REQUEST FOR INFORMATION FOR ROMATSA NEW AIR TRAFFIC MANAGEMENT SYSTEM

Transcription

1 REQUEST FOR INFORMATION FOR ROMATSA AIR TRAFFIC MANAGEMENT SYSTEM Bucharest April, 2012

2 Table of content 1. Introduction 3 2. Request for Information s objectives 3 3. Project scope 4 4. Project Roadmap 4 5. Project Presentation: 5.1 Operational Concept Operational Requirements System operating capacity High-level functional requirements High-level technical non-functional requirements 7 6. Contractual Plan Scope and nature of the procurement 8 7. Guidelines for RFI s replies ROMATSA commitments Communication plan: Before replies reception Replies reception After replies reception Layout and contents ROMATSA point of contact Confidentiality policy 11 ANNEX 1 - System and airspace environment capacity 12 ANNEX 2 - List of system components 13 ANNEX 3 - Customer systems 16 2 P a g e

3 1. Introduction Romanian Air Traffic Services Administration (ROMATSA) is a self-financing public enterprise under authority of Ministry of Transportation of Romania, being the national certified Air Navigation Services Provider (ANSP) responsible for provision of Air Traffic Services (ATS), consisting of Air Traffic Control Service (ATC Service), Flight Information Service (FIS) and Alerting Service (ALRS), provision of Communications, Navigation and Surveillance (CNS) services, Meteorological Service for International Air Navigation and part of Aeronautical Information Services (AIS), and part of Search and Rescue. The air navigation services provided by ROMATSA are: en-route air traffic control and information in the Bucharest FIR; now, these services are provided by the Regional Control Centre - ACC Bucharest from two locations: ACC Bucharest Bucharest location, ACC Bucharest ARAD location; at the end of this year all of these services will be provided only from Bucharest location terminal (approach and aerodrome) air traffic control and information from 4 APPs, and 16 TWRs In addition to its basic activities, ROMATSA also has the right to perform consulting activities and to provide services in its field of activity, as well as research and development activities, including the manufacturing and trading of products specific to the air traffic management field, by its own forces or in partnership with the internal or external economic entities. ROMATSA is also part of the Danube FAB together with BULATSA. At present, ROMATSA is in the process of launching a major ATM development project with the objective to renew the current ATM system with a new one, fully compliant with the SESAR standards and European Commission regulations. The project is called throughout this document ATM System Before launching any formal procedure, ROMATSA seeks for a preliminary feedback from any interested economic operators on any relevant aspect of the project: organisation, timescale, operational goals and foreseen technical solutions. ROMATSA therefore decided to initiate information exchanges with ATM system providers through the present Request for Information (RFI) which guarantees equal access to information, transparency and equity. ROMATSA invites suppliers to submit an information package which will cover the technical, operational and safety aspects, containing their currently available technology, products and solution for the establishment of our ATM system The information provided in the initial technical information will be used in finalizing a tender for the procurement of ATM system with an aim for contract signing within the fiscal year of Request for Information s objectives This RFI aims at identifying ATM system providers interested by the ROMATSA ATM System project and its related contract and get their opinion and advice about it. Moreover, its purpose is also to identify the technologies and products available or announced on the market which may be beneficial to the project. This RFI is not a Call for Tender (CFT) under Romanian public procurement rules, so neither ROMATSA, nor any economic operator will be committed by any information exchanged under this RFI s umbrella. Replies and potential subsequent discussions will only be used to further refine and focus the project strategy and the procurement specification towards the formal consultation to come at a later stage and secure high quality 3 P a g e

