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ASIA-PACIFIC TELECOMMUNITY Document:The 21st Meeting of the APT Wireless Group (AWG-21) AWG-21/TMP-62

3 – 7 April 2017, Bangkok, Thailand 7 April 2017

TG Railway Radiocommunications

WORKING DOCUMENT TOWARDS A PRELIMINARY DRAFT APT REPORT ON [SYSTEM DESCRIPTION TECHNOLOGIES AND IMPLEMENTATION] OF RAILWAY RADIOCOMMUNICATION SYSTEM BETWEEN TRAIN AND

TRACKSIDE (RSTT)

TABLE OF CONTENT

1. EXECUTIVE SUMMARY......................................................................................................................................4

2. BACKGROUND......................................................................................................................................................4

3. OVERVIEW ON THE DEVELOPMENT OF RSTT IN APT MEMBER COUNTRIES................................4

4. DESCRIPTION OF RSTT......................................................................................................................................5

4. 2 MAIN FUNCTIONS OF RSTT...........................................................................................................................5

4.2.1 DISPATCHING COMMUNICATION.............................................................................................................5

4.2.2 TRAIN CONTROL.............................................................................................................................................5

4.2.3 RAILWAY INFORMATION............................................................................................................................6

5. MAIN APPLICATIONS OF RSTT........................................................................................................................6

5.1 TRAIN RADIO.......................................................................................................................................................65.2 TRAIN POSITIONING.............................................................................................................................................65.3 TRAIN REMOTE....................................................................................................................................................65.4 TRAIN SURVEILLANCE.........................................................................................................................................6

6. ARCHITECTURE OF RSTT.................................................................................................................................7

7. WORKING SCENARIO OF RSTT.......................................................................................................................8

7.1 RAILWAY LINES.................................................................................................................................................8

7.2 RAILWAY STATIONS.........................................................................................................................................9

7.3 SHUNTING YARDS..............................................................................................................................................9

7.4 MAINTENANCE BASES...................................................................................................................................10

7.5 RAILWAY HUB..................................................................................................................................................10

8. STUDIES OF EVOLVING TECHNOLOGIES OF RSTT................................................................................11

8.1 OVERVIEW.........................................................................................................................................................11

8.2 STUDIES IN CHINA...........................................................................................................................................11

8.2.1 STUDIES IN NGCR.........................................................................................................................................11

8.2.2 STUDIES IN CCSA..........................................................................................................................................12

8.3 STUDIES IN JAPAN...........................................................................................................................................12

8.4 STUDIES IN KOREA.........................................................................................................................................12

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8.5 STUDIES IN UIC.................................................................................................................................................13

8.6 STUDIES IN 3GPP..............................................................................................................................................13

9. IMPLEMENTATION OF RSTT IN APT MEMBERS......................................................................................13

9.1 RSTT IN AUSTRALIA.......................................................................................................................................13

9.1 RSTT IN CHINA.................................................................................................................................................14

9.1.1 450MHZ BAND RSTT....................................................................................................................................149.1.2 900MHZ BAND RSTT.....................................................................................................................................149.1.3 400MHZ BAND RSTT.....................................................................................................................................15

9.2 RSTT IN JAPAN..................................................................................................................................................16

9.2.1 150 MHZ, 300 MHZ AND 400 MHZ BAND RSTT.........................................................................................169.2.1.1 Train Radio System (TRS)................................................................................179.2.1.2 Radiocommunication system for High Speed Train (RHST)...........................199.2.1.3 Emergency Alarm Radio System (EARS), Radiocommunication system for EMergency Cut Off System (REMCOS) and Radiocommunication system for Electronic Blocking System (REBS)............................................................................209.2.1.4 JRTC Radio.......................................................................................................239.2.1.5 Yard Radio (YR)...............................................................................................25

9.2.2 40-GHZ BAND VIDEO TRANSMISSION SYSTEM (MVT)...................................................................................269.2.3 60-GHZ BAND TRAIN PLATFORM MONITORING SYSTEM.................................................................................279.2.4 OPERATIONAL ENVIRONMENT (DEPLOYMENT SCENARIOS)............................................................................27

9.3 RSTT IN KOREA................................................................................................................................................28

9.3.1 VHF BAND RSTT....................................................................................................................................289.3.2 400MHZ BAND RSTT.............................................................................................................................299.3.3 700MHZ BAND RSTT.............................................................................................................................309.3.4 800MHZ BAND RSTT.............................................................................................................................308.3.5 18GHZ BAND RSTT.......................................................................................................................................32

