PPP Contracts

SCHEDULE 2 - Capability Testing and Measurement Procedures

Part A - Journey Time Capability Testing and Measurement Procedures

1 Test planning and review process

1.1 Test Programme

1.1.1 The values of the measurement components of Journey Time Capability identified as Infraco Measures in the relevant Capability Model Data are the values at the Transfer Date. After the Transfer Date, the values of these Infraco Measures shall be determined using the tests described below save to the extent that the values being measured relate exclusively to a Special Speed Restriction, in which case, Infraco may at its own discretion comply with paragraphs 1.4.8 to 1.4.12 ( inclusive ) below instead of paragraphs 1.1.2 to 1.1.17 ( inclusive ), 1.2 and 1.3 below.

1.1.2 Infraco may undertake a test to establish the value of any of the Infraco Measures referred to in paragraph 1.1.1 at any time.

1.1.3 LUL may request Infraco to undertake a test to establish the value of any of the Infraco Measures referred to in paragraph 1.1.1 at any time. LUL shall not exercise its right under this clause in the event that any Asset is rendered not Available or defective by any loss, destruction or damage arising from any of the circumstances set out in paragraph 2.1.2 (a) through (q) of Schedule 4 of the Performance Measurement Code, until such time as the condition which has rendered the Asset not Available or defective (i) has been corrected; or (ii) if earlier, would have been corrected by an Infraco following Good Industry Practice.

1.1.4 Any costs and expenses incurred as a result of undertaking a test referred to in paragraphs 1.1.2 or 1.1.3 above shall be borne by the party requesting the test with the exception referred to in paragraph 3.2.1.

1.1.5 Infraco shall submit to LUL, in writing, a programme for completing any tests undertaken in accordance with paragraphs 1.1.2 or 1.1.3 ( the Programme ), not less than three (3) months prior to the beginning of that Programme and, in the event that a test has been requested by LUL, no more than one (1) month following the date of the request. Except as agreed by LUL, the Programme shall not affect LUL's ability to deliver the Train Service in accordance with the Working Timetables in use during the period of the Programme. The Programme shall be subject to the Access Code.

1.1.6 The Programme shall:

(a) include a Programme Completion Date by which any tests undertaken in accordance with paragraphs 1.1.2 or 1.1.3, and described in this Part A must be completed and validated;

(b) specify the tests to be performed and estimates to be made, together with any modifications proposed in accordance with paragraph 1.3 below; and

(c) where relevant, specify the proposed mode of operation of the tests referred to in (a) above and demonstrate that as far as reasonably practicable the proposed mode of operation is representative of the mode of operation for normal service operation. Where alternative modes of operation are available and are in use for Train Facilities at Transfer Date, on the Route for which Infraco is responsible, the mode of operation used for the purpose of determining the Infraco Measures at Transfer Date shall be used for subsequent test Programmes. Where Infraco introduces a mode of operation not previously used on the Route for which it is responsible ( a new mode of operation ), the new mode of operation shall be used for all subsequent test Programmes provided that the new mode of operation is suitable for all normal service operation. For the avoidance of doubt:
(i) where the new mode of operation is Automatic Train Operation it will be considered suitable for all normal service operation on Routes where occasionally Automatic Train Operation is switched off due to conditions of low adhesion at the rail head, providing Infraco makes reasonable endeavours in accordance with Good Industry Practice to keep Automatic Train Operation switched on at all times; and

(ii) for Infraco SSL District Line D-Stock Trains, the facility to set the mode of operation "Train Coasting On" shall be retained and future Journey Time Capability test programmes shall be concluded with "Train Coasting On".

1.1.6A Infraco shall act reasonably in preparing the Programme, having regard to the number and type of tests to be performed and the requirements of the Access Code. When a test is requested by LUL in accordance with paragraph 1.1.3 Infraco shall use best endeavours to ensure, when preparing the Programme, the earliest possible Programme Completion Date, that is reasonable in the circumstances.

1.1.7

(a) Where the test or tests are requested by LUL, in accordance with paragraph 1.1.3 above, Infraco shall submit to LUL, together with the Programme, a written estimate of the costs and expenses referred to in paragraph 1.1.4 above.

(b) LUL shall respond in writing to Infraco within three (3) weeks of receipt of Infraco's cost estimate stating whether LUL accepts or rejects such cost estimate.

(c) In the event that LUL rejects the cost estimate, either party may refer the matter to be resolved under the Dispute Resolution Agreement.

1.1.8 LUL shall notify Infraco, in writing, as to whether it accepts or rejects the Programme within three (3) weeks of receiving it. LUL may reject the Programme: (a) where it fails to comply with the requirements of paragraphs 1.1.5 or 1.1.6 above;

(b) where Infraco fails to comply with paragraph 1.1.6A above;

(c) where LUL objects to the mode of operation of the tests as proposed by Infraco under paragraph 1.1.6(c) above; or

(d) where LUL does not accept the estimate of costs and expenses provided in accordance with paragraph 1.1.7. Where LUL rejects the Programme it shall give reasons in writing. Where LUL accepts the Programme, it may be subsequently modified by Infraco with the prior approval of LUL.

1.1.9 If LUL accepts the Programme in accordance with paragraph 1.1.8 above and accepts any cost estimate submitted in accordance with paragraph 1.1.7 above, LUL shall where such resources can only be provided by LUL make available to Infraco such of LUL's resources as are necessary for completion of the tests, and shall agree the timing of the Programme with Infraco.

1.1.10 Where LUL rejects the Programme, Infraco shall submit an amended Programme within three (3) weeks of receiving written notification of the rejection.

1.1.11 In the event that LUL rejects the amended Programme, either party may refer the matter to be resolved under the Dispute Resolution Agreement. Once the dispute about the amended Programme is resolved, any consequent ISC Adjustment shall be deemed to apply from the Payment Period in which the previously agreed Programme Completion Date fell, as established through the resolution.

1.1.11A Where LUL accepts a Programme, or where a Programme is determined under the Dispute Resolution Agreement, Infraco shall use its best endeavours to comply with such Programme, and in particular to meet the Programme Completion Date.

1.1.12 Where Infraco wishes to provide instructions to drivers carrying out any of the tests detailed in this Schedule, which would not be provided to drivers in normal passenger service, Infraco shall provide these instructions to LUL not less than one month prior to the start of the Programme.

1.1.12A The Train operator carrying out the test shall be qualified and experienced with respect to the operation of the type of Rolling Stock and Route being tested.

1.1.13 LUL shall notify Infraco, in writing, within 1 week of receiving any instructions as defined in paragraph 1.1.12, as to whether LUL accepts or rejects these instructions. Where LUL rejects any instructions it shall give its reasons in writing.

1.1.14 In the event that LUL rejects the instructions, either party may refer the matter to be resolved under the Dispute Resolution Agreement.

1.1.15 If Infraco has failed to meet the Specified Line Upgrades as required by paragraph 1.5.1 of Schedule 2.1 ( Service Outputs ) of the PPP Contracts, or any other planned improvement in Capability, then, to the extent that such failure results from a failure to test Capability in accordance with Schedule 2 of this Performance Measurement Code and providing such failure is not the result of an act or omission by Infraco, Infraco shall not be in breach of its obligations under this paragraph 1.1 and after a subsequent Capability test has been completed and the results submitted to LUL, the consequent ISC Adjustment shall be deemed to apply from the beginning of the Payment Period in which the previously agreed Programme Completion Date fell, together with interest at the Applicable Rate.

1.1.16 If Infraco has failed to perform and validate a Capability test by the Programme Completion Date, providing such failure is not the result of an act or omission by Infraco, or providing such test has been impeded, interfered with or prevented by matters reasonably outside the control of Infraco, Infraco shall not be in breach of its obligations under this paragraph 1.1, and after a subsequent Capability test has been completed and the results submitted to LUL, the consequent ISC Adjustment shall be deemed to apply from the beginning of the Payment Period in which the previously agreed Programme Completion Date fell, together with interest at the Applicable Rate.

1.1.17 Infraco may, within seven (7) days of a test result being made available to it, make a submission to LUL that the test result should be declared an Abnormal Capability Test Result. LUL shall review Infraco's submission and, acting reasonably and considering the evidence available, decide whether a test result is to be declared an Abnormal Capability Test Result and inform Infraco of their decision within seven (7) days of receiving the submission. The following circumstances and any other circumstances as may be agreed between the parties from time to time, shall be prima facie evidence of an Abnormal Capability Test Result: i ) the Train operator carrying out the test, failing to make reasonable endeavours to comply with the instructions provided by Infraco under clause 1.1.12 of this Schedule 2 to the best of his ability at the time; or

ii ) the Train operator carrying out the test being shown to have knowingly driven in a materially sub optimal way; or

iii ) poor rail adhesion, arising from factors outside the Infraco's control, for example from adverse weather conditions, deemed sufficiently detrimental to performance such that had the same conditions arisen in normal service it would have resulted in a Service Disruption; or

iv ) there being an unusually low voltage or power failure which affected the running of the test. Where evidence provided by Infraco demonstrates similar circumstances to those that had arisen during the course of measurement tests and which had produced results which were subsequently utilised in the derivation of the Infraco Measures which were used as inputs to the Capability Data in Appendix 5 ( Capability Model Workbook ) of Schedule 2.2 of the PPP Contract at Transfer Date, then LUL shall be deemed reasonable in rejecting that evidence.

In the event that LUL rejects a request from Infraco for a test result to be declared as an Abnormal Capability Test Result, Infraco may refer the matter to be resolved under the Dispute Resolution Agreement.

Where there has been an Abnormal Capability Test Result declared, and provided that no material change has been performed to the area of railway relating to the particular Capability test, the particular Capability test shall be re-run as part of the same test Programme within three (3) months of LUL having informed Infraco of the Abnormal Capability Test Result. Infraco shall not amend the test Programme in any other way without the agreement of LUL. The consequent ISC Adjustment derived from the re-run test result shall be deemed to apply from the beginning of the Payment Period in which the previously agreed Programme Completion Date fell, together with interest at the Applicable Rate as if it had been derived from the Capability test that yielded the Abnormal Test Result.

1.2 Test review procedures

1.2.1 Infraco shall submit values for each of the Infraco Measures referred to in paragraph 1.1.1, together with the results of the tests described in this Part A and any further information required in accordance with Appendices 9A ( Train Conditions ) and 9B ( Station Conditions ) of Schedule 2.1 of the applicable PPP Contract, to LUL within two (2) weeks of the Programme Completion Date.

1.2.2 In respect of the values, results and information provided in accordance with paragraph 1.2.1, the procedures set out in Appendix 9C ( Conditions Procedure ) of Schedule 2.1 of the applicable PPP Contract shall be deemed to apply.

1.2.3 Within two (2) weeks of the determination of the values referred to in paragraph 1.2.1 in accordance with the procedures described in paragraph 1.2.2, LUL shall calculate Journey Time Capability in accordance with this Part A of Schedule 2 of this Performance Measurement Code. The Journey Time Capability so calculated shall be deemed to apply from the beginning of the Payment Period in which the Programme Completion Date fell.

1.3 Test modification

1.3.1 At any time, Infraco may propose modifications including the use of simulations and other modelling techniques to the tests described in this Schedule 2. These modifications may include the replacement of some tests with simulation or modelled estimations.

1.3.2 When proposing modifications, Infraco shall provide LUL, in writing, with:

(a) an explanation of the modification and the benefits expected from it; and

(b) information demonstrating that any proposed modification does not result in any material change in the nature of the measurement obtained from the test, or any material reduction in the accuracy of the measurement.

1.3.3 Infraco shall not make any modifications to the tests described in this Schedule without the prior approval of LUL. Approval will apply to a given Programme only.

1.3.4 For test Programmes requested by LUL only on Train Facilities owned by SSL or BCV only, test modifications proposed by Infraco that are identical to those made for the determination of the Infraco Measures at the Transfer Date, as set out in the LUL document entitled "Method for the Calculation of JTCM Benchmarks - Draft Report", version 1 dated October 2001, will be agreed by LUL provided that the resulting incremental change to the value of relevant Infraco Measures using the test modifications is equivalent to the incremental change that would be expected had the Infraco Measures at Transfer Date and proposed test Programme been performed without those modifications.