4 candidatures and offers when the formal consultation would begin. ROMATSA will not perform any kind of candidates pre-selection through this RFI. Any interested ATM system provider is invited to react on the present RFI whatever its domain of expertise is and to present in-depth information about their systems (e.g. system components requirements/ specification will be welcome). Replies can be focused on some specific aspects of the project. It is not required to systematically tackle all the requirements presented below. The following chapters provide more information about the ROMATSA ATM System project, including questions on issues of specific interest to this project. Opinions and advises are particularly expected on: Efficient risk management to make the short/ midterm timescale credible: the initial version of the new system must be delivered on time to allow ROMATSA to meet the Data-Link Implementing Rules target date (2015) Pragmatic technical solutions to meet short/ midterm key objectives/ regulatory requirements, including the potential reuse of some components from the current ROMATSA ATM systems and/or some components already available on the ATM market Operational trade-offs to avoid regressions with respect to the current ATM systems when deploying the initial version of the new system while securing full SESAR compliance when deploying the final version of the new system Work sharing principles between ROMATSA and the future provider. 3. Project scope The scope of the project covers all the activities related to the step by step definition, development/ customisation, implementing and testing of ATM System with the objective to reach the full SESAR compliance by ATM System shall consist of three main operating environments: 3.1 Operational System (OPS) This system shall support ROMATSA controllers in the performance of air traffic control services within Bucharest FIR for: 1 ACC 4 APP 16 TWRs (one with ASMGCS) 3.2 Training System (TRN) 3.3 Testing and Development System (TDS) The future system provider will also be responsible for software deployment, installation and testing of the systems and training for all involved parties, including both operational and technical personnel. This provider will offer assistance in the transition and switchover process from utilization of the existing system to the new ATM System Project Roadmap Our intention is to plan the project in three main phases, such as: 4 P a g e

5 STEP 1: The baseline system will be operational in 2015 to reach the deadline for datalink requirements AGDL capable system based on an efdp compliant system and on a new open architecture software STEP 2: An upgraded version of the baseline system available from 2017 Enhanced capabilities to be specified during Step 1 (e.g. initial SWIM and initial 4D capabilities) STEP3: Compliant with SESAR performance objectives by Project Presentation: 5.1 Operational Concept The final goal of the project is to deliver, as a result of STEP 3, an ATM system able to support the full SESAR operational concept. The Concept of Operation is based on a trajectory-based approach in which the user agrees to fly a trajectory and the ANSP agrees to facilitate this one. The Concept is aimed to ensure that changes to the trajectories are kept to a minimum to achieve the best outcome for all users. User preferred routing will apply without the need to systematically adhere to a fixed route structure except in congested airspace and especially in TMAs. The trajectory-based approach includes the airports to address the airport capacity issue which is the key challenge in the 2020 timeframe: runway throughput must be optimised, especially in case of adverse weather conditions to achieve the airport capacity targets. Collaborative Decision Making on the basis of common situation awareness allows to achieve the quality of decision needed to exploit the whole ATM system resources, and SWIM is the basis for the required common situational awareness, the decrease of uncertainties and more strategic decision. 5.2 Operational Requirements Key target high level operational requirements to be met are listed below System operating capacity The system shall be dimensioned such as to operate in an Area of Responsibility (AoR) over the whole Bucharest FIR, including external airspace volumes and an Area of Interest (AoI) around the maximum AoR. (capacity at start of operations). The future evolutions of the system should cater for traffic growth and a potential larger FAB airspace (Maximum capacity). The detailed description of these requirements is listed in Annex 1. Note: Unless explicitly tagged as STEP 2 requirements, all the requirements listed bellow apply to STEP1 and the potential contractor shall be able to demonstrate compliance of all requirements as part of the acceptance of STEP 1. 5 P a g e

