Signalling, Telecommunication and SCADA Systems for the Whole Line

The object of this Contract is the Signalling, Telecommunications and SCADA Systems works for the whole line from Plovdiv to Svilengrad and the Turkish and Greek borders including the appropriate connections to the Bulgarian, Turkish and Greek Signalling, Telecommunications and SCADA Systems.

CONTRACT DESCRIPTION

The Project will commence at Plovdiv CTC and will end at the Greek and Turkish Borders which is approximately 154 route kilometres.

The new railway line is part of the European transport corridors No IV and No IX. Signalling, Telecommunications and SCADA Systems shall be installed along the whole line from Plovdiv to Svilengrad – Turkish/Greek border.

The new route consists of 7 Control Stations:
 • Krumovo,
 • Katunitsa,
 • Parvomay,
 • Dimitrovgrad,
 • Simeonovgrad,
 • Harmanli
 • and Svilengrad;

5 Served Operational Points (SOP):
 • Popovitsa,
 • Karadzhalovo,
 • Yabalkovo,
 • Nova Nadezhda,
 • and Lyubimets and

4 Non-Served Operational Points (NSOP):
• Simeonovgrad-West Point,
• Simeonovgrad-East Point,
• Harmanli-East Point,
• Harmanli-West Point

and 13 Halts (Yagodovo, Kochevo, Sadovo, Cheshnegerovo, Vinitsa, Skobelevo, Stalevo, Krum, Chernogorovo, Konstantinovo, Preslavets, Harmanli Center, Biser).

The existing level-crossings on the line will be taken out by the contractors Phase 1 and Phase 2 to Civil Tracks and Electrification except the level-crossing at the entrance of Krumovo station.

The whole railway line Plovdiv – Svilengrad – Turkish/Greek border will be single and partially doubled.
 • At each Station and dividing point, Signalling and Telecommunication facilities shall be provided as   necessary to ensure the required operational performance.
 • A SCADA system shall control all 25 kV TPSSs, BSPs and catenary switching facilities.
 • The railway highest Design Speed shall be 160 km/h for the track line and structures and 200 km/h   for the catenary and signalling.
 • The maximum Track Intensity in the section shall be assumed 34 pairs per twenty-four hours.
 • Plovdiv Junction Station

On the 6th floor of the existing railway building, Macedonia Boulevard 2, Plovdiv the following shall be provided:

 • A Centralised Traffic Control (CTC) center for visualisation, supervision and control of traffic   operations and the interlocking systems of the whole line. The CTC system shall be installed and   interface with the existing Plovdiv Signalling system;
 • A new main Telecommunication Control Centre;
 • A Power-Supply Dispatcher Centre for supervision and control of the power supply and catenaries 25   kV facilities of the whole line;

Section 1: Krumovo –Katunitsa
Krumovo Station
A new Computer Interlocking system has to be installed to introduce ETCS level 1 Limited Supervision Mode and to be controlled by the new CTC Plovdiv. It shall be foreseen with a new computerized interlocking.
Yagodovo Halt
This remains a halt.

Section 2:  Katunitsa — Parvomay
Katunitsa Control Station
The new computer interlocking system has to be installed to introduce ETCS level 1 Limited Supervision Mode and to be controlled by the new CTC Plovdiv. It shall be foreseen possibility for local interlocking control too.
Kochovo Halt
It is a new halt.
Sadovo Halt
The existing station will be a halt
Cheshnegirovo Halt
This remains a halt.
Popovitsa Station
It shall be a Served Operational Point (SOP) controlled by Katunitsa Control Station.
Vinitsa Halt
It is a new halt.

Section 3:  Parvomay – Dimitrovgrad:
Parvomay Control Station
The new computer interlocking system has to be installed to introduce ETCS level 1 Limited Supervision Mode and to be controlled by the new CTC Plovdiv. It shall be foreseen for local interlocking control too.
Karadzhalovo Station
It shall be a Served Operational Point controlled by Parvomay Control Station.
Skobelevo Halt
It will stay a halt.
Stalevo Halt
It will stay a halt.
Yabalkovo Station
It shall be a Served Operational Point controlled by Parvomay Control Station.
Krum Halt
It will stay a halt.