1.4 Adjustment for Speed Restrictions

1.4.1 In the event that a Speed Restriction, notified in accordance with paragraph 3.1 of Schedule 3 of this Performance Measurement Code, is in place on a section of track when it is subject to: (a) any test described in paragraph 2.2, including any such test modified in accordance with paragraph 1.3; or

(b) any test or estimate described in paragraph 3, including any such test or estimate modified in accordance with paragraph 1.3; and the elapsed time between the imposition of such Speed Restriction and the date of the test includes less than three (3) complete Payment Periods, LUL shall estimate the value of IRI( ixy ) or RORIT( x,d ), as appropriate, that would have been obtained if the Speed Restriction had not been in place when the test was performed or the estimate was made.

1.4.2 In the event that a Speed Restriction, notified in accordance with paragraph 3.1 of Schedule 3 of this Performance Measurement Code, is imposed on a section of track subject to: (a) any test described in paragraph 2.2, including any such test modified in accordance with paragraph 1.3; or

(b) any test or estimate described in paragraph 3, including any such test or estimate modified in accordance with paragraph 1.3; and the elapsed time between the imposition and lifting of such Speed Restriction includes three (3) or more complete Payment Periods, LUL shall, following the end of the third complete Payment Period, estimate the value of IRI( ixy ) or RORIT( x,d ), as appropriate, that would have been obtained if the Speed Restriction had been in place when the test was performed or the estimate was made.

1.4.2A In the event that a Speed Restriction dealt with in accordance with paragraph 1.4.2 and paragraph 1.4.5(b) of Schedule 2 of the Performance Measurement Code results in Train Cancellations arising from Minimum Headway Available at locations not represented in the relevant Capability Model Workbook, then such Train Cancellations will be recorded and attributed in accordance with Schedule 3 and Schedule 4 of the Performance Measurement Code as if the elapsed time between the imposition and lifting of the Speed Restriction had included less than three (3) complete Payment Periods so that the Speed Restriction would have been taken into account in the NACHs calculations.

1.4.3 For the purposes of paragraph 1.4.2 above, lifting of a Speed Restriction shall mean its complete removal after the Incident which caused it has been Closed-out. A change in any of the data requirements recorded by SMART in accordance with paragraph 3.2 of Schedule 3 and set out in Table 6 Part B(i) of Schedule 5 ( Data Requirements ) of this Performance Measurement Code shall not, by itself, constitute the lifting of a Speed Restriction.

1.4.3A Notwithstanding paragraph 1.4.2 above, in the event that a Speed Restriction, notified in accordance with paragraph 3.1 of Schedule 3 of this Performance Measurement Code, is in place on any section of track as set out in Table 1 of Appendix 8 of Schedule 2.2 of the PPP Contract when such section of track is subject to: (a) any test described in paragraph 2.2 including any such test modified in accordance with paragraph 1.3; or

(b) any test or estimate described in paragraph 3, including any such test or estimate modified in accordance with paragraph 1.3; LUL shall estimate the value of IRI( ixy ) or RORIT( x,d ), as appropriate, that would have been obtained if the Speed Restriction had not been in place when the test was performed or the estimate was made. The provisions of paragraph 1.4.2 shall not apply to any section of track in Table 1 Appendix 8 of Schedule 2.2 of the PPP Contract.

1.4.4 LUL shall submit to Infraco, in writing, any estimate made in accordance with paragraphs 1.4.1, 1.4.2 and 1.4.3A together with any supporting calculations within two (2) weeks of the test or the end of the third complete Payment Period for which the Speed Restriction is in place, as appropriate. Infraco may object within two (2) weeks of receiving such estimate.

1.4.5 In the event that Infraco does not object to an estimate made in accordance with paragraphs 1.4.1, 1.4.2 or 1.4.3A above: (a) in the case of an estimate made in accordance with paragraph 1.4.1 and 1.4.3A the estimate shall be used to determine a new value for Journey Time Capability, and that value shall be deemed to apply from the beginning of the Payment Period in which the Programme Completion Date fell for the test or tests performed while the Speed Restriction was in place; and

(b) in the case of an estimate made in accordance with paragraph 1.4.2, the estimate shall be used to determine a new value for Journey Time Capability, and that value shall be deemed to apply from the beginning of the Payment Period following the end of the third complete Payment Period for which the Speed Restriction is in place.

1.4.6 In the event that Infraco objects to an estimate made in accordance with paragraphs 1.4.1, 1.4.2 or 1.4.3A above, either party may refer the matter to be resolved under the Dispute Resolution Agreement.

1.4.7 The provisions of clause 1.4.2 above shall not apply to any section of track in Table 2 of Appendix 8 of Schedule 2.2 of the PPP Contract.

1.4.8 Where Infraco believes that it has lifted a Special Speed Restriction it shall advise LUL in writing within two (2) weeks of the date upon which Infraco believes it lifted the Special Speed Restriction.

1.4.9 LUL shall advise Infraco in writing within two (2) weeks of any notice given pursuant to paragraphs 1.4.8 above whether or not LUL accepts that the Special speed Restriction has been lifted.

1.4.10 In the event that LUL accepts that the Special Speed Restriction has been lifted the values of IRI ( ixy ) and RORIT ( x,d ) shall be adjusted from the beginning of the Payment Period following the Payment Period in which the Special Speed Restriction was lifted by applying the values attributed to such measures immediately prior to the imposition of the Speed Restriction in accordance with paragraph 3 of Schedule 3 of the Performance Measurement Code.

1.4.11 In the event that LUl does not accept that the Special Speed Restriction has been lifted, Infraco may either:

(a) refer the matter to be resolved under the Dispute Resolution Agreement: or

(b) comply with paragraphs 1.1.2 to 1.1.17 ( inclusive ), 1.2 and 1.3 above as appropriate, in respect of the values that Infraco alleges have been changed.

1.4.12 For the purposes paragraph 1.4.8 above, lifting of a Special Speed Restriction shall mean its complete removal after the incident which caused it has been Closed out. A change in any of the data requirements recorded by SMART in accordance with paragraph 3.2 of schedule 3 and set out in Table 6 Part B (i) of Schedule 5 ( Data Requirements ) of this Performance Measurement Code shall not, by itself, constitute the lifting of the Special Speed Restriction.

2. Minimum Run-Time on a Line Section (RI(ip))

2.1 Adjusted Inter-station Run-time

2.1.1 The Minimum Run-Time on a Line Section in time band p shall be the sum of the Adjusted Inter-station Run-times between adjacent Stations on the Line Section in time band p, expressed in minutes to two (2) decimal places. Where between adjacent stations the value of IRI( ixy ), as determined in accordance with paragraph 2.2, is replaced by the arithmetic average of the difference between Time G and Time D in accordance with paragraph 3.2.5, then the value so calculated shall apply to time band p = 1 only. The value of IRI( ixy ) determined in accordance with paragraph 2.2 shall apply to time band p = 2.

2.2 Test of Inter-station Run-time (IRI(ixy)) and Actual Wheel Start - Wheel Stop Link Time

2.2.1 Inter-station Run-time and Actual Wheel Start - Wheel Stop Link Time shall be determined using a test of the time for a Train to travel between adjacent Stations on a Line Section. Except as provided for in paragraph 2.3 below, Inter-station Run-time and Actual Wheel Start - Wheel Stop Time shall be measured in accordance with the measurement cycle defined in the table set out in paragraph 2.2.5 below.

2.2.2 The test of Inter-station Run-time and Actual Wheel Start - Wheel Stop Link Time shall be performed using a minimum of five (5) Service Trains or Service Spare Trains of each Rolling Stock type normally used by LUL on the Line Section when providing the scheduled service. At least one (1) week before the test is carried out, Infraco shall submit to LUL a list of Trains available for the test, which list shall include not less than sixty (60) per cent. of the total number of Trains of each Rolling Stock type normally used by LUL on the Line Section when providing the scheduled service. At least thirty six (36) hours prior to the test, LUL shall select from the list and advise Infraco of the Trains to be used for the specified test. Infraco shall fit the selected Trains with instruments capable of recording, to the nearest second, Time B, Time C, Time D and Time E in the Inter-station Run-time Measurement Cycle set out in the table below. Infraco shall undertake only planned or emergency maintenance during the period from when a Train is selected for use in a specified test to completion of such test. Any Trains excluded from the list provided by Infraco above shall not be excluded from the next list to be provided, where such Trains have been offered for service in the intervening period.

2.2.3 The Trains shall be driven by LUL drivers qualified to drive Trains instrumented in accordance with paragraph 2.2.2. The drivers shall drive the Trains in order to minimise the Inter-Station Run-time, and in accordance with any instructions provided by Infraco and agreed by LUL in accordance with clause 1.1.12 above.

2.2.4 The test of Inter-station Run-time and Actual Wheel Start - Wheel Stop Time shall be performed for each Station Pair on the Line Section. A minimum number of five (5) tests shall be performed for each Route between Station Pairs on the Line Section. For any particular Station Pair, each test shall be performed using a different Train. Time B, Time C, Time D and Time E in the Inter-station Run-time measurement cycle set out in the table below shall be recorded to the nearest second.

2.2.5

The run-time between adjacent stations is defined as the difference between Time B and Time E, measured in seconds, in the Inter-station Run-time measurement cycle set out in the table below. The wheel start to wheel stop time is defined as the difference between Time C and Time D, measured in seconds, in the Inter-station Run-time measurement cycle set out in the table below.

Table - Inter-station Run-time Measurement Cycle

Status of Train	Location	Time
Train stationary in the platform with Train doors open.	Station x	A
Train door close button is pressed.	Station x	B
Train moves.	Station x	C
Train stops.	Station y	D
Train Door Open Train Wire Enabled.	Station y	E

2.2.6 The value of IRI( ixy ) shall be the arithmetic average of the run-times recorded for each train of a given Rolling Stock type travelling between adjacent Stations x and y along a given Route. Where more than one Route between Stations x and y exists and is required for the scheduled Journey Time Capability, the value of IRI( ixy ) to be used in the calculation set out in paragraph 2.1 above shall be the greatest of the values of IRI( ixy ) obtained for each Route. Where the test described in this paragraph 2.2 is performed using more than one (1) Rolling Stock type, the value of IRI( ixy ) to be used in the calculation set out in paragraph 2.1 above shall be the greatest of the values of IRI( ixy ) obtained for each Rolling Stock type and for each Route. For the avoidance of doubt, the calculated value of IRI( ixy ) shall be used for input into the relevant Capability Model Data.

2.2.7 The value of Actual Wheel Start - Wheel Stop Link Time between adjacent Stations x and y shall be the arithmetic average of the wheel start to wheel stop times recorded for each Train travelling between Stations x and y. For the avoidance of doubt, the calculated value of wheel start to wheel stop time shall be used for the purposes of calculating Service Points, as set out in Schedule 8 of this Performance Measurement Code.

2.3 Determination of Adjustment Factor for Customer Loading (L(p))

2.3.1 The Adjustment Factor for Customer Loading shall be determined using tests of the run-time along a defined, identical section of track for an Unloaded Train and a Fully Loaded Train.

2.3.2 The tests shall be performed using a single standard Service Train or Service Spare Train of each Rolling Stock type normally used by LUL on the Line Section when providing the scheduled service. At least one (1) week before the test is carried out, Infraco shall submit to LUL a list of Trains available for the test, which list shall include not less than sixty (60) per cent. of the total number of Trains of each Rolling Stock type normally used by LUL on the Line Section when providing the scheduled service. At least thirty six (36) hours prior to the test, LUL shall select from the list and advise Infraco of the Trains to be used for the specified test. Infraco shall fit the selected Train with instruments capable of recording, to the nearest second, Time B and Time E in the run-time measurement cycle set out in the table below. Infraco shall undertake only planned or emergency maintenance during the period from when a Train is selected for use in a specified test to completion of such test. Any Trains excluded from the list provided by Infraco above shall not be excluded from the next list to be provided, where such Trains have been offered for service in the intervening period.

2.3.3 The Train shall be driven by an LUL driver qualified to drive trains instrumented in accordance with paragraph 2.3.2 above. The driver shall drive the Train in order to minimise the times defined in the Run-time Measurement Cycle defined in paragraph 2.3.5 below, and in accordance with any instructions provided by Infraco and agreed by LUL in accordance with clause 1.1.12 above.

2.3.4 The Train shall be driven on a section of track selected by Infraco and approved by LUL. The section of track shall meet the following criteria: (a) the length of the section of track shall be at least 1.5km, but no more than 2km in length;

(b) the gradient of the section of track shall not exceed 1 in 100 at any point; and

(c) there shall be no speed restriction of 50kph or less at any point on the section of track.