6 High-level functional requirements The ROMATSA ATM System shall include the following components (see also Annex 2 for system decomposition): A central integrated flight data processing system for both en-route and approach control with remote sectors (ACC and/ or APP), which will cover also the TWR positions; the remote positions shall have a local contingency function to allow them to function with reduced functionality in case of an outage of the main system The corresponding human-machine interfaces (HMI) for Controller Working Positions (CWP), Flight Data Operators (FDO), Operational and Technical Supervisor, Military Coordinator/ Operational positions; The corresponding auxiliary and support systems (environment data preparation, record and replay, offline and online statistics, monitoring and control, software development/ testing environment, etc); The system shall comply with functional requirements at the level of the efdp specifications adapted for the specific ROMATSA operational concept; The system shall be implemented in the following 3 operating environments: Operational Training Test and Development The main system shall implement fallback and degraded mode facilities. The supplier must indicate how such facilities will be provided The system shall be trajectory based, stripless and shall allow integration of down linked aircraft data in line with future SESAR concepts. The supplier must indicate how such facilities will be provided The system shall be able to handle GAT and OAT traffic The system shall be equipped with safety nets tools and advanced controller tools. The supplier must indicate how such facilities will be provided The system shall process both elementary and enhanced mode S data The system shall implement the AGDL services required by the Commission Regulation no 29/ 2009 (laying down requirements on data link services for SES) The system shall be able to integrate/ connect with the following external systems: CFMU (IFPS, ETFMS, and EAD), civil and military partners, etc. (see also Annex 3 for the list of customer systems to be interfaced) The system shall comply with all SES Regulations applicable for the date of start of operations The human-machine interfaces (CWP, FDO, etc) shall be developed according to ROMATSA specifications. HMI prototypes shall be made available for operational validation as early as possible in the project It is expected that at STEP1 the HMI functionality shall be as close as possible to the current ROMATSA HMI with the additional functionality required to support AGDL. The supplier will indicate how the transition from the current CWP will be facilitated The system shall support a flexible sectorisation (fully through adaptation, which will not require software changes and interruption in usage of FDPS). The supplier must indicate how such facilities will be provided The system shall include a full scale real time simulation capability allowing for the generation of all operational data needed to feed the Training instance of the ATM system (e.g: surveillance data, flight plan 6 P a g e

7 messages, co-ordination messages, controller inputs, AGDL messages, etc.) based on predefined ATC scenarios for training and test purposes. The simulation capability shall provide also an exercise management function for preparation and management of ATC scenarios. The supplier must indicate how such facilities will be provided The system should include a Local Traffic Management function (Step 2) which will be used to support the local planning task of an Air Traffic Service Unit by presenting the current and predicted traffic loads. It is a complementary tool to the information provided by the CFMU (today ROMATSA has sufficient airspace capacity and does not require such tool but it may be required in the future due to the projected traffic increase) Note: Navigation services and infrastructure are excluded from the scope of this ATM system project as well as any voice communication systems (VHF, telephone, etc.) High-level technical non-functional requirements The ROMATSA ATM System shall be compliant with the following requirements: The system shall be based on a modern architecture and technologies in line with SESAR developments and shall implement the best cost-effective technical solutions available. The supplier will indicate what specific and configurability capacities will be provided and how The system shall have the maximum level of adaptability and configurability trough offline adaptation data (no need to change the software), including but not limited to: changes to airspace configurations, allocation of controller working positions to airspace volumes or traffic conditions, data exchange with external partners and with the aircraft trough AGDL, CWP HMI configuration and access to functions, OAT/GAT functions, etc.; The system shall comply with specified performance and response-time requirements; The system software development lifecycle shall comply with the applicable safety regulations. The supplier shall supply the required safety evidence/ documentation to support the approval by the NSA of the system safety case at start of operations; The supplier shall propose a cost-effective maintenance plan to reduce lifecycle costs. The maintenance plan shall cater for software maintenance activities to be performed by ROMATSA staff and by supplier staff both locally at ROMATSA site and at supplier site. There shall be local/ remote technical support available; To ensure the highest degree of Controller acceptability at start of operations the development process shall allow for operational validations along the full development lifecycle based on prototypes, early system versions, operational scenarios and use access etc. The CWP HMI at start of operation shall be as close as possible, ideally identical with the legacy CWP HMI before the start of operations to minimize controller impact. Advanced functions shall be gradually made available to avoid the big-bang effect The supplier shall provide the required operational and technical training The potential suppliers shall demonstrate a proven record of operational implementations of all the functions advertised in a complex operational environment in Europe. 6. Contractual Plan 6.1 Scope and nature of the procurement In its widest definition, the scope of the procurement procedure will cover the whole project: 7 P a g e