10. SUMMARY..........................................................................................................................................................32

11. REFERENCE.......................................................................................................................................................32

ANNEX 1....................................................................................................................................................................33

INTRODUCTION OF UIC.......................................................................................................................................33

1. BASIC INFORMATION OF UIC........................................................................................................................33

2. TECHNICAL DEVELOPMENT IN UIC............................................................................................................33

ANNEX 2....................................................................................................................................................................35

MILLIMETER-WAVE BAND RAILWAY RADIOCOMMUNICATION SYSTEMS BETWEEN TRAIN AND TRACKSIDE....................................................................................................................................................35

1. INTRODUCTION.....................................................................................................................................35

2. SYSTEM ARCHITECTURE OF MILLIMETRE-WAVE BAND RSTT...........................................35

3. COEXISTENCE BETWEEN RSTT OPERATING IN THE FREQUENCY BANDS 92-94 GHZ, 94.1-100 GHZ AND102-109.5 GHZ AND THE PASSIVE SERVICES................................................................36

4. TECHNICAL AND OPERATIONAL CHARACTERISTICS OF RSTT STATIONS.....................37

5. MEASUREMENT RESULTS OF 40GHZ SYSTEM[1].......................................................................39

6. CONCLUSION..........................................................................................................................................46

ANNEX 3....................................................................................................................................................................47

IMPLEMENTATION OF LTE BASED RAILWAY COMMUNICATION SYSTEM IN KOREA................47

1. INTRODUCTION..................................................................................................................................................47

2. BRIEF HISTORY..................................................................................................................................................47

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3. ARCHITECTURAL ASPECTS OF LTE BASED RAILWAY COMMUNICATION SYSTEM....................48

3.1. OVERVIEW...................................................................................................................................................483.2. SERVICE.......................................................................................................................................................483.3. CORE NETWORK..........................................................................................................................................493.3.1. EVOLVED PACKET CORE AND IP MULTIMEDIA SUBSYSTEM..................................................................493.3.2. SWITCH NETWORK..................................................................................................................................513.3.3. BACKBONE NETWORK.............................................................................................................................513.3.4. APPLICATION SERVER.............................................................................................................................513.4. TERMINAL....................................................................................................................................................51

ANNEX 4....................................................................................................................................................................53

WIRELESS TECHNOLOGIES USED FOR TRAIN TO TRACK COMMUNICATIONS IN HIGH SPEED, LONG DISTANCE FREIGHT LOCAL AND METRO TRAINS........................................................................53

2. WIRELESS TECHNOLOGIES FOR RADIOCOMMUNICATIONS BETWEEN TRAIN AND TRACKSIDE..............................................................................................................................................................55

3. RADIO ACCESS TECHNOLOGIES FOR TRAIN TO TRACK COMMUNICATIONS................56

4. EVOLUTION OF WIRELESS COMMUNICATIONS TECHNOLOGIES....................................................58

5. NEED FOR A NEW GENERATION OF TRAIN TO TRACK COMMUNICATION...................................59

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1. Executive Summary

This report introduces the definition, main functions, main applications, architecture, working scenarios and studies of evolving technologies of RSTTetc., and also presents information onintroduces implementation status of RSTT in APT member countries.

[Editorial note: this session needs to be improved and no more than half page.]

2. Background

As one of the core infrastructures in railway transportation, RSTT provides improved railway traffic control, passenger safety and improved security for train operations. It’s necessary to study relative technologies for RSTT. The international standards and harmonized spectrum would promote the deployment of RSTT and improve the safety and efficiency of railway transportation.

According to the Resolution 236 (WRC-15), World Radiocommunication Conference 2015 invites WRC-19 to take necessary actions, as appropriate, to facilitate global or regional harmonized frequency bands, to the extent possible, for the implementation of RSTT, within existing mobile-service allocations and

invites ITU-R

to study the spectrum needs, technical and operational characteristics and implementation of railway radiocommunication systems between train and trackside,

invites Member States, Sector Members, Associates and Academia

to participate actively in the study by submitting contributions to ITU-R.

3. Overview on the development of RSTT in APT member countries

Railway transportation contributes to global economic and social development, especially for developing countries. It was also recognized that the application of emerging information and radiocommunication technologies in RSTT could improve railway traffic control, passenger safety and improved security for train operations.