Section 4:  Dimitrovgrad to Nova Nadezhda
Dimitrovgrad Control Station
The new computer interlocking system has to be installed to introduce ETCS level 1 Limited Supervision Mode and to be controlled by the new CTC Plovdiv. It shall be foreseen possibility for local interlocking control too.
Chernogorovo Halt
It will stay a halt.

Section 5:  Nova Nadezhda – Simeonovgrad West Point.
Nova Nadezhda Station
It shall be a Served Operational Point controlled by Simeonovgrad Control Station.
Konstantinovo Halt
It will stay a halt.

Section 6:  Simeonovgrad West Point – Harmanli West Point
Simeonovgrad – West Point and Simeonovgrad – East Point
They shall be Non-Served Operational Points.
Simeonovgrad Control Station
The new computer interlocking system has to be installed to introduce ETCS level 1 Limited Supervision Mode and to be controlled by the new CTC Plovdiv. It shall be foreseen possibility for local interlocking control too.
Preslavets Halt
It will stay a halt

Section 7:  Harmanli West Point – Harmanli East Point
Harmanli West Post – Harmanli East Post
They shall be Non-Served Operational Points.
Harmanli Control Station
The new computer interlocking system has to be installed to introduce ETCS level 1 Limited Supervision Mode and to be controlled by the new CTC Plovdiv. It shall be foreseen possibility for local interlocking control too.

Section 8:  Harmanli East Post — Lyubimets
Biser Halt
It shall stay a halt.

Section 9:  Lyubimets – Svilengrad:
Lyubimets Station
It shall be a Served Operational Points controlled by Harmanli Control Station

Section 10:  Svilengrad – Greek Border/ Turkish Border:
Svilengrad Control Station
The new computer interlocking system has to be installed to introduce ETCS level 1 Limited Supervision Mode and to be controlled by the new CTC Plovdiv. It shall be foreseen possibility for local interlocking control too.

CONTRACT SCOPE of SIGNALLING WORKS

(1) The Permanent Works shall comprise the design, construction, manufacture, supply, shipping and delivery to site, installation, testing, commissioning, setting to work, spares, special tools, testing equipment, training and support during the Defect Liability Period of the Signalling System, the provision of the associated documentation and services.

(2) The Signalling Systems shall include, but not limited to, the following subsystems:
 a) Rehabilitation and adaptation of 6th floor and a part of the 5th floor of the railway building, Macedonia Boulevard, 2, Plovdiv, to make it suitable for installing the remote Control Signalling Centre , the main telecommunications centre, the remote control centre;
 b) Interlocking systems for each site (stations and posts) along the route;
 c) a Centralised Traffic Control System to enable the control the interlockings from the CTC Centre in  Plovdiv;
 d) All trackside signalling equipment, including signals, point machines, axle counters, ETCS level 1  Limited Supervision Mode trackside equipment, hotbox detectors, point heaters, etc.;
 e) Interfaces to the Signalling Systems on the existing lines adjoining and connecting to the route;
 f) Spare parts, special tools and special testing equipment;
 g) Training.

CONTRACT SCOPE of TELECOMMUNICATION WORKS

(1) The Scope of Works of Telecommunication works shall comprise the preliminary design, final design, manufacture, shipping and delivery to site, installation, testing, commissioning, setting to work, spares, special tools, test equipment, training and maintenance and support during the Defect Liability Period of the Telecommunication Systems.