8 The step by step definition/ customisation, development and testing of ROMATSA ATM System 2015+, with the objective to reach the full SESAR compliance by 2020; The support to the deployment in all ROMATSA ANS facilities (ACC, APPs, TWRs, support and training centres), including hardware procurement, support to installation and testing; The maintenance of ROMATSA ATM System until the decommissioning of the system The support of R&D activities through prototyping, specific study Based on this RFI s replies and internal analysis, ROMATSA will launch a Call for Tender (CFT) to be concluded with a contract award. The foreseen timescale to set the contract into place is as follows: RFI: from May 18 th to June 18 th 2012 CFT: from September 2012 Contract award: end 2012 Furthermore ROMATSA is looking to build with the future system provider a real partnership for the commercialization of system output of this project ( shared IPR property, common involvement in the definition of the roadmap of the ATM system output of this project, risk sharing). 7. Guidelines for RFI s replies 7.1 ROMATSA commitments At this stage, neither ROMATSA is committed to launch a call for tender at a later stage for the realisation of the project, nor answers from the ATM system provider which will answer at this RFI are binding. The technical and scheduling description of ROMATSA ATM System provided in this document does not constitute a reference specification. ROMATSA reserve the right to modify its requirements, both in terms of technology and implementation timeframe, independently or not of its analysis of the replies to this RFI. System providers cannot claim for any payment from ROMATSA as a consequence of the work to answer the RFI. ROMATSA will analyse the replies with the objective to consolidate the call for tender specification. ROMATSA is committed to guarantee the confidentiality of the information provided by the ATM system providers through their replies according to the RFI confidentiality policy described in chapter 7.5 below. 7.2 Communication plan: This RFI is published on ROMATSA web site from Friday, May 18 th Before replies reception Interested ATM system provider may send written requests for further details or a list of questions regarding the contents of this document to the below mentioned contacts. ROMATSA will seek to provide written answers within two weeks Replies reception 8 P a g e

9 Replies to this RFI must be provided in English and must be received before Friday, June 18 th, 16:00. They must be sent to the ROMATSA contacts specified in section 7.4 below. The following must appear on the envelope: "Reply to RFI ROMATSA ATM System Each ATM system provider providing a reply is invited to appoint a person who will be its contact point with ROMATSA After replies reception Following receipt of the replies, ROMATSA may require oral presentations, site visits or additional information in order to complete or clarify the replies. Furthermore, ROMATSA could ask for additional demonstration of existing components quoted as potentially reusable in the replies. ROMATSA cannot commit to provide dedicated feedback on every RFI reply. It will however attempt to do so. 7.3 Layout and contents RFI is an invitation to ATM system providers to demonstrate their strengths, experience, capabilities and interest in undertaking such an ambitious project. Beyond the company s presentation, RFI s answers can be structured as shown below: Cap. I Executive Summary of the information provided and recommended solution(s) (summary of sections I to VII) Cap.II - Answers on the operational aspect Cap.III - Answers on the technical aspect Cap.IV - Answers and advises on the management of the Program focusing mainly on achievement of STEP1 in due time including Strategy analysis, Risk analysis, Scheduling and financial aspects, Induced role sharing between the supplier and Customer. Cap.V - Possible variant for achievement of STEP 1 if the operation is deemed too risky (the level of related information shall be the same than in IV) Cap. VI - Other information considered relevant by the economic operator Cap.VII - Confidential information (see chapter 7.5 below for detailed information) Financial and scheduling information requested in IV and V may be detailed as follows: Financial references: budgets and brief descriptions of equivalent operations completed by the economic operator; Budget assessment: principal elements and items (development, manufacturing and support), relative or absolute costs, fixed costs, induced costs (licenses, third party equipment...), financial flows throughout the operation and associated assumptions; 9 P a g e