Various radiocommunication systems/technologies have been used for many years to carry railway operational applications in many APT member countries. Benefit from the rapid development of broadband digital radiocommunication technologies, the RSTT systems in many countries have witnessed or are undergoing in the transition from analog to digital and from narrowband to wideband. More spectrum are required to meet the demands of modern RSTT to provide novel applications and functions related to the railway safety control and operations. Especially, the harmonization of spectrum usage and international standards of RSTT could improve the efficiency and service of regional and international railway transportations, which enhance regional economic productivity and competitiveness.

[Editor’s note: The following paragraph should be reviewed at AWG-22.]

[The ownership of railway systems, and associated operating and access arrangements vary widely between countries according to national policies and local environment. Such variations may have significant implications for the preferred systems configuration, including technology options, capacity and performance of RSTT radiocommunications. In some countries both the trains and train lines are owned and operated by government entities. In other countries, many of the trains and/or train lines may be owned and operated by private or commercial entities, and may involve various shared track-access and interconnection arrangements with state-owned

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railways. Some countries may also use build and transfer mode or build-operation-transfer mode to run railway infrastructure at each stage for both state-owned entities and/or private entities and/or their combinations can join the operation. In addition, some elementsportions of the railway infrastructure, including RSTT or portions of it, may also be provided by other entities under special contractual arrangements with the railway operator(s).]

[Editor’s note: APT member countries are invited to provide information on the development of RSTT in their countries.]

[The railway radiocommunication systems have witnessed rapid development since 1950s in China. The wireless Train Dispatching system in 450MHz and GSM-R system in 900MHz have been deployed over the whole Chinese railway network, which is of great importance for the safety of railway transportation. By far, 450MHz wireless systems had covered more than 70,000 km of railway lines, and GSM-R system had covered more than 42,900km of railway lines in China. The technical and operational studies have been carried out in the frequency band of 450MHz on the LTE based RSTT and the field trial will be conduct in the near future.]

34. Description Definition of RSTT

4.1 Definition of RSTT

RSTT is a dedicated railway radiocommunication system to carriyes train control, command, operational information andas well as monitoring data between on-board radio equipment and related radio infrastructure located along trackside, providing improved railway traffic control, passenger safety and improved security for train operations.

[RSTT could be described as a dedicated mobile communication system used for dispatching, train control and other operation of railway transportation, providing specific safety-related functions. Taking account of the needs of railway transportation, interoperability and seamless roaming in cross-border transportation are essential to RSTT.]

As one of the core infrastructures in railway transportation, RSTT provides improved railway traffic control, passenger safety and improved security for train operations. It’s necessary to study relative technologies for RSTT. The international standards and harmonized spectrum would promote the deployment of RSTT and improve the safety and efficiency of railway transportation.

4. 2 Main functions of RSTT

Currently, the main functionalities of RSTT might be categorized as dispatching communication, train control and railway information. The characteristics of each kind of the functionalities are described below.

4.2.1 Dispatching Communication

Dispatching communication is dedicated to carry voice and data between railway dispatchers and operators to perform railway specific operations within a specific time frame and to coordinate various railway specific operations in different locations. One of the main functions of RSTT is to provide Dispatching Communication, and the main features arewhich is to provide specific voice and data communication features for railway shown in Table 1.

Table 1 Dispatching Communication Functionalities

Service Type Feature DescriptionREC/enhanced REC Railway Emergency Call / enhanced Railway Emergency Call

eMLPP enhanced Multi-Level Precedence and Pre-emption

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FA Functional AddressingLDA Location Dependent Addressing

VGCS Voice Group Call ServiceVBS Voice Broadcast ServicePTT Push-To-Talk…

For further information, please refer to UIC Project EIRENE Functional Requirements Specification .

4.2.2 Train Control

Train control provides train movement related functions, including those associated with signalling, control and protection. RSTT is also designed to provide safe, reliable data transmission link for the train control system. For example, China uses GSM-R (GSM for railway) in Chinese Train Control System Level 3 (CTCS-3)1, which supports the operation of High Speed Railway in China. With this train control function, the railway transportation efficiency, safety integration level as well as the operation interval has been improved.

4.2.3 Railway information

Generally, railway information transmitted by RSTT could be classified into two kinds:

– to provide the railway transportation information for the operators, such as train operating status, mobile ticketing and check-in services etc.

