ARA Digital Train Radio System Functional Requirements

For Australian Metropolitan Railway Operators

19 September 2005
# Category Area Functional Requirement Importance Perf.
Measure
High Moderate

1. General

1.1 General
1.1.1 Scope and Standard The Australian Metropolitan Railway Operators’ Digital Train Radio System (DTRS) will
operate on an internationally recognised open standard architecture model and will facilitate
voice and data communications throughout the Metropolitan Railway networks (inclusive of
yards and sidings), train control and signalling facilities as well as rolling stock.
1.1.2 Spectrum The DTRS will operate within a Radio Frequency (RF) band that is, or can be made
available to each Metropolitan Railway Operator and is consistent with manufacturing
specifications that facilitate multi-vendor supply arrangements.
1.1.3 System design and Wherever practical, system components will be able to be sourced from multiple vendors
components consistent with the requirement for an open standard architecture DTRS.
1.1.4 DTRS Internal Access The DTRS will be accessible on an operational and safety needs basis to Metropolitan
Railway personnel engaged in train control, signalling, mechanical control, train driving,
train guard, shunting, track side work, incident coordination and security.
1.1.5 External The DTRS will operate as a secure network where access to outside parties such as
Communication emergency services will be restricted by the granting of permission by an appropriate
Interface authority issued by each Metropolitan Railway Operator.
1.1.6 Internal Rail Network The DTRS will have the capacity to interface through interoperable communication links to
Communication existing analogue primary train radio systems operating on the Metropolitan Railway
Interface networks. The level of integration shall be such that Safe Operation is maintained together
with basic core functionalities.
1.1.7 Train Location System The DTRS will facilitate an accurate train location system. The train location system is also
required to be capable of providing train positional accuracy to at least 100m.
1.1.8 Data Flow – Wayside The DTRS should support the flow of wayside information eg hot box detectors, wheel
Information impact load detectors to control centres and also to the train that triggered the detection.
1.1.9 Platform for Train The DTRS will have the capability to serve as a platform for advanced train management
Management Systems systems such as Automatic Train Protection (ATP) and data logging for improved
engineering support
1.1.10 Voice Recording The DTRS will have comprehensive infrastructure based recording capability for voice
communications such that all speech conversations carried out on the Networks are
recorded.

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# Category Area Functional Requirement Importance Perf.
Measure
High Moderate

1.1.11 Built in Test Equipment The DTRS will have Built In Test Equipment (BITE) that conforms to an open standard
(BITE) suitable for radio use Wherever practical BITE will be automated and provide on line real
time information. Furthermore the information will ideally be represented wherever practical
in user friendly, easy to recognise formats.

Page 3 26/09/05
# Category Area Functional Requirement Importance Perf.
Measure
High Moderate

1.2 Network Management

1.2.1 Network Management Engineering standards, quality assurance and service delivery will be determined by the
Metropolitan Railway Operators, however network design, construction and management
may be joint ventured and/or leased to other parties.
1.2.2 Network Configuration – The overall design of the DTRS and in particular the Network, should wherever practical,
Levels of Infrastructure provide infrastructure solutions that eliminate or reduce materials and equipment. Where
new infrastructure is required it shall normally be located such that access for maintenance
and repair does not require the interruption of train services or expose staff to additional
safety risks.
1.2.3 Network Configuration – DTRS Networks will be designed to ensure that calls are capable of being dynamically
Operational Control of routed to designated track management areas. The design of the DTRS will ensure that
Track Management calls are routed to the appropriate trains, signal box/panel and train control centres.
Appropriate train(s) and signal box/panel(s) will ordinarily be area specific and will capture
calls for all train movements in that area.
1.2.4 Network Configuration – The Network Bearers may be configured from any combination of copper wire, fibre optic
Bearers cable, wireless and satellite, with design being determined by operational requirements and
the need to leverage existing infrastructure. Network design should take account of the
need for resilience and capability to deliver the service and performance levels required.
1.2.5 Network Ownership – Consistent with the network management aspects of Metropolitan Railway Operators’ areas
Relationship to of control, ownership of the network is not an issue that will determine or limit the
Performance performance characteristics required by the Operators’ operational and safety management
objectives.