2.3.5

The Train shall be driven a minimum of five (5) times as a Fully Loaded Train and a minimum of five (5) times as an Unloaded Train between two (2) locations, x and y on the track section. The distance between x and y measured along the section of track shall be at least 1.5km and no more than 2km. For each journey between x and y, Time B and Time E in the Run-time Measurement Cycle in the table below shall be recorded to the nearest second.

Table - Run-time Measurement Cycle

Status of Train	Location	Time
Train stationary with Train doors open.	Location x	A
Train door close button is pressed.	Location x	B
Train moves.	Location x	C
Train stops.	Location y	D
Train Door Open Train Wire Enabled.	Location y	E

2.3.6 The run-time for each journey between x and y shall be the difference between Time B and Time E, measured in seconds. The average run-time for the Fully Loaded Train ( ART ( f,j ) ) shall be the arithmetic average of differences so recorded for journeys between x and y using the Fully Loaded Train, of Rolling Stock type j . The average run-time for the Unloaded Train ( ART ( u,j ) ) shall be the arithmetic average of the differences so recorded for journeys between x and y using the Unloaded Train, of Rolling Stock type j.

2.3.7 The value of ( ART ( f ) ) and ( ART ( u ) ) shall be equal to the values of ( ART ( f,j ) ) and ( ART ( u,j ) ) respectively, for that Rolling Stock type j for which the ratio of ( ART ( f,j ) ) to ( ART ( u,j ) ) is the greatest.

2.3.8 The value of L(p) shall be defined as follows:

(a) For time band p = 1, L(p) = Mathematical formula

;

(b) For time band p = 2, L(p) = Mathematical formula

2.4 Determination of Door Opening Time

2.4.1

Door Opening Time ( DOT ) shall be measured in accordance with the measurement cycle defined in the table below.

Table - Door Opening Time Measurement Cycle

Status of door opening cycle	Time
Door Open Train Wire Enabled	Time A
Door and Platform Edge Door ( where fitted ) in fully open position	Time B

2.4.2 The test shall be performed using five (5) standard Service Train or Service Spare Trains of each Rolling Stock type normally used by LUL on the Line Section when providing the scheduled service. At least one (1) week before the test is carried out, Infraco shall submit to LUL a list of Trains available for the test, which list shall include not less than sixty (60) per cent. of the total number of Trains of each Rolling Stock type normally used by LUL on the Line Section when providing the scheduled service. At least thirty six (36) hours prior to the test, LUL shall select from the list and advise Infraco of the Trains to be used for the specified test. Infraco shall fit the selected Trains with instruments capable of monitoring the time from Door Open Train Wire Enabled to the passenger saloon doors being in the fully open position. Infraco shall undertake only planned or emergency maintenance during the period from when a Train is selected for use in a specified test to completion of such test. Any Trains excluded from the list provided by Infraco above shall not be excluded from the next list to be provided, where such Trains have been offered for service in the intervening period.

2.4.3 For each passenger saloon door on each Train, the difference, measured in seconds, between Time A and Time B in the measurement cycle in the table in paragraph 2.4.1 above shall be recorded.

2.4.4 For each Rolling Stock type, DOT shall be the arithmetic average, expressed in seconds to one decimal place, of the recorded differences between Time A and Time B for the doors tested on all Trains. Tests will be undertaken on a sample of five (5) Trains.

2.5 Determination of Dwell Time (DWT(pxy))

2.5.1 Dwell Time shall be determined using the following measurements for each Rolling Stock type j: (a) C ( j ), being the Crush Standing Capacity of a Train, measured in accordance with paragraph 5.1 below;

(b) S ( j ), being the Seating Capacity of a Train, measured in accordance with paragraph 5.2 below;

(c) NDOOR - A ( j ), being the number of doors of design A on one side of a Train;

(d) NDOOR - B ( j ), being the number of doors of design B on one side of a Train;

(e) WDOOR - A ( j ), being the horizontal width of the aperture created by a door of design A when fully open, measured at the narrowest point in metres measured to two (2) decimal places;

(f) WDOOR - B ( j ), being the horizontal width of the aperture created by a door of design B when fully open, measured at the narrowest point in metres measured to two (2) decimal places;

(g) WSCREEN ( j ), being for doors of design A:
(i) with Draughtscreens fitted between the Vestibule Area and the adjacent seats, the distance between the Draughtscreens on either side of the door, measured at floor level along the direction of travel in metres measured to two (2) decimal places; or

(ii) without Draughtscreens between the Vestibule Area and the adjacent seats, the distance between the edge of the seats on either side of the door, measured at floor level along the direction of travel in metres measured to two (2) decimal places, reduced by 0.03 metres;
(h) WCROSS ( j ), being the distance between two doors on opposite sides of the Vestibule Area, measured at floor level perpendicular to the direction of travel in metres measured to two (2) decimal places; and

(i) STEP ( j,x ( b ),d ), being the arithmetic average of the maximum diagonal Stepping Distance measured for each car: the car passenger saloon door with the maximum Stepping Distance for each car shall be measured. The diagonal Stepping Distance shall be measured in metres to 3 ( three ) decimal places between the platform and nearest edge of the floor or step plate, provided that where the step plate is used for this purpose it shall be at the same level as the floor in the vestibule area. Measurements will be made on a stationary Unloaded Train on Rolling Stock of type j used in service at platform b at station x in direction d, such that the distance between the front of the cab and the platform stop marker is minimised. Where there is no stop marker the usual Train stopping position shall be taken. Where more than one Rolling Stock type is used in service at platform b STEP ( j,x ( b ),d ) shall be maximum obtained over all Rolling Stock types used in service at platform b. STEP ( j,x ( b ),d ) shall be expressed in metres to 3 ( three ) decimal places.

2.5.2 For the purposes of the measures described in paragraph 2.5.1(c)-(f) above, design A shall mean the design used for the majority of doors on the Train and design B shall mean the design used for other doors.

2.5.3 The measurements described in paragraph 2.5.1 shall be used to determine the value of EDWMAX ( j,x,d,p ), being the Dwell Time for Rolling Stock of type j located at Station x in time band p. The value of EDWMAX ( j,x,d,p ) shall be calculated according to the relevant Capability Model Data.

2.5.4 The value of DWT ( pxy ) shall be the maximum value of EDWMAX ( j,x,d,p ) in time band p, over all stock types j used to provide the service between Station x and Station y on Line Section i, and where direction d is such that Trains arrive at Station y after they have departed from Station x.

3. Minimum Headway Available on a Line Section (HI(i))

3.1 Minimum Headway Calculation

3.1.1 Infraco shall estimate the following values for each Rolling Stock type j normally used by LUL on the Line Section to provide the scheduled service: (a) the Full Speed Run-out Run-in Time, for each platform p ( RORIF ( p,j ) ), being the difference measured in seconds between Time H and B in the RORIF measurement cycle set out in the table in paragraph 3.2.5 below, applied to trains of Rolling Stock type j;

(b) the At Rest Run-out Run-in Time, for each platform p ( RORIR ( p,j ) ), being the difference, measured in seconds, between Time B and Time G in the RORIR measurement cycle set out in the table in paragraph 3.2.6 below, applied to Trains of Rolling Stock type j;

(c) the Full Speed Run-out Run-in Time for each Berth b ( RORIFB ( b,j ) ), being the minimum difference, measured in seconds, between the time at which a Train of Rolling Stock type j passes a Berth b, located between two Stations, and the time at which a following Train of the same Rolling Stock type passes the same Berth, assuming both Trains travel at the maximum achievable speed permitted at each point on the Line;

(d) the At Rest Run-out Run-in Time for each Berth b ( RORIRB ( b,j ) ), being the difference, measured in seconds, between Time C and Time A in the RORIRB Measurement Cycle set out in the table in paragraph 3.2 below, applied to trains of Rolling Stock type j;

(e) the Reversing Time ( TREV ( j ) ), being the difference, measured in seconds, between Time F and Time A in the Trev Measurement Cycle set out in the table in paragraph 3.2.9 below;

(f) the Run-out Run-in Time for a station x in direction of travel d ( RORIT ( x,d ) ), being the maximum of the measures described in paragraphs 3.1.1 (a) and 3.1.1. (b) above over all platforms and Rolling Stock types at station x in direction of travel d;

(g) the Run-out Run-in Time for a location x which is not a station in direction of travel d ( RORIT ( x,d ) ), being the maximum of the measures described in paragraphs 3.1.1 (c) and 3.1.1 (d) above over all Berths and Rolling Stock types at location x in direction of travel d;

(h) at rest Flat Junction time ( FLATR ( f,j ) ) being the minimum time between two Trains traversing junction f from rest on route 1, when separated by a traversing Train departing from an adjacent Station on route 2, measured in seconds for Trains of type j;

(i) the full speed Flat Junction time ( FLATF ( f,j ) ) being the minimum time between two Trains traversing junction at full speed on route 1, when separated by a traversing Train departing from rest at adjacent Berth or Station on route 2, measured in seconds for Trains of type j;

(j) the at rest Flat Junction time at Berth ( FLATRB ( f,j ) ) being the minimum time between two Trains traversing junction from rest on route 1, when separated by a Train traversing junction departing from rest at adjacent Berth on route 2, measured in seconds for Trains of type j;

(k) the full speed Flat Junction time at Berth ( FLATFB ( f,j ) ) being the minimum time between two Trains traversing junction from rest on route 1, when separated by a Train traversing junction at full speed from adjacent Berth on route 2; and

(l) the Flat Junction time for Flat Junction f ( FLATT ( f ) ) being the maximum time of the measures described in paragraphs (h) to (k) above, across all route combinations and Rolling Stock j operating on the respective routes.

(m) the at rest Headway arrival time ( HARR ( x,m,j ) ) being the minimum time between two trains travelling in the same direction arriving at different through platforms with the first Train arriving at platform x at station m, measured in seconds for Trains of type j.

(n) the full speed Headway arrival time ( HARRF ( x,m,j ) ) being the minimum time between two trains travelling in the same direction at full speed arriving at different through platforms with the first Train arriving at platform x at station m, measured in seconds for Trains of type j.

(o) the Headway departure time ( HDEP ( x,m,j ) ) being the minimum time between two trains departing in the same direction from different through platforms, with the first Train departing from platform x at station m, measured in seconds for Trains of type j.

(p) the at rest same platform Headway arrival time ( HSARR ( x,m,j ) ) being the minimum time between two trains arriving at platform x, when separated by a train travelling in the same direction arriving at platform y, at station m, measured in seconds for Trains of type j.

(q) the full speed same platform Headway arrival time ( HSARRF ( x,m,j ) ) being the minimum time between two trains arriving at platform x at full speed, when separated by a train travelling in the same direction arriving at platform y at full speed, at station m, measured in seconds for Trains of type j.

(r) the same platform Headway departure time ( HSDEP ( x,m,j ) ) being the minimum time between two trains departing from platform x, when separated by a train travelling in the same direction departing from platform y at station m, measured in seconds for Trains of type j.

(s) the Headway arrival time for platform x at station m with multiple through platforms HARRT ( x,m ), being the maximum time of the measures described in paragraphs (m) and (n) above, across all possible scheduled route combinations and Rolling Stock j operating on the respective routes.

(t) the Headway departure time for platform x at station m with multiple through platforms HDEPT ( x,m ), being the maximum time of the measures described in paragraph (o) above, across all possible scheduled route combinations and Rolling Stock j operating on the respective routes.

(u) the same platform Headway arrival time for platform x at station m with multiple through platforms HSARRT ( x,m ), being the maximum time of the measures described in paragraphs (p) and (q) above, across all possible route combinations and Rolling Stock j operating on the respective routes.

(v) the same platform Headway departure time for platform x at station with multiple through platforms HSDEPT ( x,m ), being the maximum time of the measures described in paragraph (r) above, across all possible scheduled platform and route combinations and Rolling Stock j operating on the respective routes. The measurement cycles, as set out in the tables in this Schedule 2 of the Performance Measurement Code paragraphs 3.2.5-3.2.8, 3.2.10 - 3.2.19, can be applied at any Berth or platform approaching or departing a Flat Junction where applicable, with Trains moving towards and approaching from any of the possible combinations of scheduled moves.

3.1.2 The value of HI ( i ) shall be determined according to the estimates described in paragraph 3.1.1 to be used in the calculations of HI ( I ) defined in the relevant Capability Model.