– to provide relevant railway transportation information for passengers, such as travel information inquiry etc.

5. Main Applications of RSTT

In general, the main application of RSTT can be categorized into four types, including train radio, train positioning, train remote and train surveillance. The introduction of each type of the applications is described below.

5 .1 Train Radio

Train radio application transmits dispatching command, train control command and railway information between train and trackside. Train radio application includes voice/dispatch communication, train control communication, emergency communication, maintenance communication and railway information communication, etc., to implement railway specific operations and functions. Train radio application is used in the railway lines, railway stations, shunting yards and maintenance bases scenarios.

5 .2 Train Positioning

Train positioning application provides train position information (i.e. position marker) for the train and trackside, train integration information and line information of running front (i.e., slope, curvature, maximum line speed limit, etc.) to the train onboard systems. This application is mainly used in the railway lines, shunting yards and railway stations scenarios.

5 .3 Train Remote

Train remote application is mainly used for train transformation involving the ground commanders and vehicle drivers to implement automatic marshalling operations and control the

1CTCS-3 is equivalent to European Train Control System Level 2 (ETCS-2), which is a level of ERTMS/ETCS that uses radio to pass movement authorities to the train whilst relying on trackside conventional means to determine train position and integrity.The ERTMS (European Rail Traffic Management System) is an EU "major European industrial project" to enhance cross-border interoperability and signalling procurement.

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http://www.uic.org/ertms

http://www.era.europa.eu/Document-Register/Documents/SUBSET-023%20v310.pdf

http://www.uic.org/IMG/pdf/frs-8.0.0_uic_950_0.0.2_final.pdf


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speed of the train during marshalling. Train remote application is used in shunting yards scenario only.

5 .4 Train Surveillance

Train surveillance applications deliver different kinds of visible (video, photo, etc.) information between train and trackside to preclude predefined dangerous events. Train surveillance application can be deployed in the cabins, stations or other specific places. Train surveillance applications are mainly used in the railway lines, shunting yards and railway stations scenarios.

56. Architecture of RSTT

6.1 General architecture of RSTT

The main elements of the Railway Radiocommunication System between Train and Trackside (RSTT) may consist of on board radio equipment, radio access units and other trackside radio infrastructure. Other systems, such as the core network, fiber loop etc., are supporting systems for the RSTT.

– Radio Access Unit: including antenna and base station, aiming to provide radio access to the terminals (especially cab radio).

– On board radio equipment: Radio equipment installed on train as well as handsets. For example, mobile terminals of automatic train control (ATC).

– Other trackside radio infrastructure: Radio infrastructure operating along trackside. For example: shunting radio devices.

A diagram of the architecture of RSTT is illustrated in Figure 1.

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AWG-21/TMP-62To core network To core network To core network

... ...

... ...Radio access unit Radio access unit Radio access unit

...On-board

Radio station

Tracksi deradi o stat i ons 1



Tracksi deradi o stat i ons n

Figure.1 Diagram of the architecture of RSTT

67. Working scenario of RSTT

This section provides a brief overview of RSTT working scenarios. These scenarios are Railway line, Railway station, Shunting yard, Maintenance Base and Railway Hub. The general service characteristics of RSTT in different working scenarios are listed in table 2.

Table 2 General Service Characteristics of RSTT in different working scenarios

Priority Latency Reliable Density Moving speedRailway line High Low High Low High

Railway station High Low High High High/StopShunting yard High Low High High Low/Stop

Maintenance Base Low Medium High High StopRailway hub High Low High High High/Low/Stop

67.1 Railway lines

The train communication between the ground and moving trains, in this working scenario, requires a reliable wireless radio-link. It needs to satisfy all train-ground communication application, including dedicated voice and data services, for example, the data transmission for the control-command of trains.

The interoperability requirements of the RSTT should be taken into account during cross-border railway transportation. Compatible RSTT system can support international roaming and international data exchange, and also helpful to improve the efficiency of cross-border transportation and to reduce the relevant cost.

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Figure 2 Railway lines

In addition, there are several specific operating scenarios of railway lines, e.g. parallel railway lines, viaducts and tunnels etc as shown in Figure 3.

(a) Parallel railway lines (b)Viaducts (c)Tunnel

Figure 3 several specific operating scenarios

67.2 Railway stations

Compared to the railway lines, the typical services and applications in railway stations may include train control, monitoring, railway information etc., e.g., device monitoring system (DMS), information transmission system of end-of-train safety equipment.