10 Simplified WBS/ schedule: description of macro tasks and associated time-frame links between macro tasks, related risks analysis. ROMATSA is aware that some system providers may not be able or willing to address all the issues listed above. However, they are encouraged to provide information on issues for which they have specific expertise to value. Replies can be also performed by a consortium of several ATM system providers. The ATM System Providers are free to propose any variant on any element of the project. They can also address issues not raised by ROMATSA in the present document. The reply will be in the form of A4 documents. It will also be provided on digital support (CD ROM or DVD). The reply should not exceed 100 pages for sections I to VII. 7.4 ROMATSA points of contact Mr. Bogdan Bondor and Mr. Eugen Mihaescu are the contact persons for this RFI. Any questions or replies related this RFI have to be sent to both contact persons. Mr. Bogdan Bondor ATM System Program Manager 10 Ion Ionescu de la Brad Blvd , Bucharest, Romania Phone: bogdan.bondor@romatsa.ro Mr. Eugen Mihaescu, Head of IT for ANS 10 Ion Ionescu de la Brad Blvd , Bucharest, Romania Phone: emihaescu@romatsa.ro 7.5 Confidentiality policy By submitting their contribution in response to the present RFI, contributors expressly accept that ROMATSA reserves the right to use information received to the purpose of: defining the strategy and procurement procedure for the completion of the ROMATSA ATM System 2015+; defining the potential technical, financial, operational and legal requirement specifications for the procurement of the ROMATSA ATM System 2015+, or component operations; and generally defining the follow up to the project. Any information of any nature, be it technical, operational, financial or otherwise, submitted in response to the RFI, the contributor wishes to keep confidential, shall be identified as such by means of ad hoc statement. ROMATSA will ensure compliance with and protection of the trade secret of any information quoted as confidential through such a statement. In lack of such statement, ROMATSA shall assume that information provided by the contributors shall not be subject to any usage and/or release restriction towards any third party. - END - 10 P a g e

11 ANNEX 1 - System and airspace environment capacity No. START OF OPERATIONS (STEP 1 & 2) 1. Number of tracks in the AoI simultaneously Number of Flight Plans (All States) MAXIMUM CAPACITY (STEP ) 3. Number of Flight Plans (active state = displayed at a CWP; typically minutes before entry into AoR) Number of correlated flights Number of active sectors (including TMA sectors) Controller Working Positions (CWP) Flight data Operator Positions (FDO) Supervisor Positions (Technical and Operational) 9. Number of OLDI/SYSCO co-ordination partners Number of Military co-ordination partners Number of remote integrated TMA/ACC systems Number of Tower positions Connection to A-SMGCS systems Area of interest (including AoR) (in NM) 1000 x x Vertical size of AoR and AoI 0-FL660 0-FL Published waypoints ATS Routes Waypoints per ATS Route SIDs / STARs Fixes per SID/ STAR Internal aerodromes Known aerodromes MET zones Holding areas MTCD volumes P a g e

12 ANNEX 2 - List of system components No. Sub-System Description Category Impact 1. IFDPS Interoperable Flight Data Processing System New ROMATSA FDPS system including: - Initial flight plan processing and distribution - Trajectory prediction - Internal and External Co-ordination and transfer - Dynamic Sectorisation management - MTCD - Mode S processing - AGDL - Connection to A-SMGCS systems - OLDI/ SYSCO communications management With potential extension for: - Flight Object Interoperability - Initial 4D and full 4D air-ground trajectory management - SWIM interfaces Supports the following modes of operation: - operational - test and development - training 2. CWP HMI Controller Working Position HMI (ACC and APP defined configuration) 3. SUP HMI Operational Supervisor HMI 4. Main Surveillance Data Processing System (P-SDPS) 5. Fall-back Surveillance Data Processing System (F-SDPS) 6. Offline Technical Data Analysis / UPG ARTAS 2 scenarios are envisaged: - full replacement - integration of the existing ROMATSA ARTAS chain Supplier proposed tracker 7. Offline Operational 12 P a g e

