sswt siss renewals survey

PURPOSE

The assets contained within this sponsors instruction have been identified as life expired as demonstrated by the telecoms ‘Decision Support Tool’.

The project is split in to two parts a development phase and an implementation phase, this sponsors instruction relates to the development phase, please note some references may be made to the implementation phase within this document for clarity.

The project will develop a number of renewal options for CIS assets on the Wessex route which will include looking at rationalisation of assets where possible and in agreement with all stakeholders.

As part of the development of looking at CIS renewals there is an aspiration to expand the accessibility to the FTN network, as part of this development phase the project will be required to investigate the feasibility of creating each station as a point of presence.

The overall objective is to renew the identified CIS assets within the Wessex route improving reliability of the assets and the presentation of train running information to the travelling public both visually and audibly.

STRATEGIC FIT

At each station there is a mix of varying types of displays and how train running information is presented to the travelling public. Visually the mix is of Thin Film transistor and Light Emitting Diode screens, the audio is provided by both automated and manually controlled announcements through Ditra type audio equipment which is no longer supportable. Displays are deployed on platforms, waiting rooms, driver and guard rooms, ticket offices and small retail units, particularly at stations that have multiple platforms and or have a large footfall through the station; speakers are deployed at the same locations.

The current control system is an Amey enterprise system which has undergone a number of software changes to improve the overall performance and provide additional functionality such as improved information during periods of disruption. It should be noted that Amey have developed a ‘Digital Voice Announcement’ mode which fundamentally can be bolted in to the current system, at the time of issuing this sponsors Instruction this has not gained product approval from Network Rail and should only be a considered as a potential alternative to any proposed Public address system to be deployed within the route.

The main Customer information system servers are located at Wimbledon with the back up server located at Feltham,(NB It is understood that this location will change, at the time of issuing this Sponsors Instruction the actual date for this to happen is unknown), the system is linked to all of the stations via an external WAN which Network Rail have no responsibility for.

The Ditra system which provides the audio announcements is supported by Keytech who have in turn announced that from March 2014 they will no be able to provide software support leaving both the TOC and Network Rail with no alternative other than to renew the system in its entirety.

All of the Customer information systems are maintained and operated by the incumbent TOC and are owned by Network Rail Telecoms with the exception of Help Points, these are the responsibility of the TOC.

1.        Background
Network Rail SEA have undertaken to carry out the development exercise for the renewal of all SISS assets on the Kent, Sussex and Wessex TOC areas.
The following document outlines the works and assets in the Kent-South Eastern Trains TOC area.
This involves visiting and surveying all of the following listed stations and ascertaining the status of existing assets and asset count prior to setting the final requirements for any proposed renewal of the SISS assets. The opportunity can be taken at this time to identify existing SISS system or displays shortfalls or changes of functionality and footfall within the station boundary that has been affected by or affects the location of the SISS assets.
2.        Why are the surveys being carried out with the incumbent TOC?
By carrying out the surveys with the incumbent TOC we have access to advice from the TOC regarding any existing localised issues that would impact any subsequent implementation project such as:
2.1.         Heritage structures and/or Listed Buildings,
2.2.         SSSI issues,
2.3.         Power supply and DNO issues,
2.4.         Ongoing project works within the station confines affecting the future provision,
2.5.         Wildlife and vermin issues such as rats, pigeons, nesting birds etc. that may result in an environmental order or cause a health and safety implication for working in specific areas with respect to guano, Weils Disease etc.
2.6.         Vandalism theft and asset damage
2.7.         Asbestos and other health and safety implications arising from project works at a specific location.
2.8.         Understanding access requirements and obtaining the TOCs buy in to co-location of equipment.
The issues arising are outlined in the table towards the end of the summary page for each station, with a brief note where attention is drawn to an issue or there is a proviso or rider to the statement.
3.        Survey Approach/Rationale for Efficiency of Workstreams
Concurrently, and in order to save time and funding,  Network Rail Telecoms are carrying out network provision surveys for the planned provision of Network Rail owned FTN x elements of infrastructure, in order to be able to support the future SISS ad CCTV aspirations of the TOCs at the respective stations. The intention is to encourage the TOC to relocate their station services onto a Network Rail owned platform, away from their existing WAN service provider. This would provide Network Rail with an income that could feasibly be reinvested in telecoms network maintenance and modernisation to improve the network efficiency and reliability.
Southeastern trains have employed FAI to carry out the asset data collection to provide a baseline of what is there currently and help to drive the renewal requirement based on asset data, condition, life and obsolescence.
This has been difficult to maintain as the asset count is constantly changing with a number of different interested parties adjusting adding to and removing assets throughout the survey period.
As this became more of an issue instruction were circulated within Southeastern trains to stop all ad hoc renewals until such time as the survey and subsequent renewal under this project were complete.
Additionally it became apparent that owing to the ad hoc nature of many of the renewals asset data was inaccurate. Consequently Southeastern’s representative took the decision to scrap existing asset data and start to adopt the survey data as a true reflection of the asset on the ground.

