title Point machines within Depot and mainline

Interface System/Area 1 Signaling System Between System/Area 2 • Elevated track work • Underground section • Depot track work Interface Detail 1) The track work team shall convey the point machine type to be installed on the Description mainline and Depot area depending on the switch type used. 2) For the turnout of train speed 160km/h. 3) Point machine shall be installed on long sleepers by the Track team. 4) Signaling contractor shall provide an installation drawing with dimensions to the track team. Action/Data • P-way drawing with switch position and point machine type. required • Installation specification of Point machine.

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Appendix A. 14 - Measures against Section Gap

Interface Title Measures against Section Gap

Interface System/Area 1 Signaling System Between System/Area 2 • Overhead Contact System (OCS) • Power supply system Interface Detail 1) The position and specification shall be confirmed with OCS team. Description 2) Power failure information shall be fed from Power supply system including Substation and P-SCADA. The interface specification shall detail the limits of section gap and confirmed with Power supply team. 3) Depot access line and Mainline (Northbound and Southbound) shall have section gaps. Action/Data • Electrical and signaling drawings/plans shall show station gaps. required • Signaling design specification, Interface specification and OCS design specification shall mention chainages of station gaps. • Input /Output specification of Power failure information.

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APPENDIX B – REFERENCE DRAWINGS

MMSP-SIG-0000-DD-0101; Signaling system configuration(1/2) MMSP-SIG-0000-DD-0102; Signaling system configuration(2/2) MMSP-SIG-0000-DD-0201; Mainline layout of Signaling system MMSP-SIG-0000-DD-0301; Track layout and Route table for North Avenue Station MMSP-SIG-0000-DD-0302; Track layout and Route table for Ortigas North Station MMSP-SIG-0000-DD-0303; Track layout and Route table for Lawton East Station MMSP-SIG-0000-DD-0304; Track layout and Route table for Lawton West Station MMSP-SIG-0000-DD-0305; Track layout and Route table for NAIA T3 Station MMSP-SIG-0000-DD-0306; Track layout and Route table for FTI Station MMSP-SIG-0000-DD-0307; Track layout and Route table for Bicutan Station MMSP-SIG-0000-DD-0401; Signaling layout in Depot MMSP-SIG-0000-DD-0402; Signaling layout in PRI MMSP-SIG-0000-DD-0501; Power supply for Signaling system MMSP-SIG-0000-DD-0601; SER Layout PO-CE-GE-0006; Typical Tunnel Cross Section (with Waste Water Pipe)

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APPENDIX 16 – RAMS REQUIREMENTS

Appendix 16 of Employer’s Requirements General Specification in Vol II, RAM and Safety Employers Requirements.

- END OF DOCUMENT -

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