13 No. Sub-System Description Category Impact Data Analysis 8. FDO HMI Flight Data Operator HMI 9. TWR-HMI Tower Working Position (advanced and basic) 10. CENTRAL DATA Central management of environmental data PREPARATION for FDPS, CWP, Safety Nets, MTCD, etc FACILITY (C-DPF) 11. Safety Nets Server (STCA, APW, MSAW) 12. EAD European AIS Database To be interfaced with the C-DPF 13. TMCS Technical Monitoring and Control System 14. RECORDING FACILITY (technical data) 15. RECORDING FACILITY (operational data) Technical Data Recording and analysis tool (FDPS, CWP, SNETS, etc) FDPS Operational Data Recording and analysis tool 16. CWP RECORDING AND REPLAY FACILITY (operational data) CWP Operational Data Recording, Replay and analysis tool 17. TSS Target Software System - software development environment and build generation and deployment system 18. CPF Contingency Printing Facility Prints sector-oriented flight lists in case of a total failure of the system 19. Arrival Manager (AMAN) 20. Traffic Flow Management System (TFMS) Arrival Management System integrated with one or more APP units (APP working positions) Traffic Flow Management System providing: - traffic load and complexity prediction - sector configuration optimiser - what-if functions 21. AGDL-FEP AGDL data front-end processor Shall support both FANS1A and ATN 22. Real Time Simulation Real Time Simulation generator. (SIM) Stimulator for the complete ATM system to enable running predefined scenarios with the FDPS set in Training mode. EVO EVO 13 P a g e

14 No. Sub-System Description Category Impact 23. Simulation Data Preparation Facility (SIM-DPF) 24. Flight Object Server (FOS) interface component Simulation Data Preparation Facility to develop and manage scenarios for the simulator, including import of recorded online data. FOS Interoperability Server Future evolution depending on SESAR IOP project 25. SWIM SWIM Gateway EVO Future evolution depending on SESAR IOP project 26. Contingency Facility TBD INT Instances of the ATM system located at : - different room in the same building 27. Test and Development System (TDS) EVO - separate location Instance of the ATM system operated in test mode 28. Training System (TRN) Instance of the ATM system operated in training mode Note 1: EVO Evolution UPG Up-grade New (component) INT - Integration Note 2: Items of category EVO are part of STEP 3. All the rest are in the scope of STEP P a g e

15 ANNEX3 - Customer systems No. Sub-System Description Category Impact 1. SELEX ATM SYSTEM (FDPS, SDPS, CWP) 2. ATM surveillance Tracker And Server (ARTAS) EUROCONTROL s tool used by ROMATSA as the main tracker for establishing an accurate Air Situation Picture of all traffic in Bucharest FIR DEC INT Current ROMATSA FDPS system. To be decommissioned. Will run in shadow during a TBD transition period. See Table above 3. Surveillance sensors The SDPS shall be able to process information from the following sensor types: 4. Automatic Safety Monitoring Tool (ASMT) Primary Surveillance Radar (PSR) Secondary Surveillance Radar (SSR) SSR Mode S (Enhanced) Wide Area Multilateration (WAM) EUROCONTROL s tool for recording safety-related events by using radar track data, flight plans and ATC system alert messages 5. ROMATSA GATEWAY ROMATSA proprietary flight plan data distribution system INT INT INT External system To be interfaced using an ASTERIX data flow To be interfaced using ROMATSA ICD specification 6. UTDS Universal Time Distribution System INT 7. RSUR ROMATSA Air Situation System INT Display to be integrated in the new CWP 8. NIDS/IODA Information Display System INT Display to be integrated in the new CWP 9. PASACT Flight Plans Civil and Military Centralised Approval System INT To be interfaced using ROMATSA ICD specification 9. CIDIN/AMHS Aeronautical Message Handling System Flight plan/ external messages (IFPS, CFMU, MET, AIS) DI INT 15 P a g e

16 communications front-end 10. FPPS Flight Plan Pre-Processing System DEC To be decommissioned 11. ASMGCS Airport SMGCS INT To be interfaced 12. AWOS MET system INT To be interfaced 13. VCCS Voice Communication System / INT Existing VCCS or new VCCS to be procured Note 1: DEC Decommission New (component) INT - Integration 16 P a g e