3.1.3 Locations not already in existence in the Infraco measurements input data to the relevant Capability Model Data, may only be installed into the relevant Capability Model Workbook: (a) where Infraco has conducted Capability tests that result in increased payments to the Infraco as calculated in accordance with the relevant Capability Model and LUL request Minimum Headway Available at locations not already in the relevant Capability Model Workbook to assure itself that no other Headway constraints exist or have been brought about by the Infraco works that would result in LUL not being able to exploit the measured improved performance; or

(b) where the condition of Assets have demonstrably changed, such as that the value of the result of the measurement at the location to be installed into the relevant Capability Model Workbook has significantly increased compared to the value that would have been achieved had it been specifically measured before the Transfer Date, and the Journey Time Capability is directly affected as a result.

Any new locations will be installed into the relevant Capability Model Workbook in such a way as to ensure that there is no impact on any other aspect of the calculation of Journey Time Capability, other than the new location's inclusion in the set of locations evaluated for the determination of the Minimum Achievable Headway, HI(I), for that Line Section.

3.1.4 Any changes made in accordance with paragraph 3.1.3 above shall be validated and agreed by both parties to ensure that such changes have been made correctly and done in accordance with the conditions set out above. Infraco may request that, following any such changes, the relevant Capability Model is audited by a mutually agreed independent party ( other than the Agent ), the cost of such audit being shared between LUL and the Infraco.

3.2 Validation of Minimum Headway Calculation

3.2.1 LUL may request Infraco to validate the estimates described in paragraph 3.1.1 using the tests defined in this paragraph 3.2. Any such request must be made within two (2) weeks of receiving the estimates. For the avoidance of doubt, the values of RORIF ( b,j ), RORIR ( b,j ), RORIFB ( b,j ) RORIRB ( b,j ), TREV ( j ), FLATR ( f,j ), FLATF ( f,j ), FLATRB ( f,j ), FLATFB ( f,j ) HARR ( x,m,j ), HARRF ( x,m,j ), HDEP ( x,m,j ), HSARR ( x,m,j ), HSARRF ( x,m,j ) and HSDEP ( x,m,j ), determined in accordance with this paragraph 3.2 shall be used in place of any values estimated in accordance with paragraph 3.1 in the calculation of HI (i). In the event that the values so calculated in this paragraph 3.2 are different to the estimates described in paragraph 3.1.1 Infraco shall be responsible for the costs of testing in accordance with this paragraph 3.2.

3.2.2 The tests of RORIF ( b,j ), RORIR ( b,j ), RORIFB ( b,j ), RORIRB ( b,j ), FLATR ( f,j ), FLATF ( f,j ), FLATRB ( f,j ), FLATFB ( f,j ), HARR ( x,m,j ), HARRF ( x,m,j ), HDEP ( x,m,j ), HSARR ( x,m,j ), HSARRF ( x,m,j ) and HSDEP ( x,m,j ) shall be performed using two (2), or three (3) where required, Service Trains or Service Spare Trains of each Rolling Stock type normally used by LUL on the Line Section when providing the scheduled service. At least one (1) week before the test is carried out, Infraco shall submit to LUL a list of Trains available for the test, which list shall include not less than sixty (60) per cent. of the total number of Trains in Infraco's fleet. At least thirty six (36) hours prior to the test, LUL shall select from the list and advise Infraco of the Trains to be used for the specified test. Infraco shall fit the selected Trains with instruments capable of recording, to the nearest second, the times specified in the RORIF, RORIR, RORIFB, RORIRB, FLATR ( f,j ), FLATF ( f,j ), FLATRB ( f,j ), FLATFB ( f,j ), HARR ( x,m,j ), HARRF ( x,m,j ), HDEP ( x,m,j ), HSARR ( x,m,j ), HSARRF ( x,m,j ) and HSDEP ( x,m,j ) Measurement Cycles set out in this paragraph 3.2. Infraco shall undertake only planned or emergency maintenance during the period from when a Train is selected for use in a specified test to completion of such test. Any Trains excluded from the list provided by Infraco above shall not be excluded from the next list to be provided, where such Trains have been offered for service in the intervening period.

3.2.3 The Trains shall be driven by LUL drivers qualified to drive Trains instrumented in accordance with paragraph 3.2.2 above.

3.2.4 A minimum number of five (5) tests shall be performed for each Route between Station Pairs on the Line Section.

3.2.5

Following completion of each RORIF measurement cycle, as set out in the table below, the difference, measured in seconds, between Time H and Time B defined in the table shall be recorded. The value of RORIF ( p,j ) shall be the arithmetic average of the differences so recorded expressed to the nearest second. The value of IRI ( ixy ), as determined in accordance with paragraph 2.2, shall be replaced by the arithmetic average of the difference between Time G and Time D expressed to the nearest second for time band p = 1.

Table - RORIF Measurement Cycle

Status of Train	Location	Time
First Train is stationary with Train doors fully open.	Station y	A
First Train Doors Close Button is pressed.	Station y	B
First Train moves from platform b	Station y	C
Second Train Door Close Button is pressed	Station x	D = {B-( IRI( ixy )+DOT )+( estimated value of RORIF( bj ) )}
Second Train moves from platform	Station x	E
Second Train stops at platform b	Station y	F
Second Train Door Open Wire Enabled	Station y	G
Second Train at Platform with doors fully open	Station y	H

3.2.6

Following the completion of each RORIR measurement cycle, as set out in the table below, the difference, measured in seconds, between Time G and Time B defined in the table shall be recorded. The value of RORIR ( p,j ) shall be the arithmetic average of the differences so recorded expressed to the nearest second.

Table - RORIR Measurement Cycle

Status of Train	Location	Time
First Train is stationary at platform b with Train doors fully open	Station y	A
Second Train stationary at Berth	Berth is the nearest berth to platform b terminated by a signal protecting platform b in the direction of travel	A
First Train's Door Close Button is pressed	Station y	B
First Train moves from platform b	Station y	C
Second Train moves from Berth following clearance of signal	Berth	D
Second Train stops at platform b	Station y	E
Second Train Door Open Wire Enabled	Station y	F
Second Train at Platform with doors fully open	Station y	G

3.2.7

Following the completion of each RORIFB measurement cycle, as set out in the table below, the difference, measured in seconds, between Time C and Time H defined in the table shall be recorded. The value of RORIFB ( b,j ) shall be the arithmetic average of the difference so recorded expressed to the nearest second. The value of IRI( ixy ) as determined in accordance with paragraph 2.2, shall be replaced by the maximum of the differences between Time H and Time D for the Second Train or Time C and Time A for the First Train, expressed to the nearest second.

Table - RORIFB Measurement Cycle

Status of Train	Location	Time
First Train Door Close Button Pressed	Station x	Time A
First Train moves from platform	Station x	Time B
First Train at Platform with Train Door Open Wire Enabled	Station y	Time C
Second Train Door Close button pressed.	Station x	Time D = Time A +( estimated value of RORIFB( b,j ) )
First Train moves from platform	Station y	Time E
Second Train moves from platform	Station x	Time F
Second Train wheels stop at platform	Station y	Time G
Second Train at Platform with Train Door Open Wire Enabled	Station y	Time H

3.2.8

Following the completion of each RORIRB measurement cycle, as set out in the table below, the difference, measured in seconds, between Time C and Time A defined in the table shall be recorded. The value of RORIRB ( b,j ) shall be the arithmetic average of the differences so recorded expressed to the nearest second.

Table - RORIRB Measurement Cycle

Status of Train	Location	Time
First Train starts up from rest at Berth (1)	Berth (1) is the berth being measured by the RORIRB measurement cycle	Time A
Second Train starts up from rest at Berth (2) following signal clearance	Berth (2) is the nearest berth to Berth (1) terminated by a signal protecting Berth (1) in the direction of travel	Time B
Second Train stops at Berth (1)	Berth (1) is the berth being measured by the RORIRB measurement cycle	Time C
The measurement cycle is repeated for each Berth between Station x and Station y.

3.2.9

Following the completion of each TREV measurement cycle, as set out in the table below, the difference, measured in seconds, between Time F and Time A defined in the table shall be recorded. The value of TREV ( j ) shall be the arithmetic average of the five (5) differences so recorded expressed to the nearest second.

Table - TREV Measurement Cycle

Status of Train and Driver	Direction	Time

Driver 1
Driver 1 in cab 1, Train 1 drives towards Station y	Towards Station y
Train 1 stops at platform in Station y	Platform	Time A
Driver 1 pushes Train 1 door open button to open the Train doors	Platform
Train 1 Door Open Train Wire Enabled	Platform	Time B
Driver 1 de-activates cab 1 such that the other cab on light in cab 2 is extinguished and leaves the Train	Platform
Driver 1 activates the rear cab clear light ( or indicates to driver 2 via platform CCTV/mirrors if rear cab clear indicators are not provided ) so that it can be viewed by driver 2	Platform	Time C

Driver 2
Driver 2 is positioned on the platform adjacent to the entry door closest to cab 2 ( cab 2 is at other end of Train to cab 1 ) before train stops	Platform
Driver 2 enters cab as soon as permitted	Platform
Driver 2 activates cab 2	Platform	Time D
Driver 2 checks for rear cab clear ( or driver 1 ) indication	Platform
Driver 2 pushes the Train Doors Close Button to close doors in the minimum time delay	Platform	Time E
Train leaves the platform in the minimum time delay	Away from Station y	Time F

3.2.10

Following the completion of each FLATR measurement cycle, as set out in the table below, the difference measured in seconds, between Time H and Time B defined in the table shall be recorded. The value of FLATR( f,j ) shall be the arithmetic average of the differences so recorded expressed to the nearest second.

Table - FLATR Measurement Cycle

Status of Train	Location	Time
First Train stationary at Berth or platform with route clearance across Junction.	Location 1, route 1 ( it must be possible for a Train to traverse Junction on Route 2 while Train stationary at location 1 )	Time A
Second Train stationary at preceding Station, with Doors open waiting route clearance for route across Flat Junction	Platform 2, Route 2	Time A
First Train departs to traverse Flat Junction.	Location 1, Route 1	Time B
Route clearance given for second Train	Platform 2, Route 2	Time C
Door close Button pressed on second Train	Platform 2	Time D
Second Train departs and traverses Flat Junction at normal running speed.	Platform 2, Route 2	Time E
Route clearance given at location 1 for Route 1.	Location 1, Route 1	Time F
Door Close Button pressed on third Train Location 1 if Location 1 is a platform	Location 1, Route 1	Time G
Third Train departs to traverse Flat Junction	Location 1, Route 1	Time H

3.2.11

Following the completion of each of FLATF measurement cycle, as set out in the table below, the difference measured in seconds, between Time J and Time H defined in the table shall be recorded. The value of FLATF( f,j ) shall be the arithmetic average of the differences so recorded expressed to the nearest second. The value of IRI( ixy ), as determined in accordance with paragraph 2.2 above, shall be replaced by the arithmetic average of the difference between Time H and Time B, or by the arithmetic average of the difference between Time J and time G-t0, whichever is the greater expressed to the nearest second.

Table - FLATF Measurement Cycle

Status of Train	Location	Time
First Train stationary at Platform x, the last scheduled Station stop on route 1 before Flat Junction.	Location 1, Route 1 ( Location 1 = Platform x )	Time A
Second Train stationary at preceding platform/Berth waiting route clearance for route 2 across Flat Junction	Location 2, Route 2	Time A
Third Train on Route 1 stationary & directly behind Train 1	Location 3, Route 1	Time A
Door Close Button pressed for first Train departing to traverse Flat Junction at full speed	Location 1, Route 1	Time B
Third Train arrives at Platform x, Route 1	Platform x, route 1	Time C
Route clearance given for second Train	Platform 2, Route 2	Time D
Door Close button pressed on second Train ( if at platform )	Location 2, Route 2	Time E
Second Train departs to traverses Flat Junction	Platform 2, Route 2	Time F
Door Close Button pressed for third Train departing platform x, route 1	Platform x, Route 1	Time G-t0 ( where t0 =estimated full speed running time from platform x to location 4 )
Route clearance given for third Train at location 4 for route 1	Location 4, Route 1 ( Loc 4 is last point before impedance occurs if route 1 not clear across junction )	Time G
First Train arrives at Platform y & Train Door open Train wire enabled	Platform y, Route 1	Time H
First Train departs Platform y	Platform y, Route 1	Time I
Second Train arrives at Platform y & Train Door Open Train Wire Enabled	Platform y, Route 1	Time J

3.2.12

Following the completion of each FLATRB measurement cycle, as set out in the table below, the difference measured in seconds, between Time G and Time B defined in the table shall be recorded. The value of FLATRB( f,j ) shall be the arithmetic average of the differences so recorded expressed to the nearest second.