1. FTN and TOC Stakeholder Interfaces

4.1      FTNx Locations and Architecture
Initially the FTNx network architecture designers have based outline development plans on the station categories. This information will be supplemented as a result of these surveys to identify:
4.1.1.     Current station functionality and services
4.1.2.     What enhancements can be offered by the Network Rail owned infrastructure as a result of the FTN x roll out.
4.1.3.     Take into account TOC aspirations for the stations themselves and what services they could offer to their customers with a more efficient WAN infrastructure system.
4.2.     TOC  Interface Requirements
It is important therefore to understand what services the TOC has now at each of the stations, including:
4.2.1.     Actual current asset data
4.2.2.     Correlation of asset data to assets on the ground
4.2.3.     Guide as to service level agreement provisions with existing suppliers faulting and repair to drive service provision architecture
4.2.4.     Current data throughput as a benchmark on which the FTN x provision can work to better. 
4.2.5.     Suitable locations for a service provision network terminating point for a designated customer the FTNx network element.
4.2.6.     Security of NTP equipment location.
4.2.7.     Consideration of alternative diverse routing.
4.2.8.     Assured power supplies for major system elements.
4.2.9.     Degree of resilience depending upon the service requirement which currently is aimed at the station category.
4.2.10.   Overall network resilience based on geographical arrangements.
From discussions with the network architect it is possible to go into the network at the nearest fibre joint hence for the purposes of the survey at present the identification of the nearest node will drive a decision on whether to connect to the network at the nearest node and hence ODF, and where the node is over a specific distance away advice will have to be sought from the FTN group and records regarding locations of fibre joints.

Where fibre has not been installed by the FTN group historically new fibre installs in arising projects i.e. EKR2 may provide opportunities to build the network where the opportunity doesn’t currently exist e.g. Medway line through Yalding.

4.3.     Existing Asset Information
Southeastern trains have employed FAI to carry out the asset data collection to provide a baseline of what is there currently and help to drive the renewal requirement based on asset data, condition, life and obsolescence.
This has been difficult to maintain as the asset count is constantly changing with a number of different interested parties adjusting adding to and removing assets throughout the survey period.
As this became more of an issue instruction were circulated within Southeastern trains to stop all ad hoc renewals until such time as the survey and subsequent renewal under this project were complete.
Additionally it became apparent that owing to the ad hoc nature of many of the renewals asset data was inaccurate. Consequently, Southeastern’s representative took the decision to scrap existing asset data and start to adopt the survey data as a true reflection of the asset on the ground.
There may well be some change in the reality on the ground as opposed to the asset data as ad hoc renewals are likely to creep back in. The ability to stop the various interested parties from restarting this practice may well ride on how long funding takes to come through for the perceived priority elements of the renewal in each area.