(2) The Telecommunication Systems shall include, but not limited to, the following subsystems:
 a)  Fiber optic cable
Fiber optic cable should be the main telecommunication media, in which all telecommunication, SCADA and safety related systems will operate.
 b)  Digital Transmission System
The system shall fulfill the transmission of all railway communications, needed for train and stations operation, connection links of the Railways Telephone Exchanges, links for the GSM-R system, data communication network, as well as the international railway communications in the railway section.
 c)  Multiplexing equipment
 d)  Data communication equipment Data Communication Network shall be based on a main Ethernet network between Plovdiv, Dimitrovgrad and  Svilengrad, functional based on Internet Protocol for different applications.
 e)  Digital Railway Telephone Exchange – Svilengrad
  Replacement of the Railway Telephone Exchange in Svilengrad with a new digital one and uninstall of   the rest electric-mechanical telephone exchanges in the railway section is envisaged.
 f) Radio system for mobile communication (GSM-R)
  Radio communication with mobile units, based on Global System for Mobile Communications – Railways (GSM-R) is envisaged.
g)  Operational and Dispatcher communications
Closed non-switched connection between a dispatcher and pre-defined subscribers are envisaged.
h)  Station Concentrators
New link concentrators are envisaged in all stations and points.
i)  Electronic Information Boards
Stations shall be equipped with Electronic Information Boards and the possibility of local, from the station, and remote control shall be envisaged.
j)  Clocks
Clocks are envisaged to show the right time to the passengers and station staff.
k)  Public Address System
Public Address System is envisaged to keep passengers informed of trains’ departure and arrival, passing trains, as well as additional data via acoustic presented information.
l)  Copper cables
In-station copper cables for operation of the track-side systems in the station area as well as for connecting links between systems and devices shall be envisaged.

CONTRACT SCOPE of SCADA WORKS

1) The Permanent Works shall comprise the design, construction, manufacture, supply, shipping and delivery to site, installation, testing, commissioning, setting to work, spares, special tools, testing equipment, training and support during the Defect Liability Period of the SCADA System, the provision of the associated documentation and services.

(2) The SCADA Systems shall include, but not limited to the following:
Monitor and identify from the Power Supply Dispatcher Centre, in real-time, all operating conditions and events occurring at all points within the OHLE system (25 kV substations, basic sectional posts, station by-pass points and other strategic locations);
Alert Power Supply Dispatchers immediately of hazardous or incorrect operating conditions at any point on the system that require warnings, changes of operations, or other measures;
Intervene and take any corrective actions needed to ensure safe and efficient operations;
Accurately measure, collect data, analyze and store permanently continuous records about system operating conditions at all times;
Provide redundancy features in the design, equipment and operations of the system to ensure uninterrupted operations and fail-safe devices and procedures as option.

DESIGN LIFE
The design life of the Permanent Systems Works shall be:
a) for Signalling Equipment 20 years;
b) for Telecommunications Equipment 20 years;
c) for SCADA Equipment 25 years;

DURABILITY AND MAINTENANCE

(1) The Permanent Systems Works shall be designed and constructed such that, if maintained in accordance with the Contractor's statement of maintainability contained in the Contract, they shall endure in a serviceable condition throughout their minimum design lives as described in the Design Criteria and Standards contained in the Technical Specifications.

(2) The Permanent Systems Works shall be designed and constructed so as to minimise the cost of operation and maintenance whilst not compromising safety or the performance characteristics of the railway.

(3) Electrical and mechanical equipment shall be of a quality and durability to fully meet the performance and operational requirements described in the Design Criteria.

OPERATIONAL REQUIREMENTS

(1) The Permanent Systems Works shall be designed to permit the railway to operate satisfactorily at a maximum   design speed of 160km/h for conventional trains and 200 km/h for tilting trains and 200 km/hour for   electrification.
(2) In the design and construction of the Works, the Contractor shall, as a fundamental objective and as a priority,  ensure that passengers, staff and the public will, throughout the operational period of the operating  railway, and  within the confines thereof, be provided with as safe an environment as is reasonably  possible.
(3) The Contractor's attention is directed to Requirements concerning the role of the NRIC Railway Commissioner.
(4) The design of the works shall be such that the forecast train operations, as shown in the peak period timetable,  as shown in Appendix 16, can be met without risk to the safety of passengers, or railway employees,  including during  emergency situations.
(5) Capability shall be provided for reasonably expected operational perturbations (including recovery from these),   temporary speed restrictions and abnormal train working.
(6) The planned lay-out of the new signalling, CTC Plovdiv, telecommunication and SCADA systems.
 a)  Horizontal alignment for the new sections of the Parvomay to Svilengrad route, together with  horizontal   and vertical curvatures, and station and halt layouts.
 b)  Table of maximum line speeds for different route sections and through turnouts.
(7) The operational timetable, for the peak period during the day, for both directions of running, is given in