Table - FLATRB Measurement Cycle

Status of Train	Location	Time
First Train stationary at Berth or platform with route clearance across Junction.	Location 1, Route 1 ( it must be possible for a Train to traverse Junction on Route 2 while Train stationary at Location 1 )	Time A
Second Train stationary at Berth 2 waiting route clearance for route across Flat Junction	Berth 2, route 2	Time A
First Train departs to traverse Flat Junction.	Location 1, Route 1	Time B
Route clearance given for second Train	Berth 2, Route 2	Time C
Second Train departs and traverses Flat Junction at normal running speed	Berth 2, Route 2	Time D
Route clearance given at Location 1 for Route 1	Location 1, Route 1	Time E
Door close button pressed on third Train at Location 1 if Location 1 is a platform	Location 1, Route 1	Time F
Third Train departs to traverse Flat Junction	Location 1, Route 1	Time G

3.2.13

Following the completion of each FLATFB measurement cycle, as set out in the table below, the difference measured in seconds, between Time F and Time B defined in the table shall be recorded. The value of FLATFB( f,j ) shall be the arithmetic average of the differences so recorded expressed to the nearest second. The value of IRI( ixy ), as determined in accordance with paragraph 2.2, shall be replaced by the arithmetic average of the difference between Time G and Time C-t0 expressed to the nearest Second.

Table - FLATFB Measurement Cycle

Status of Train	Location	Time
First Train stationary at Berth or platform with route clearance across Junction.	Location 1, route 1 ( it must be possible for a Train to traverse Junction on route 2 while Train stationary at location 1 )	Time A
Second Train stationary at Platform x, the last scheduled station stop on Route 2 before Flat Junction	Platform x, Route 2	Time A
Second Train door close Button pressed before departure from Platform x	Platform x, Route 2	Time C- t₀ ( t_{0 =} estimated full speed running time from platform x to location 2 )
First Train departs to traverse Flat Junction	Location 1, Route 1	Time B
Route clearance given for second Train	Location 2, Route 2 ( =last point before impedance commences if route 2 not clear )	Time C
Route clearance given at Location 1 for Route 1.	Location 1, Route 1	Time D
Door Close Button pressed on third Train at Location 1 if Location 1 is a platform	Location 1, Route 1	Time E
Third Train departs to traverse Flat Junction	Location 1, Route 1	Time F
Second Train arrives and Train Door Open Train Wire enabled at Platform y, the first scheduled station stop on Route 2 after flat junction	Platform y, Route 2	Time G

3.2.14

Following the completion of each HARR measurement cycle, as set out in the table below, the difference measured in seconds, between Time E and Time C defined in the table shall be recorded. The value of HARR( x,m,j ) shall be the arithmetic average of the differences so recorded expressed to the nearest second.

Table - HARR Measurement Cycle

Status of Train	Location	Time
First train stationary at berth with route clearance to enter Station m Platform x.	Location 1, Route 1 ( Location 1 is such that it is possible to occupy berth while train at Platform x ).	Time A
Second Train stationary at berth awaiting route clearance to enter Station m Platform y	Location 2, Route 2 ( location 2 is such that it is possible to occupy Berth while Train at Platform y ).	Time A
First Train departs to enter Platform x at normal run-in speed.	Platform x	Time B
First Train arrives at Platform x and doors fully opened.	Platform x	Time C
Second Train given clearance to depart and enter Platform y	Platform y	Time D
Second Train arrives at Platform y and doors fully opened	Platform y	Time E

3.2.15

Following the completion of each HARRF measurement cycle, as set out in the table below, the difference measured in seconds, between Time H and Time G defined in the table shall be recorded. The value of HARRF( x,m,j ) shall be the arithmetic average of the differences so recorded expressed to the nearest second. The value of IRI( ixy ) as determined in accordance with paragraph 2.2 for the link between station 1 and station m, shall be replaced by the difference between Time G and Time B expressed to the nearest second. The value of IRI( ixy ) as determined in accordance with paragraph 2.2 for the link between station 2 and station m, shall be replaced by the difference between Time H and Time E expressed to the nearest second.

Table - HARRF Measurement Cycle

Status of Train	Location	Time
First Train stationary with doors open at station 1 before Station m on Route 1	Location 1, Route 1	Time A
First Train Door Close Button pressed	Location 1, Route 1	Time B
First Train departs Station 1.	Location 1, Route 1	Time C
Second Train stationary with doors open at station 2 before station m on route 2	Location 2, Route 2	Time D
Second Train Door Close Button pressed	Location 2, Route 2	Time E ( E = estimated latest time such that Train 2 will not be impeded by Train 1 )
Second Train departs Station 2	Location 2, Route 2	Time F
First Train arrives at Station m, Platform x and Train Door Open Train Wire Enabled	Platform x	Time G
Second Train arrives at station m, platform y and Train Door Open Train Wire Enabled	Platform y	Time H

3.2.16

Following the completion of each HDEP measurement cycle, as set out in the table below, the difference measured in seconds, between Time E and Time B defined in the table shall be recorded. The value of HDEP( x,m,j ) shall be the arithmetic average of the differences so recorded expressed to the nearest second.

Table - HDEP Measurement Cycle

Status of Train	Location	Time
First train stationary at Platform x at Station m with doors fully open with route clearance to depart.	Platform x	Time A
Second train stationary at platform y at station m with doors fully open awaiting clearance to depart.	Platform y	Time A
First Train Door Close Button pressed.	Platform x	Time B
First Train departs at normal running speed	Platform x	Time C
Route clearance given for second train to depart	Platform y	Time D
Second Train Door Close Button pressed.	Platform y	Time E
Second Train departs at normal running speed.	Platform y	Time F

3.2.17

Following the completion of each HSARR measurement cycle, as set out in the table below, the difference measured in seconds, between Time I and Time C defined in the table shall be recorded. The value of HSARR( x,m,j ) shall be the arithmetic average of the differences so recorded expressed to the nearest second.

Table - HSARR Measurement Cycle

Status of Train	Location	Time
First Train stationary at berth with route clearance to enter Station m Platform x.	Location 1, route 1 ( location1 is such that it is possible to occupy berth while train at platform x )	Time A
Second train stationary at berth awaiting route clearance to enter Station m Platform y	Location 2, route 2 ( location 2 is such that it is possible to occupy berth while train at platform y )	Time A
First Train departs to enter Platform x	Platform x	Time B
First Train arrives at Platform x and doors fully opened	Platform x	Time C
Second Train given clearance to depart and enter Platform y	Platform y	Time D
Second Train arrives at Platform y and doors fully opened	Platform y	Time E
First Train door close button pressed and train departs at normal running speed	Platform x	Time F
Third Train arrives at berth awaiting route clearance for platform x	Location 3, Route 3 ( may be different to Location 1 )	Time G
Third Train given Route clearance and Train departs	Location 3	Time H
Third Train arrives at platform x and doors fully opened	Platform x	Time I

3.2.18

Following the completion each HSARRF measurement cycle, as set out in the table below, the difference measured in seconds, between Time G and Time L defined in the table shall be recorded. The value of HSARRF( x,m,j ) shall be the arithmetic average of the differences so recorded expressed to the nearest second. The value of IRI( ixy ) as determined in accordance with paragraph 2.2 for the link between station 1 and station m, shall be replaced by the difference between Time G and Time B expressed to the nearest second. The value of IRI( ixy ) as determined in accordance with paragraph 2.2 for the link between station 2 and station m, shall be replaced by the difference between Time H and Time E expressed to the nearest second. The value of IRI( ixy ) as determined in accordance with paragraph 2.2 for the link between station 3 and station m, shall be replaced by the difference between Time J and Time L expressed to the nearest second. If stations 1, 2 or 3 are coincident then the replacement for IRI( ixy ) for the coincident link traversed by different trains in the cycle shall be the maximum of the recorded differences described above.

Table - HSARRF Measurement Cycle

Status of Train	Location	Time
First Train stationary with doors open at station 1 before Station m on Route 1	Location 1, Route 1	Time A
First Train Door Close Button pressed	Location 1, Route 1	Time B
First Train departs Station 1	Location 1, Route 1	Time C
Second Train stationary with doors open at station 2 before Station m on Route 2	Location 2, Route 2	Time D
Second Train Door Close Button pressed	Location 2, Route 2	Time E ( E = estimated latest time such that Train 2 will not be impeded by Train 1 )
Second Train departs Station 2	Location 2, Route 2	Time F
First Train arrives at Station m, Platform x and Train Door Open Train Wire Enabled	Platform x	Time G
Second Train arrives at station m, Platform y and Train Door Open Train Wire Enabled	Platform y	Time H
Third Train stationary at station 3, Route 3 doors fully open	Location 3, Route 3	Time I
Third Train Door Close Button pressed	Location 3, route 3	Time J ( J = estimated latest time such that Train 3 will not be impeded by Train 1 or 2 )
Third Train departs Station 3.	Location 3, Route 3	Time K
Third Train arrives at Station m, Platform x and Train Door Open Train Wire Enabled	Platform x	Time L

3.2.19

Following the completion of each HSDEP measurement cycle, as set out in the table below, the difference measured in seconds, between Time I and Time B defined in the table shall be recorded. The value of HSDEP( x,m,j ) shall be the arithmetic average of the differences so recorded expressed to the nearest second.

Table - HSDEP Measurement Cycle

Status of Train	Location	Time
First Train stationary at Platform x at Station m with doors fully open with route clearance to depart	Platform x	Time A
Second Train stationary at Platform y at Station m with doors fully open awaiting clearance to depart	Platform y	Time A
First Train Door Close Button pressed	Platform x	Time B
First Train departs at normal running speed	Platform x	Time C
Route clearance given for second train to depart	Platform y	Time D
Second Train Door Close Button pressed	Platform y	Time E
Second Train departs at normal running speed	Platform y	Time F
Third Train arrives stationary at Platform x at station m with doors fully open awaiting clearance to depart	Platform x	Time G
Route clearance given for third train to depart	Platform x	Time H
Third Train Door Close Button pressed	Platform x	Time I
Third Train departs at normal running speed	Platform x	Time J

4. Trains Available for Service N(j,p)

4.1 Calculation of Trains Available for Service

4.1.1 At any time, Infraco may make the following declaration in respect of a Line Grouping provided either: (i) at least twelve (12) months have elapsed since the last declaration for that Line Grouping or,

(ii) if earlier, the last declaration has taken effect:
(a) in respect of all Line Groupings, the number of Trains of Rolling Stock type j that Infraco is able to offer for service in each time band p commencing twelve (12) months subsequent to the date on which the declaration is made; and

(b) in respect of the Northern SSL Line Grouping and the Southern SSL Line Grouping for each Rolling Stock type j that Infraco offers, which group of services g the Rolling Stock will operate commencing twelve (12) months subsequent to the date on which the declaration is made. Declarations made by Infraco pursuant to this paragraph 4.1.1 shall be reasonable, taking into account the need to introduce Trains into service and remove Trains from service without causing disruptions to scheduled operations. In respect of declarations, Infraco shall be required to demonstrate that the Train Facilities are sufficient to enable the Trains declared in respect of each time band p to be introduced into service, operated during that time band and removed from service.

4.1.2 Except as provided for in paragraph 4.2 below, the value of the Trains Available for service in respect of the Northern SSL Line Grouping shall be the number of Trains offered for service in accordance with paragraph 4.1.1(b) above.

4.1.3 Subject to paragraph 4.1.2 above and except as provided for in paragraph 4.2 below, the value of the Trains Available for service in respect of all Line Groupings shall be the number of Trains offered for service in accordance with paragraph 4.1.1(a).

4.1.4 Where the test described in this paragraph 4 is the only test included in a Programme submitted in accordance with paragraphs 1.1.5 and 1.1.6 above, the date on which a declaration made in accordance with paragraph 4.1.1 takes effect shall be deemed to be the Programme Completion Date.

4.1.5 The Train declaration will take effect twelve (12) months subsequent to the date on which the declaration is made or, provided Infraco agrees to offer the declared number of Trains for service earlier, LUL shall use its reasonable endeavours to accept the declared number of Trains for service on such earlier date as is agreed by both parties.