Page 4 26/09/05
# Category Area Functional Requirement Importance Perf.
Measure
High Moderate

1.2.6 Network Management The DTRS will operate with a framework that facilitates effective systems operation through
Functions performance management. This framework will be configured to collect data and report
effectiveness through performance indicators and other metrics. The system shall provide,
ideally no less than the following functions:
- fault management: used to detect, isolate and repair problems. The system shall provide
capability to trace faults through the system, to carry out diagnostics and to act upon the
detection of errors in order to correct faults; automation in the collection and reporting of
faults
- configuration management: The system shall provide real time capability for initialising,
operating and closing down system elements, and the procedures for re-configuring the
system elements
- accounting management: identification of charges and costs;
- performance management: The gathering of statistical data and data application to
various analysis routines
- security management: The system rules for authentication procedures, the maintenance
of access control routines, authorisation facilities and security logs.
1.2.7 Monitoring Service The quality of actual performance to be monitored on an ongoing basis by collecting
Quality appropriate data and reporting, on at least the following:
- call set-up and duration times;
- coverage reliability and signal strength;
- hand-over times;
- hand-over interruption;
- byte error rates, in fixed and radio environments;
- end-to-end transmission delays;
- number of calls dropped.

Page 5 26/09/05
# Category Area Functional Requirement Importance Perf.
Measure
High Moderate

1.3 Network Performance

1.3.1 Network Coverage The DTRS coverage criteria will apply to 100% of each Metropolitan Railway Operator’s
network.
1.3.2 Coverage Dependability The DTRS will operate with 0% blocking probability (to each Metropolitan Railway
and Performance Operator’s prescribed standards) through failsafe redundancy at all times within 5kms of
(Coverage Criteria) every crossing and for the length of each tunnel and such other track sections nominated by
each railway operator. At all other locations a maximum of 2% blocking probability is
acceptable.
1.3.4 Coverage Measurement For network planning, the coverage level is defined as the field strength at the antenna on
the roof of a train (nominally a height of 4m above the track).
1.3.5 Coverage Probability System availability will be determined by the respective track manager.

1.3.6 Call Performance Call setup times shall be as close to instantaneous as practical and for emergency calls less
than 3 seconds.
1.3.7 The specified call set-up times shall be achieved in 95% of cases.
1.3.8 Call set-up times for 99% of cases shall not be more than 1.5 times the specified call set-up
time.
1.3.9 Hand over (active call The hand over success rate should be at least 99.5% over normal operating conditions. The
hand over from one base handover success rate shall be at least 99.5% with the system fully functional.
station to another base
station)

Page 6 26/09/05
# Category Area Functional Requirement Importance Perf.
Measure
High Moderate

1.3.10 Hand over shall be executed in a manner to reduce the hand over break period so as to
cause minimum disruption to the user. Hand over shall be capable of being maintained
through to adjacent Signaller and train control areas or for a distance defined in the Network
configuration.
1.3.11 Availability KPI’s will be developed to identify availability of various sub elements of the system. The
standard availability formula will be defined as:

MTBF
A = ________________________
MTBF + MTTR
Where:
MTBF: Mean Time Between Failures
MTTR: Mean Time To Repair

1.4 Critical Safety Alerts

1.4.1 Safety, Vigilance and The DTRS will be required to convey status text messages from the train to the ground
Accident alert systems where they will be displayed to operators in the form of text strings.

Page 7 26/09/05
# Category Area Functional Requirement Importance Perf.
Measure
High Moderate

2. Signalling & Train Control (Network Control Officers)

2.1 Voice Communications

2.1.1 Network Control Network Control Officer initiated calls can pre-empt all other calls as required.
Officer initiated calls
2.1.2 Emergency call Train Crew initiated call to Network Control Officer under emergency conditions (note: this is
the highest priority call that can be made by a train crewmember, ordinarily initiated by a
Driver).

2.1.3 A Signaller will receive an alert with the option to monitor a call to or from a Train Controller
to a train(s) and/or trackside in the Signaller(s)’s area.
2.1.4 Broadcast call Network Control Officer initiated one-way ‘announcement’ call (listen only) to all or any
selected trains in an area.
2.1.5 Conference call Network Control Officer initiated interactive call (listen and talk) to all or selected trains in an
area.
2.1.6 Selected Group Call Selective conference call that allows the Network Control Officer to select a number of
users to include in a call group.
2.1.7 Standard call Network Control Officer or train crew initiated call to determine operational status or relay
operational information.

2.2 Text & Display

2.2.1 Identification Visual display of the identity of the calling party.
2.2.2 Controllers Screen Screen to be able to display all radios in Network Controller Officer’s area and approaching
train from adjacent areas by category, eg Trains, hand portables (operational staff) and
hand portables
2.2.3 Train ID Call display from Drivers to ID Train Run Number and of type of call.
2.2.4 Location ID Calls received to identify track area as well as mileage (kilometres) to an accuracy of 100
metres or better for information required for other than safe working.
2.2.5 Area messaging Short message to trains answering in selected area with Drivers acknowledging message

Page 8 26/09/05
# Category Area Functional Requirement Importance Perf.
Measure
High Moderate