Figure 4 Railway station

67.3 Shunting yards

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In the shunting yard scenario, RSTT is operated in shunting mode2.In shunting mode, the typical applications may include voice and alerting data mixed transmission, monitoring.(Source: FRS 8.0.pdf)

Figure 5 Shunting mixed with railway lines

67.4 Maintenance Bases

The working scenario of RSTT in the maintenance bases is similar to that of in railway stations. In this scenario, RSTT need to support the following applications: monitoring, maintenance information. (Sources: FRS 8.0.pdf)

Figure 6 Maintenance Base

67.5 Railway hub

The RSTT in hub scenario is the combination of other typical railway scenarios. Figure 7 is a diagrammatic sketch in a big city, in which railway stations (including Maintenance base and shunting yard etc.) are connected by different railway lines. Due to the complex operations in

2Shunting mode is the term used to describe the application that will regulate and control user access to facilities and features in the mobile while it is being used for shunting communications.

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the hub, the moving speed of the trains in the hub is quite different, ranging from 0 to high speed level.

Figure 7 Railway hub

78. Studies of evolving technologies of RSTT

78.1 Overview

The use of telecommunications by the railway industry began with the introduction of telegraphy, which was replaced by wireless technologies. Today the wireless technologies include GSM-R, TETRA, APCO-P25 and Wi Fi., etc.

Many long distance and high-speed trains deploy GSM-R and TETRA networks both for operational voice communications between train drivers and train controllers as well as to carry train signaling and control information.

Cellular technologies have evolved from voice centric 2G (GSM) systems to 4G (LTE) broadband systems that can simultaneously transport multiple signals and traffic types at a high data rate. The broadband capability of 4G is fostering the creation of new services and applications. For more information, please refer to ANNEX 4.

[Editorial note: The Annex 4 is developed based on AWG-20/INP-29 in AWG-20 and need to be further examined in AWG-22.]

7.2 Studies in UIC

GSM-R has been deployed in many countries, such as China, Turkey, Russia, German, and Nigeria. However, the existing GSM-R is a narrow band railway radiocommunication system, and is unable to meet the demands of railway broadband for future railway application. In addition, the evolution of radio technologies might cause end of support of GSM-R from 2030.International Union of Railways (UIC) decided in 2012 to set up the Future Railway Mobile Communications System (FRMCS) project to prepare the necessary steps towards the introduction of a successor to GSM-R. Please refer to UIC’s Future Railway Mobile Communication System User Requirements Specification. For more information, please refer to Annex 1 to this report.

7.3 Studies in 3GPP

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The FRMCS Functional Working Group of UIC has investigated requirement for the next generation railway communication system. These requirements have been sent to 3GPP by ETSI TC-RT NG2R in LS S1-161250. 3GPP has already initiated relevant studies.

−Work item SP-130728 (MCPTT):MCPTT Service can be used for public safety applications and also for general commercial applications (e.g., railways and utility companies).

−Work item RP-152263 (Performance enhancement for high speed scenario): In the current 3GPP specifications, the maximum speed guaranteed in Base Station performance is up to 350km/h. There is a need to comprehensively revisit and enhance the existing requirements to ensure the system performance under high speed environment.

−Study item SP-160371(FRMCS): 3GPP SA1 group has received a liaison from ETSI TC RT for establishing a new stage 1 study item on FRMCS requirements in Release 15 of 3GPP. 3GPP SA plenary approved the study item which is planned to be finalized in December 2016.

78.2.4 Studies in China

7.48.2.1 Studies in NGCR

In July 2015, China Railway Corporation had set up the Next Generation radiocommunication working group of China Railway(NGCR) was established, which is an union of industry, academies, research institutions and railway operators with more than 40 members to carry out. NGCR keeps in touch with relative international organizations such as UIC to conduct research on technical implementation, frequency suitability, business applications, standards, equipment R&D etc. NGCR keeps in touch with relative international organizations such as UIC to conduct research on the next generation radiocommunication for railway with characteristics of standardization, broadband, IP and fledged industry, to realize high bearing capacity, high reliability, and sustainable evolution for RSTT.

The work items include studies on function and system requirements, suitable frequency bands and spectrum requirements, propagation and channel models, electromagnetic coexistence, networking, application scheme, equipment specification and interoperability, etc.