4.1.6 On the date the Train declaration takes effect, the relevant Capability Model Data shall be updated and the Journey Time Capability shall be subsequently calculated in accordance with the effective declaration.

4.1A Notwithstanding paragraph 4.1.1, at any time, Infraco may introduce new Rolling Stock in substitution of Rolling Stock already in use for the operation of services, provided that: (a) the substitution does not change the total number of Trains in any one Line Grouping declared in the most recent declaration made in accordance with paragraph 4.1; and

(b) such substitution is made in accordance with a programme for substitution of Trains which shall be agreed between the parties at least six (6) months prior to such substitution and the introduction of new Rolling Stock is carried out in accordance with Appendix 9 of Schedule 2.1. The programme for substitution shall take account of such substitutions which may be made pursuant to paragraph 4.2.1. below. Any new Rolling Stock introduced in accordance with this paragraph may be subject to any of the tests described in this Schedule 2 and the results of the tests used to calculate Journey Time Capability, using the relevant Capability Model.

4.1B This paragraph 4.1B shall only apply to BCV and SSL. Notwithstanding paragraph 4.1A, from the commencement of the programme for substitution until the earliest of: (a) where applicable, five (5) years for A-Stock; or

(b) where applicable, three (3) years for C-Stock; or

(c) where applicable, five (5) years for D-Stock; or

(d) where applicable, four (4) years for the Rolling Stock on the Victoria Line; or

(e) twelve (12) months subsequent to such time as the Rolling Stock in service on any Line Grouping is exclusively comprised of new Rolling Stock; or

(f) the date on which the Scheduled Journey Time Capability Target, as such expression is used in the Capability Model Workbook for the Specified Line Upgrade ( in respect of which new Rolling Stock has been introduced ) has been achieved, where: (i) the physical layout characteristics of the new Rolling Stock, as described in paragraph 2.5.1 above differ from those of the Rolling Stock already in use;

(ii) the Door Opening Time for the new Rolling Stock, as described in paragraph 2.4.1 above is less than 0.5 seconds greater than the Door Opening Time for Rolling Stock already in use; or

( iii ) the requirement for audible warning chimes for door closure, as set out in the Disability Discrimination Act 1995 ( DDA ) is more onerous for the new Rolling Stock than for the Rolling Stock already in use, and where, collectively, the differences set out in (i), (ii) and ( iii ) above, if used in the calculation of Journey Time Capability, produce Capability Adjustments which are less favourable to SSL Infraco or BCV Infraco than those which would have been produced by the equivalent performance characteristics of Rolling Stock already in use, or, in the case of (e) above, the equivalent performance characteristics of Rolling Stock previously in use, then such equivalent performance characteristics of Rolling Stock already in use or previously in use shall be collectively substituted for the new Rolling Stock characteristics for such calculation of Journey Time Capability. For the avoidance of doubt, Inter-station Run-time ( IRI( ixy ) ) and Headway performance measures described in paragraph 3 above will be adjusted only for the difference in the DDA requirement set out in ( iii ) above.

4.2 Validation of Trains Available for Service

4.2.1 During the three (3) months prior to the date on which a declaration referred to under paragraph 4.1.1 takes effect, Infraco shall submit to LUL, on request, a list of the Trains that are declared available for service in accordance with paragraph 4.1.1. The number of Trains on the list shall be equal to the number declared in respect of time band p=1. The list shall include the car numbers for each Train. Infraco may substitute different car numbers for those on the list provided that the total number of cars per Train and the total number of Trains remains the same.

4.2.2 LUL may request Infraco to offer for service any of the Trains included on the list submitted in accordance with paragraph 4.2.1 during the twelve (12) months following the date on which the list is submitted. Infraco shall determine the date and time at which a Train that is subject to such a request is offered for service.

4.2.3 In the event that a Train requested by LUL in accordance with paragraph 4.2.2 is not offered for service prior to the date on which the declaration would otherwise take effect, the number of Trains in respect of time band where p=1 in the latest declaration shall be adjusted. For each Train requested and not offered for service as required, the number shall be reduced by one (1). The adjusted number shall be used in the calculation of N ( j,p=1 ) as appropriate.

4.2.4 In the event that any Trains are rendered not Available or defective by any loss, destruction or damage arising from any of the circumstances set out in paragraph 2.1.2 (a) through (q) of Schedule 4 of the Performance Measurement Code, until such time as the condition which has rendered the Trains not Available or defective (i) has been corrected; or (ii) if earlier, would have been corrected by an Infraco following Good Industry Practice: (a) Infraco's declarations in respect of clause 4.2.1 above shall include such Trains as if they were Available; and

(b) LUL shall not exercise its right under clause 4.2.2 above to request that Infraco offer for service any such Trains that are not Available or defective.

5. Capacity

5.1 Crush Standing Capacity for each Rolling Stock type j (C(j))

5.1.1 Crush Standing Capacity for each Rolling Stock type j ( C ( j ) ), shall be measured according to the following formula, and shall be rounded to the nearest whole number:

Mathematical formula

where:

VA ( j ) is the total Vestibule Area on a Train of Rolling Stock type j, measured in metres squared; and

GA ( j ) is the total Gangway Standing Area on a Train of Rolling Stock type j, measured in metres squared.

5.1.2 The floor area included in the measurement of VA ( j ) and GA ( j ) shall include only floor area that may be reasonably used by standing Customers. It shall exclude the floor area between facing Transverse Seats and the floor area between a straight-line drawn thirty (30) centimetres in front of a Longitudinal Seat or Tip-Up Seat when in a position capable of accommodating a seated passenger and the forward edge of the Longitudinal Seat or Tip-Up Seat when in a position capable of accommodating a seated passenger. It shall also exclude any exposed floor area directly below a seat and below a Tip-up Seat when in a position capable of accommodating a seated passenger.

5.2 Seating Capacity for each Rolling Stock type j (S(j)) Seating Capacity for each Rolling Stock type j ( S ( j ) ), shall be measured by counting each Seat Space available for Customer use on a Train of type j.

Part B - Service Consistency Measurement Procedures

1. Test Planning and Review Process

1.1 The values of the measurement components of Service Consistency identified as Infraco Measures in the relevant Capability Model Data are the values at the Transfer Date. After the Transfer Date these Infraco Measures shall be established using the measurement procedures described below.

1.2 The procedures described in paragraphs 1.1, 1.2 and 1.3 of Part A of this Schedule shall apply in respect of the tests described in this Part B.

2. Platform Side Access for Train Cabs (vcd)

For each Rolling Stock type used on a Line, Infraco shall determine whether direct access to the Train cab from the platform, without passing through customer accommodation, is available. The indicator of platform side access for Train cabs is defined as:

vcd = 0 if Rolling Stock for the Line Grouping has cab side access; and

vcd = 1 if Rolling Stock for the Line Grouping does not have cab side access.

3. Selective Door Re-open (vdb)

3.1 For each Rolling Stock type used on a Line Grouping, Infraco shall determine whether Selective Door Re-open is available. The indication of availability of Selective Door Re-open is defined as:

vdb = 1 if Selective Door Re-open is not available; and

vdb = 0 if Selective Door Re-open is available

4. Number of Branch Flat Junctions with no Berth (vfa)

4.1 Infraco shall determine the number of Flat Junctions on Line Branch Sections with no Berth between the Turnout and the Flat Junction.

4.2 The value of vfa shall be the whole number so determined.

5. Number of Branch Flat Junctions with a Berth (vfb)

5.1 Infraco shall determine the number of Flat Junctions on Line Branch Sections with a Berth between the Turnout and the Flat Junction.

5.2 The value of vfb shall be the whole number so determined.

6. Number of Trunk Flat Junctions with no Berth (vfta)

6.1 Infraco shall determine the number of Flat Junctions on Line Trunk Sections with no Berth between the Turnout and the Flat Junction.

6.2 The value of vfta shall be the whole number so determined.

7. Number of Flat Junctions with a Berth (vftb)

7.1 Infraco shall determine the number of Flat Junctions on Line Trunk Sections with a Berth between the Turnout and the Flat Junction.

7.2 The value of vftb shall be the whole number so determined.

8. Terminus Platforms with Train Staff Facilities (vfyr)

8.1 For each Terminus with Train Staff Facilities on a Line Grouping, Infraco shall determine the distance between such facilities and the point on the Terminus Platform edge adjacent to the position of the active Train cab when a Train is ready to depart. In the event of a combination of tea points, mess rooms or canteens: (a) where there is canteen, the distance measured shall be that between the canteen and the Terminus Platform edge; and

(b) where there is a mess room but no canteen, the distance measured shall be that between the mess room and Terminus Platform edge. The distance shall be measured along the most direct route that may be safely used by a Train crew walking from the Train cab to the Train Staff Facilities. The measurement shall be recorded to the nearest metre.

8.2 The value of vfyr shall be the number of Terminus Platforms for which the distance so measured exceeds thirty (30) metres, expressed as a proportion of the total number of Terminus Platforms on the Line Grouping. vfyr shall be expressed to 4 decimal places.

9. Terminus Platforms with Toilets (vfyt)

9.1 For each Terminus Platform with Terminus Platform Toilets on a Line Grouping, Infraco shall determine the distance between the Terminus Platform Toilets and the point on the platform edge adjacent to the position of the active Train cab when a Train is ready to depart. For Terminus Platform Toilets in existence at the Transfer Date the distance measured shall be that to the closest Terminus Platform Toilet whether male, female or unisex. For Terminus Platform Toilets not in existence at the Transfer Date the distance shall be the furthest distance that a male or female Train Operator would need to walk to access the closest Terminus Platform Toilet. The distance shall be measured along the most direct route that may be safely used by a Train crew walking from the Train cab to the Terminus Platform Toilet. The measurement shall be recorded to the nearest metre.

9.2 The value of vfyt shall be the number of Terminus Platforms for which the distance so measured exceeds thirty (30) metres, expressed as a proportion of the total number of Terminus Platforms on the Line Grouping. vfyt shall be expressed to 4 decimal places.

10. Inter-station Run-time Variability (vis)

10.1 For each pair of adjacent Stations, x and y, subject to the test described in paragraph 2.2 of Part A of this Schedule, Infraco shall calculate the Inter-station Run-time variability ( vis ( xy ) ) according to the following formula:

Mathematical formula

where:

IRI ( txy ) is the time, in decimal minutes, taken for Train t to travel between Station x and Station y, recorded in accordance with paragraph 2.2 of Part A of this Schedule;

IRI ( ixy ) is the arithmetic mean of IRI ( txy ), in decimal minutes, calculated in accordance with paragraph 2.2 of Part A of this Schedule; and

nt is the number of trains travelling between Station x and Station y in the course of the test described in paragraph 2.2 of Part A of this Schedule.

vis ( xy ) shall be expressed to 4 decimal places.

11. Manual Operation of Trains (vmn)

For each Rolling Stock type used on a Line Grouping, Infraco shall determine whether Trains are controlled by manual operation or Automatic Train Operation. The indicator of Automatic Train Operation of Trains between Stations on a Line Grouping shall be defined as:

vmn = 0 if Automatic Train Operation is available on the entire line; and

vmn = 1 if Automatic Train Operation is not available on the entire line.

12. Signing On Points (vms)

12.1 For each Train Crew Depot and Train Crew Relief Point on a Line Grouping, Infraco shall determine the distance between the Signing On Point and the position of the active Train cab when a Train is ready to depart. The distance shall be measured along the most direct route that may be safely used by a Train crew walking from the Signing On Point to the Train cab. The measurement shall be recorded to the nearest metre.

12.2 The value of vms shall be the number of Train Crew Depots and Train Crew Relief Points for which the distance so measured exceeds 60 metres, expressed as a proportion of the total number of Train Crew Depots and Train Crew Relief Points on the Line Grouping vms shall be expressed to 4 decimal places.

13. Termini Requiring Change of Train Cab (vtm)

13.1 For each Line Grouping, Infraco shall identify each scheduled terminus k ( selected from the list of scheduled termini (z) as described in the relevant Capability Model Data at which a Train crew operating a departing Train must use a different Train cab from that used by a Train crew operating the same Train when it arrives at the scheduled terminus.

13.2 The value of vtm shall be determined according to the following formula:

Mathematical formula

.