2.2.6 General Driver to trackside maintenance staff.

2.2.7 Text messaging to support the following functions either across or selected areas of the
Network:
2.2.8 1. Trans positioning – transmitted electronically and simultaneously to Drivers,
Guards, Crew Assignment Centres, station staff and passengers. All recipients
(other than passengers) to acknowledge receipt of message. Transposition
instructions to be archived for train operations performance data
2.2.9 2. Special Train Notice (STN)
2.2.10 3. Speed restrictions - allowable speed restrictions changes (fixed or temporary)
2.2.11 4. Temperature related speed restrictions
2.2.12 5. Work notice
2.2.13 6. Track possessions (location of trackside workers)
2.2.14 7. Emergencies
2.2.15 8 Route changes
2.2.16 9. Provision for other
2.2.17 Acknowledgments Capability for registering and recording crew acknowledgments to messages.
2.2.18 Display of Time The display in train cabs shall display current time synchronised to a Network Master Clock,
which itself shall be synchronised to Universal Time Coordinated (UTC), with adjustment for
AEST and Daylight savings off-sets to be settable by the operator.

Page 9 26/09/05
# Category Area Functional Requirement Importance Perf.
Measure
High Moderate

2.3 Configuration - Hardwired / Portable radios

2.3.1 Fixed and portable 1. Push to talk on a handset (where duplex does not apply)
radios
2.3.2 2. Handset with loudspeaker

2.4 Identification & Train Location

2.4.1 Calling to Signaller The radio system to provide a unique identity for each Signaller, Train Controller, Driver and
Guard.
2.4.2 The radio system to display to the Signaller a unique identify for each:
2.4.3 1. Train using the train running number
2.4.4 2. Where the Cab Radio number is identical to the stock number
2.4.5 The Driver to be alerted that a call is being setup by:
2.4.6 1. Audible indication
2.4.7 2. Visual indication
2.4.8 3. Both
2.4.9 A Driver to be alerted that a call request has been transferred to a Network Control Officer
by:
2.4.10 1. Audible indication
2.4.11 2. Visual indication
2.4.12 3. Both
2.4.13 The functional identity of the connected party to be verified and displayed.
2.4.14 Handling of Train Run Train Run Numbers must at all times remain unique within the system. Subject to an
Number appropriate level of authorisation, Network Control Officer (NCO) will be able to enter,
delete or modify a train's running number. Any modification, by the NCO, shall be subjected
to the same rules of entry and entry rejection for duplicate or incorrectly formatted running
numbers, as applied to the process for Driver log on. Notwithstanding NCO entry it will be
the primary responsibility of the Driver to log on, using a valid Run Number correctly by:

2.4.15 1. Manual entry

2.4.16 2. Initiating an automated request

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# Category Area Functional Requirement Importance Perf.
Measure
High Moderate

2.4.17 Driver be required to re-enter the number for confirmation of the running number
2.4.18 Driver to initiate automatic request for train running number.
2.4.19 No duplicate registrations will be permitted. The Driver shall be warned by audible and/or
visual alerts if a train with the same running number is already registered.
2.4.20 Handling of Stock Should the system require the identification of the cab radio by the stock number of the
Numbers locomotive, such that if the radio equipment is changed in a cab the Radio Network ID
remains unchanged.
2.4.21 Functional numbers The train radio system to provide a directory of functional numbers
2.4.22 Functional addressing The system to have the capability of providing multiple functional addresses to an end user,
ie an employee performing multiple responsibilities.
2.4.23 Identifier numbers A shunting team number to be identified with a service area identifier and a shunting team
identifier.
2.4.24 A maintenance team number to be composed of a service area identifier and a
maintenance team type.
2.4.25 A Network Control Officer number shall be composed of a Signaller location or the relevant
train control areas.

2.6 Reliability Testing

2.6.1 Reliability features The train radio system should have automatic self testing:

Page 11 26/09/05
# Category Area Functional Requirement Importance Perf.
Measure
High Moderate

3. Train Crew (Drivers & Guards)

3.1 Voice Communications

3.1.1 Emergency call Driver initiated call to Network Control Officer under emergency conditions.
3.1.2 Broadcast call Network Control Officer initiated one-way call (listen only) to train crew in an area.
3.1.3 Conference call Network Control Officer initiated interactive call (listen and talk) to train crew in an area
3.1.4 Standard call Driver initiated call to determine operational status and supply necessary operational
information.
3.1.5 Mechanical Control Driver initiated call to Mechanical Control that can be heard and joined by Network Control
call (defects) Officers.
3.1.6 Trackside Driver to trackside maintenance staff.