Appendix 16.
 a) Operational timetable for 05.00 to 12.00 hours period, for the Plovdiv to Svilengrad and Turkish border  route.
 b) Dwell times for start and end of train journeys (where defined).
 c) Schedule of train consist/formation for each train appearing in the timetables (where defined).
(8) In the absence of defined data, the Tenderer shall make suitable assumptions, based on his experience, and    propose these as part of his Tender submission.
(9) The requirements for the Reliability/Availability/Maintainability/Safety (RAMS) Plan for the railway system are   stated in Appendix 14 and are also further defined in the various sections in these documents.
(10) It will be necessary for the Contractor to closely interface with the Systems Contractor, to ensure that the   overall design fully meets the technical and operational requirements.
(11) It is a requirement that the railway remains operational during the construction phase, with the minimum    disruption to passengers over this period.

TIMETABLE FORECAST OPERATIONS

For 2006 Timetable for train operations has been established by the Beneficiary and the Contractor shall be responsible for obtaining the updated timetables for the actual period of the contract performance.

The CTC system shall provide the following main functions:

(a)  Remote control of Interlockings, through the input of interlocking commands enabling setting of routes for   train and shunt movements, route release, points switching, signal replacement, setting and cancelling   temporary speed restrictions, blocking sections of track, etc;
(b)  Remote indication of Signalling Equipment Status, through the visualisation of real time information of the   status of the trackside controlled objects, including individual identification; status of train and shunt   routes and route overlaps and other auxiliary information, such as alarms, diagnostic information, etc;
(c)  Train Describer Function, enabling the identification of all trains and loose vehicles as they move through an   area under control and display real time information of their position and movements, supported by a set of   commands enabling entering, erasing, joining, splitting, changing etc. of train identification numbers;
(d)  Automatic Train Routing (ATR) function, enabling the automatic setting of routes for trains according to   their actual train moves, train identification and predetermined set of timetables to ensure the minimum   delay to the train service. This function shall relive the operator from the routine tasks but he will still  be able to intervene and take over the operations control in manual mode at any time. The ATR function shall  give the operator the flexibility to set or cancel the ATR function for a particular area, route or train;
(e)  Possibility for manual intervention, by CTC operating staff both to modify automatic routing and to exercise  direct control of the Interlocking(s);
(f)  Transfer of control, from the central control point to a local control point and back;
(g)  Generation of train prediction information, for a number of points along the railway and detection of  potential conflict situations;
(h)  Advisor system, to assist the CTC operating staff in the resolution of potential conflict situations and  normalisation op traffic operation following disturbances;
(i)  Passenger Information System, to provide traffic information (e.g. destination, expected time of departure)  to passengers at stations and stops;
(j)  Timetable Management, enabling loading, editing and storing in the system database of timetables containing  information of the traffic plans, associated time schedule, routing information and other relevant  information, e.g. passenger information data;
(k)  Monitoring the state and health of the Signalling System, producing fault alarms together with real time   displays and hard copy records and summary reports giving fault diagnostic information regarding the entire   Signalling System. The alarms shall be assigned categories depending on their priorities and actions   needed to be taken;
(l)  Event Log, to enable system events related to the control and movements of trains the whole section to be   recorded to enable analysis of the railway operations and assist with the resolution of problems which may   occur with the running of the train service;
(m)  Storage and Compilation of statistics, which can be used to measure the operational performance of the   railway.