Where k refers to each scheduled terminus at which a Train crew operating a departing Train must use a different Train cab from that used by a Train crew operating the same Train when it arrives at the scheduled terminus and STM(k) the proportion of scheduled round trip services on the Line Grouping serving that scheduled terminus k as defined in the relevant Capability Model Data. For the avoidance of doubt, Aldgate ( z=6 ) is not to be considered a terminus for Circle Line service patterns ( k=7 and k=8 ).

If no scheduled terminus on the Line Grouping requires that Train crew operating a departing Train to use a different Train cab from that used by a Train crew operating the same Train when it arrives at the Terminus, then vtm = 0.

Part C - Service Control Measurement Procedures

1 General

1.1 The values of the measurement components of Service Control identified as Infraco Measures in the relevant Capability Model Data are the values at the Transfer Date. After the Transfer Date these Infraco Measures shall be established using the measurement procedures described below.

1.2 The procedures described in paragraphs 1.1, 1.2 and 1.3 of Part A of this Schedule shall apply in respect of the tests described in Part C.

2. Use Case Functionalities

2.1 Infraco may, from time to time, propose Work Packages Plans to improve Service Control by means of enhancing any of the Use Case Functionalities included in Appendix 1 of this Schedule ( Service Control - Use Case Functionalities ).

2.2 The degree of Line Grouping coverage ( cv ( a ) ), quality level ( ql ( a ) ) and speed rating ( sp ( a ) ) of each Use Case Functionality included in a proposed Work Package Plans, or provided at such other time as may be mutually agreed, shall be scored using the appropriate time parameter provided in Appendix 1 ( Service Control - Use Case Functionalities ) and the scoring system set out in Appendix 2 ( Service Control - Scoring System for Use Case Functionalities ) of this Schedule.

2.3 Prior to implementing any proposed work package plans, or at such other time as may be mutually agreed, Infraco shall submit to LUL in sufficient detail in order to allow LUL to properly assess and verify the proposal:

(a) a statement of the anticipated scores for the degree of Line Grouping coverage, quality level and speed rating prior to the implementation of the work package, which reflects the scores of other planned works anticipated to be in place prior to completion of the work package;

(b) a statement of the expected score for the degree of Line Grouping coverage, quality level and speed rating following the completion of the work package; and

(c) a statement of the criteria to be used during the test programme to be performed to determine the incremental scores attributable to the proposed work package for the degree of Line Grouping coverage, quality level and speed rating following the completion of the work package.

2.4 The scores provided in accordance with paragraph 2.3(a) and 2.3(b) above shall consider the effect of other Work Packages that have been implemented or are being implemented that impact the scoring of the Use Case Functionalities. In particular, on those Line Groupings where TIMIS or CONNECT Systems have been implemented or are being implemented, the scoring shall reflect the functionality provided by the TIMIS or CONNECT Systems which is anticipated to be in place at the Programme Completion Date for the work package. For the avoidance of doubt, the scores calculated in accordance with paragraph 2.3(a) and 2.3(b) above shall not be used to amend the level of Service Control calculated by the Capability Model in Appendix 5 of Schedule 2.2 of the PPP Contracts.

2.5 Following the Programme Completion Date for each work package the implementation shall be assessed in accordance with the criteria defined in accordance with paragraph 2.3(c) above. From the start of the first Payment Period following the completion of the test programme the scores agreed in accordance with paragraph 2.3(c) above shall be used to increment the Use Case Functionality Scores used to derive the level of Service Control calculated by the Capability Model in Appendix 5 of Schedule 2.2 of the relevant PPP Contract.

For the avoidance of doubt, the increment achieved shall be attributable to the work package delivered and shall not include the functionality provided by TIMIS and CONNECT. The increment achieved, and not the expected scores provided in accordance with paragraph 2.3(b) above, shall be used to adjust the Use Case Functionality scores for the purpose of determining the level of Service Control calculated by the Capability Model in Appendix 5 of Schedule 2.2 of the relevant PPP Contract.

2.6 Any dispute under paragraph 2.3 above shall be resolved in accordance with the Dispute Resolution Agreement.

3. Distance between Emergency Only Sidings and Platforms (dx(s))

3.1 For each Line Grouping, Infraco shall determine the length of each track section, s, on the Running Line connecting an end of Running Line terminus or Emergency Only Siding and an Emergency Only Siding or end of Running Line Terminus. The measurement shall be made in metres to the nearest whole metre.

3.2 The value of dx ( s ) for each track section s shall be the length so determined.

4. Distance between Reversing Points (d(r))

4.1 For each Line Grouping, Infraco shall determine the distance between any Reversing Point and any adjacent Reversing Point . The measurement shall be made in metres along the section of track providing the most direct connection along the Running Line between each pair of Reversing Points to the nearest whole metre.

4.2 The value of d ( r ) for each pair of adjacent Reversing Points shall be the length so determined.

5. Platforms with Available Diversions (frl)

5.1 For each Line Grouping, Infraco shall identify which locations have platforms with Available Diversions and determine the number of platforms with Available Diversions at each location.

5.2 The value of frl, the percentage of platforms with Available Diversions shall be calculated by the relevant Capability Model.

6. Platforms and Berths at Reversing Points (NP(z)), (NP(ez))

6.1 Infraco shall determine the number of platforms and Berths at each Reversing Point on a Line Grouping.

6.2 The values of NP ( z ) and NP ( ez ) shall be the numbers so determined.

APPENDIX 1 - Service Control - Use Case Functionalities

Use Case Functionality ( a )		Time Criticality
1	Modification of Train routing	Seconds
2	Message management system	Not Critical
3	Automatic warning generation	Seconds
4	Change of train diversion and cancellation	Minutes
5	Operator duty assignment capability	Minutes
6	Scenario simulation	Not Critical
7	Train service quality indication	Minutes
8	Modification of system environment	Not Critical
9	Operator position confirmation	Seconds
10	Railway asset simulation	Seconds
11	Train radio system co-ordination	Seconds
12	Event log entry capability	Not Critical
13	Automatic call routing	Seconds
14	MIS report generation	Not Critical
15	Route prevention capability	Seconds
16	Route broadcast suggestion capability	Minutes
17	MIS report editing facility	Not Critical
18	One-person-operation-Train alarm response facility	Seconds
19	User log on / off system	Minutes
20	Trains delivery management system	Minutes
21	Trains stabling management system	Minutes
22	Station Closure notification	Seconds
23	Train ID tag recording	Not Critical
24	Timetable library management	Not Critical
25	Track access management ( maintenance personnel )	Minutes
26	Track Section charging management	Minutes
27	Maintenance of Rolling Stock / unit register	Not Critical
28	Maintenance of duty status record	Minutes
29	Train maintenance schedule	Not Critical
30	Train status change facility	Minutes
31	System user management	Not Critical
32	Event log template modification	Not Critical
33	Track layout definition modification	Not Critical
34	Train working modification	Minutes
35	Warning template modification	Minutes
36	Rapid problem identification	Seconds
37	Individual point movement and signal clearance	Seconds
38	Fallback automatic route setting facility	Seconds
39	Train service optimisation plan	Minutes
40	Change of DMI information	Seconds
41	Train diversion planning	Minutes
42	Train stabling plan	Minutes
43	Train trip starting plan	Minutes
44	Train renumbering plan	Seconds
45	Change of Train departure	Minutes
46	Prediction of Train arrivals and departures	Seconds
47	Customer message generation	Seconds
48	Driver duty allocation facility	Minutes
49	Maintenance of asset image status	Seconds
50	Line blockage registration	Minutes
51	Train ID communication	Seconds
52	Driver information facility	Minutes
53	Change of Train status registration	Minutes
54	Temporary Speed Restriction modification	Not Critical
55	Route releasing facility	Minutes
56	Train stabling information facility	Minutes
57	PNR request or cancellation facility	Minutes
58	Route resetting facility	Seconds
59	Warning response	Seconds
60	Simulation facility	Not Critical
61	Route secure facility	Seconds
62	CCTV viewing facility	Seconds
63	Automatic routing mode specification	Not Critical
64	Automatic Train Regulation mode setting facility	Seconds
65	Route setting facility	Seconds
66	Auto-reversing points / tph specification	Minutes
67	System start facility	Not Critical
68	System time synchronisation	Seconds
69	Train radio communication	Seconds
70	Tunnel telephone testing facility	Minutes
71	Fallback control transfer	Not Critical
72	Fine location recording facility	Seconds
73	Driver faults / Train status viewing facility	Seconds
74	Train plan viewing facility	Seconds
75	System definition updating facility	Not Critical
76	Train routing suggestion facility	Minutes
77	Emergency discharge of traction power trigger	Seconds

APPENDIX 2 - Service Control - Scoring System for Use Case Functionalities

1. Score for Line Grouping Coverage (cv(a))
The value of cv(a) shall be determined according to the following formula:

Mathematical formula

where:

L ( a ) is the number of track kilometres to which Use Case Functionality a applies; and

L is the total number of track kilometres on the Line Grouping.