3.2 Text and Display

3.2.1 Caller ID Visual display of the identity of the calling party.
3.2.2 Location ID Identify signalling and track area as well as mileage (kilometres)
3.3.3 Text messages The facility to compose and send text messages,
3.3.4 Standard Text In addition to free text messaging, standard text messaging for at least the following: The
Messages operator shall be able to vary or include substitute messages as required.
3.3.5 1. Emergency in progress
3.3.6 2. Transpositioning (Temporary variation to timetable)
3.3.7 3. Special Train Notice (STN)
3.3.8 4. Speed restrictions
3.3.9 5. Temperature related speed restriction
3.3.10 6. Work notice
3.3.11 7. Track possessions (location of trackside workers)
3.3.12 8. Standing At Signal
3.3.13 9. All STOP
3.3.14 10. Individual train STOP
3.3.15 11 Route changes

Page 12 26/09/05
# Category Area Functional Requirement Importance Perf.
Measure
High Moderate

3.3 Configuration
3.3.1 Hardwired / portable Push to talk on a portable handset.
radios

3.4 Alternative Radio (Applies in some Jurisdictions)

3.4.1 General Alternative radio system that is easily accessible

3.5 Handportables
3.5.1 Handportable The DTRS shall be capable of supporting handportables.

3.6 Reliability & Testing

3.6.1 Reliability features An automatic self-testing train radio system.

Page 13 26/09/05
# Category Area Functional Requirement Importance Perf.
Measure
High Moderate

4. Shunters

4.1 Voice Communications

4.1.1 Emergency call Network Control Officer initiated call to (yard dispatcher) under emergency conditions.
4.1.2 Driver initiated call to Shunter (yard dispatcher) under emergency conditions.
4.1.4 Shunter initiated call to Shunter (yard dispatcher) under emergency conditions.
4.1.5 Broadcast call Shunter (yard dispatcher) initiated one-way call (listen only) to Drivers in an area.
4.1.6 Conference call Shunter (yard dispatcher) initiated interactive call (listen and talk) to Drivers in an area.
4.1.7 Driver initiated interactive call (listen & talk) to Shunter (yard dispatcher) and Drivers in an
area.
4.1.8 Standard call Network Control Officer initiated call to determine and advise operational status
4.1.9 Driver initiated call to Shunter (yard dispatcher) following contact with Driver – inquiry or
advice.
4.1.10 Shunter initiated call to Shunter (yard dispatcher).
4.1.12 Trackside Driver to track-side maintenance staff.

4.2 Text and Display

4.2.1 Caller ID Visual display for the identity of the calling party.
4.2.2 Text messaging Stabling Points.

4.3 Configuration
4.3.1 Shunter/Yard Console with portable
Dispatcher
4.3.2 Shunter Hand portable
4.3.3 Press button hand model portable for Shunter.

Page 14 26/09/05
# Category Area Functional Requirement Importance Perf.
Measure
High Moderate

4.4 Alternative Radio

4.4.1 Common open channel point to point on frequency accessible by Network Control Officers
and Drivers.

4.5 Reliability & Testing

4.5.1 Reliability features Automatic self testing

Page 15 26/09/05
# Category Area Functional Requirement Importance Perf.
Measure
High Moderate

5. Trackside Workers

5.1 Voice Communications

5.1.1 Emergency call Possession Protection Officer/ Protection Officer initiated call to Network Control Officer
under emergency conditions
5.1.2 Possession Protection Officer/ Protection Officers and Team Leaders initiate call to Driver
under emergency conditions
5.1.3 Broadcast call Network Control Officer to Possession Protection Officer/ Protection Officer and Team
Leaders
5.1.4 Conference call Network Control Officer to Possession Protection Officer/ Protection Officer and Team
Leaders
5.1.5 Inquiry call Possession Protection Officer /Protection Officer initiated call to determine operational
status
5.1.6 Listening mode Possession Protection Officer /Protection Officer to monitor calls between Drivers and
Network Control Officer
5.1.7 Workgroup Possession Protection Officer /Protection Officer to Team Leaders
conference call

5.2 Text and Display

5.2.1 Caller ID Visual display for the identity of the calling party
5.2.2 Text messaging Workgroup locations.

5.3 Configuration
5.3.1 Protection Officer Portable
5.3.2 Team leader Portable

Page 16 26/09/05
# Category Area Functional Requirement Importance Perf.
Measure
High Moderate

5.4 Alternative Radio

5.4.1 Common open channel point to point on frequency accessible by Network Control Officers
and Drivers.

5.5 Reliability & Testing

5.5.1 Reliability features Automatic self-testing.

Page 17 26/09/05
# Category Area Functional Requirement Importance Perf.
Measure
High Moderate

6 Incident Coordinator

6.1 General
6.1.1 General Incident Coordinators will be able to access the system normally through a hand portable
which will have call functionality equivalent to an in-cab radio and additional functionality to
set up or participate in group calls regardless of where other participants in the group call
are located.

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