2 Score for Quality Level (ql(a))

Use Case Functionality ( a )		Description of Quality Level ( ql ( a ) )	Score
1	Modification of Train routing	Modify a Train's route along the track.	10
2	Message management system	Ability to add or delete messages requested by the Line Controller, train crew manager, signal operator, train driver or depot staff from the system.	10
3	Automatic warning generation	Ability to generate warnings of changes to normal system running such as Trains running out of normal order.	10
4	Change of Train diversion and cancellation	Ability to permit Line Controller to approve a proposed change to normal system running such as a cancellation or diversion.	10
5	Operator duty assignment capability	Display a list of duty tasks associated with a Train or duty. List duties or spare duties available to cover a selected task. Propose duties or spare duties to cover a task in descending order according to their calculated suitability. Allow the Duty Manager ( Trains ) or train crew manager to specify a duty or spare duty to cover a task without waiting for a proposal from the system.	2 3 1 4
6	Scenario simulation	Enable Line Controller to specify factors influencing train movements, service restrictions and equipment conditions, and provide graphical display of how these factors affect service. Specify that simulation should play back real events. Specify geographical area to be simulated. Specify speed of simulation. Modify or delete a simulation scenario.	2 2 2 2 2
7	Train Service quality indication	Track key service quality indicators, including excess waiting times, lateness, journey times and Headways for recently achieved and currently predicted levels of service. Ability to aggregate measures of performance to the Train, Station and Line Grouping level. Illustrate graphically how service indicators are changing. Ability to change measurement regime, including the type and accuracy of measurement. Provide warning where indicator falls below a user defined limit.	3 3 2 1 1
8	Modification of system environment	Enable system users to modify their system environment, such as the display of different kinds of information.	10
9	Operator position confirmation	Inform the Line Controller or Duty Manager ( Trains ) that a driver is at the crew changing point. Inform driver who is meeting a Train at a crew changing point that the train is cancelled or delayed. Inform the Line Controller that a driver has not confirmed that he or she is in place at least sixty (60) seconds before a Train is due to depart.	9 0.5 0.5
10	Railway asset simulation	Apply external equipment faults, such as failure of the National Grid, to a simulation of railway operations. Apply internal equipment faults, such as signal failure, to a simulation. Apply Train delays to a simulation. Apply Train failure or slow running to a simulation. Apply Train driver or signal operator error to a simulation. Apply incorrect routing of a Train to a simulation. Adjust the speed of the simulation.	1 1 2 2 1 1 2
11	Train radio system co-ordination	Prioritise emergency calls on the Train radio channel. Automatically open the channel for an emergency call and facilitate recording. Permit manual prioritisation of users. Enable control centre to direct messages to individual drivers. Enable control centre to direct messages to defined groups, such as personnel on a line or shift.	2 2 2 2 2
12	Event log entry capability	Ability to add manualentries to the log of the day's significant events.	10
13	Automatic call routing	Ability to select the mode of route calling operation, such as according to timetable or first come first served, at a particular location.	10
14	MIS report generation	Display reports on individual Train movements and service statistics. Allow user to choose the date range. Allow user to choose location. Allow user to choose report run-time. Allow user to choose report delivery method. Allow user to choose report format.	1 2 2 1 2 2
15	Route prevention capability	Prevent a route from being cleared. Allow a route to be released automatically after a specified period of time or remove the route prevention manually.	5 5
16	Route broadcast suggestion capability	Ability to suggest to Customers alternative ways of reaching destinations in the event of a Station Closure or Line Suspension.	10
17	MIS report editing facility	Define data required for an MIS report, how it will be filtered, sorted and presented. Update or delete an MIS report.	5 5
18	One-person-operation-train alarm response facility	Enable the Line Controller or Duty Manager ( Trains ) to respond to the one-person-operation Train alarm. Enable the Line Controller or Duty Manager ( Trains ) to communicate directly with Customers on board the Train.	9 1
19	User log on / off system	Allow users to gain access to the control system. Provide audible warning of unauthorised access to high security systems.	9.5 0.5
20	Trains delivery management system	Assign a given Train to a train trip or group of train trips. Warn a driver when another driver booked on to collect the same Train. Warn train crew manager when a trip has no Train associated with it.	8 1 1
21	Trains stabling management system	Permit specification of a Berth for stabling a Train. Advise whether a Berth is large enough to take a specified Train.	8 2
22	Station Closure notification	Inform the Line Controller, Train drivers and other operational staff of a Station Closure. Display graphically the status of every Station. Notify drivers of stopping status of individual platforms in a Station.	5 4 1
23	Train ID tag recording	Record key data ( e.g. stock type, unit numbers, set number, trip number, duty number, destination, service status etc. ) about a Train in a device that can be read by trackside units. Provide warning where the same Train ID tag is in use on more than one Train.	9.5 0.5
24	Timetable library management	Automatically load a default or special timetable. Ability to nominate a timetable and specify the first day of use at least fourteen (14) days in advance of the first day of use. Ability to edit a timetable and retain it for future use.	7 2 1
25	Track access management ( maintenance personnel )	Plan access to the track for maintenance purposes. Display details of who is on the track and when they are expected to leave. Facilitate enforcement of safety rules, to include recording of when a working party has reported safe.	5 2.5 2.5
26	Track section charging management	Ability to remotely isolate current charge on sections of track.	10
27	Maintenance of Rolling Stock / unit register	Access data on the units making up a Train. Access data on Rolling Stock types. Access data on compatible Rolling Stock types. Access data on car numbers.	8.9 0.5 0.5 0.1
28	Maintenance of duty status record	List every duty to work on a day. Enable Train crew manager to determine which activity each Train driver has done, is doing and is expected to do at any time. Highlight duties where the status is unknown. Indicate statutory and negotiated driving hours left for each duty.	1 6 2 1
29	Train maintenance schedule	Schedule a given Train to be recalled to the depot at any time. Prioritise maintenance of Train faults.	7.5 2.5
30	Train status change facility	Ability to change the status of a Train between in service and out of service.	10
31	System user management	Create new user details on the system. Modify user details and/or privileges on the system. Delete a user from the system. Create a new role on the system or change existing roles.	2.5 2.5 2.5 2.5
32	Event log template modification	Ability to change the information stored in the log.	10
33	Track layout definition modification	Modify system definition of depots, sidings, Stations, track circuit locations, points location, signals location, platforms, reception roads, relief points, reversing locations, sub-station switches, gradients, routes, paths and temporary Speed Restrictions. Change the way the definition of the railway is displayed on the system.	2 2
		Prevent duplication of definitions.	2
		Extract information on individual entities from the system.	2
		Create or delete a railway entity from the system definition.	2
34	Train working modification	Alter the planned journeys of Trains using combinations of changes to routing and timing. Notify train drivers, train crew managers and other operational personnel of an alteration to the planned journey of a Train. Display the predicted working of a Train in the Line Control Room prior to committing the proposed change to the system. Update Customer information system to take account of a change in planned journeys.	5 3 0.5 1.5
35	Warning template modification	Change the list of people receiving systems warnings. Change the text of a warning. Change the priority of a warning.	3.33 3.33 3.33
36	Rapid problem identification	Enable rapid identification of service problems. Provide prediction of service problems. Warn user where a defined number of Trains predicted to travel to destination x and none to destination y. Identify slow or stationary Trains.	3 3 1 3
37	Individual point movement and signal clearance	Permit an individual lever in a lever frame to be moved to enable route setting. Generate an asset failure warning to signal operators and maintenance staff where points fail to move as required.	9 1
38	Fallback automatic route setting facility	Permit a route to be set through a location automatically in accordance with simple, site specific rules ( rather than by reference to timetable or complex regulation requirements ).	10
39	Train Service optimisation plan	Propose number of Trains and service to be run. Propose changes to the scheduled service if the service quality indicator falls below a pre-specified level. Propose plans to restore scheduled service as quickly as possible using measures such as reformations, short tripping, cancellations and diversions. Propose changes to departure times to regulate the service. Log proposed changes and their impact.	0.5 3 3 3 0.5
40	Change of DMI information	Ability to change dot matrix Customer information displays to show a different last Customer destination and inter-mediate stopping pattern for a train trip.	10
41	Train diversion planning	Inform the system of the location for reversing a Train to form a following train trip. Change starting location of a train trip to the reversing location and update the prediction of the Train position accordingly.	5 5
42	Train stabling plan	Specify a location, Berth and time for stabling a Train. Provide data on appropriate stabling points for a given train trip.	9.5 0.5
43	Train trip starting plan	Display the Trains that are predicted to be available at the start time for the first train trip of a given Train. Change the start time and/or location for a Train trip of a given Train and update Train position prediction accordingly. Specify the first train trip of any given Train.	1 7 2
44	Train renumbering plan	Change the set number associated with a Train in service. Update the system to take account of the re-numbering of the Train.	5 5
45	Change of Train departure	Delay or expedite the departure of a Train from a location. Remove the timing control governing a departure. Predict the effect of a change in timing on a train trip.	4 1 5
46	Prediction of Train arrivals and departures	Predict all train movements from specific locations. Predict the effect of changes to the service, including Headways and train order, at key locations. Update Customer information systems at Stations to take account of changes to the service.	5 2 3
47	Customer message generation	Ability to generate messages to direct to the Customer information system.	10
48	Driver duty allocation facility	Provide information on drivers on each duty including duty numbers and booking-on and booking-off time. Allocate a duty to a driver. Book drivers on to their shifts. Provide warning where driver is late for booking on, driver has not arrived or has not booked on. Provide information on the routes that a driver can operate and whether a licence to drive the route is still valid. Calculate the driving hours left for each driver. Calculate or forecast overtime payments and automatically update the next day's reporting time for a driver.	1 3 3.5 1 0.5 0.5 0.5
49	Maintenance of Asset image status	Provide up to date information on the status of assets. Trigger response to faulty equipment by directing message to maintenance personnel.	8 2
50	Line blockage registration	Inform system for predicting Train movements that a major incident has occurred. Estimate the duration of a line blockage and record the first Train involved. Pass information on a line blockage to other system users.	7 2 1
51	Train ID communication	Maintain an image of Train positions by signal block or at similar level of accuracy. Maintain an image of Train identities by signal block or at similar level of accuracy. Detect and record Train movements by signal block or at a similar level of accuracy. Notify the Line Controller in the event of a Train delay.	3 3 3 1
52	Driver information facility	Ability to inform a driver that a specific member of LUL Staff is meeting the Train at a given Station.	10
53	Change of Train status registration	Enable a driver to inform other personnel of a change in Train status, such as from in service to not in service. Register a Train fault with a depot. Indicate to signal operators that a Train is ready to enter service from a siding.	2 4 4
54	Temporary Speed Restriction modification	Register or de-register a temporary Speed Restriction. Alter the predicted arrival time of a Train to take account of a temporary Speed Restriction. Inform personnel, including drivers, of a temporary speed restriction.	5 3 2
55	Route releasing facility	Ability to release routes through a location to permit alternative, conflicting routes to be set.	10
56	Train stabling information facility	Provide a list of duties due to report safe. Record a duty as having reported safe. Provide a warning where a duty has not reported safe within a pre-specified time.	1 1 8
57	PNR request or cancellation facility	Enable a train driver to request a physical needs relief break. Provide confirmation that the message has been transmitted. Provide confirmation that the request has been granted.	5 1 4
58	Route resetting facility	Ability to reset a route through a location after a Train has passed or rescind an earlier set route.	10
59	Warning response	Enable users to manage the display of system warnings. Enable users to add information to system warnings. Enable users to silence alarms accompanying system warnings.	7 2 1
60	Simulation facility	Enable a Line Controller or trainer to run a simulation for training purposes or to test changes made to the system.	10
61	Train route authorisation facility	Authorise a Train to follow a route whose points have been correctly set and locked but for which the signal will not clear.	10
62	CCTV viewing facility	Ability to view a chosen CCTV picture at the control centre or Duty Manager ( Train )'s office.	10
63	Automatic routing mode specification	Provide automatic routing of Trains through platforms. Provide automatic reversing of Trains at reversing platform. Provide automatic routing of Trains according to Train ID tag. Provide automatic routing of Trains according to timetable.	1.5 1.5 2 5
64	Automatic Train Regulation mode setting facility	Set automatic regulation mode to maximum hold time or depart early time. Set automatic regulation mode to enforce or prohibit coasting. Create a default pattern of regulation settings for use on start up of service. Save a regulation pattern and use a previously saved regulation pattern. Switch automatic regulation on and off.	1.5 1.5 1.5 1.5 4
65	Route setting facility	Ability to request the signalling system to set a route through a location.	10
66	Auto-reversing points / tph specification	Enable the Line Controller to specify auto-reversing points at either end of a journey and to specify the number of Trains that are to run between these points. Estimate the number of Trains needed to achieve the maximum service frequency given a line blockage.	5 5
67	System start facility	Start the system. Monitor and report component failure to respond correctly to system start up.	5 5
68	System time synchronisation	Ability to synchronise system time across all components of the system such that all components are within one (1) second of the national radio clock.	10
69	Train radio communication	Provide a multi-channel system to permit different users to operate on different channels and send or receive data via the Train radio. Enable 2 way communication via Train radio. Enable channel to be dedicated to one user. Clear communication while using the Train radio. Eliminate ambient noise on Train radio. Enable user to determine volume between minimum and maximum settings. Provide radio coverage to all areas. Provide mechanism to record conversations. Provide call queuing facility. Provide priority channel to override all other communications.	1 1 1 1 1 1 1 1 1 1
70	Tunnel telephone testing facility	Ability to verify that tunnel telephone is operating during traction discharge procedure.	10
71	Fallback control transfer	Ability to transfer basic control of a section of line to another location.	10
72	Fine location of Train recording facility	Determine which Train is occupying a track circuit and send the Train position to the control centre. Provide warning in the control centre if a driver has entered an incorrect destination on the destination display.	9 1
73	Driver faults / Train status viewing facility	Enable driver to view the service status of a Train. Enable driver to view the train fault count or Train fault history. Provide driver with information on whether a message sent to the control centre has been received.	1 5 4
74	Train plan viewing facility	Enable driver to view the plan for a train trip on an on-train display. Notify driver of changes to the plan for a train trip. Permit driver to accept or query changes to the plan. Provide Line Controller or Duty Manager ( Trains ) with information on whether driver is aware of a change.	9 0.4 0.4 0.2
75	System definition updating facility	Ability to update the system's definition of the railway such that changes such as Speed Restrictions and Partial Line Suspensions and Full Line Suspensions are taken into account when predicting train movements.	10
76	Train routing suggestion facility	Provide alternative routing through a location without changing the point of entry or exit. Provide warning where Train is constrained to follow a particular routing through a location because of width, height or other characteristics.	5 5
77	Emergency discharge of traction power trigger	Ability to trigger emergency discharge. Ability to reverse an emergency discharge remotely.	5 5

3 Score for Speed Rating (sp(a))

Speed of operation ( s ) of functionality ( a ) by time criticality			Score
Seconds	Minutes	Not critical	Score
s≥ 25 seconds	s≥8 minutes	s≥1 hour	0
20≤ s<25 seconds	5≤ s<8 minutes	30 minutes≤ s<1 hour	1
15≤ s<20 seconds	4≤ s<5 minutes	20≤ s<30 minutes	2
10≤ s<15 seconds	3≤ s<4 minutes	15≤ s<20 minutes	3
8≤ s<10 seconds	2≤ s<3 minutes	10≤ s<15 minutes	4
7≤ s<8 seconds	1≤ s<2 minutes	5≤ s<10 minutes	5
6≤ s<7 seconds	45 seconds≤ s<1 minute	3≤ s<5 minutes	6
5≤ s<6 seconds	30≤ s<45 seconds	1≤ s<3 minutes	7
4≤ s<5 seconds	15≤ s<30 seconds	30 seconds≤ s<1 minute	8
2≤ s>4 seconds	2≤ s<15 seconds	2≤ s<30 seconds	9
s<2 seconds	s<2 seconds	s<2 seconds	10

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