A trial RSTT system for railway based on LTE using comprehensive broadband digital mobile communication technology is now under study. It is planned to carry out system trial test in a high-speed railway line in the frequency band 450 MHz for this new system in 2018. The trial test will include studies on propagation and channel models, electromagnetic coexistence, networking, application scheme, equipment specification and interoperability, etc.A field test related to LTE-based next generation railway radiocommunication system is planned to be carried out in 2018 on some high speed railway to verify system capacity and technical characteristics for RSTT in different typical scenarios.

7.48.2.2 Studies in CCSA

The B-TrunC (Broadband Trunking Communication) standards are developed by the China Communications Standards Association (CCSA). Series of standards3 have been finalized and published by the Ministry of Industry and Information Technology of the People’s Republic of China since 2013. The Broadband Trunking Communication Industry Alliance is responsible for the interoperation tests to guarantee the interoperability of devices from different vendors.

3 General technical requirements; Technical Requirement for Uu-T Interface; Test Method for Uu-T Interface; Technical Requirements for Interface between UE and Trunking Core; Test Method for Interface between UE and Trunking Core; Technical Requirements for Interface between Trunking Core Network and Dispatcher; Test Methods for Interface between Trunking Core Network and Dispatcher; Test Methods for User Equipment; Test Methods for Network Equipment; Test Methods for Dispatcher Equipment; Test Methods for Interoperability between User Equipment and Network Equipment.

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The B-TrunC is a specific LTE-based trunking system which can support broadband IP-based packet data transmission and broadband trunking services including Voice/Video/Data Group call and Broadcast etc.

78.3.5 Studies in Japan

The broadband transmission capabilities are the most important function to provide high-speed data such as train control, command, operational information, monitoring data as well as video to the train crews to realize more secure and comfortable railway transport services. The millimetre-wave frequencies are well known as the spectrum resources supporting the broadband data signal transmission.

Japan is considering the millimeter-wave spectrum be studied for RSTT to address its importance for safety of railway systems.

Train operation or control systems using RSTT have several security measures based on the assumption of transmission error or communication blackout in RSTT. Safety of train operation should be ensured by the whole railway system without relying on frequency band of RSTT.　 It's contemplated that RSTT using millimetre-wave frequency band will be able to provide enough transmission quality for safe train operation or control systems by designing and implementing RSTT in accordance with the requirements specified in the related international standards such as IEC 62280, IEC/TS 62773 and IEC 61508.

For more information on Japanese studies on millimetre-wave band railway radiocommunication systems between train and trackside, please refer to ANNEX 2 to this Report.

[Editorial note: There are different views at this section in AWG-20 meeting. And this section needs to be further consideration at next meeting.]

7.68.4 Studies in Korea

In the light of operational experiences and spectrum usage in Korea, there are several fragmented frequencies for train signalling, control and communication. Several control and communication equipment were not easy to maintain and not interoperable with other systems. In order to solve the issue, Ministry of Land, Infrastructure and Transport (MLIT) in Korea released ‘Train signalling standardization plan’. Ministry of Science, ICT and future Planning (MSIP) allocated 20MHz in 700MHz band for public safety including railway communication.

Republic of Korea believes that the information on technical and operational implementation of LTE based railway communication systems in Korea will be very informative for the development of the report on system description of RSTT (including working scenarios, main functionalities, system architecture, national implementation experiences of RSTT, etc.). In addition, it will be helpful to APT member countries which wish to consider the introduction of railway communication systems and. For this purpose, Republic of Korea would like to share its experiences and status for implementation of LTE based railway communication systems. TTA (Telecommunications Technology Association) developed standards of LTE based Railway communication system. - ‘User Requirements for LTE based Railway Communication System’ (TTAK.KO-06.0370, 2014)- ‘Functional Requirements for LTE based Railway Communication System’ (TTAK.KO-06.0369,

2014)- ‘System Requirements for LTE based Railway Communication System’ (TTAK.KO-06.0437, 2016)- ‘LTE based Railway Communication System Architecture’ (TTAK.KO-06.0438, 2016)

TTAK.KO-06.0369 and TTAK.KO-06.0437 were submitted to 3GPP SA1 to co-work with UIC user requirements. Please refer to ANNEX 3 to this Report for more information.

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[Editor’s note: Korea will provide hyperlink to TTA standards in AWG-22.]

78.25 Studies in UIC

GSM-R has been deployed in many countries, such as China, Turkey, Russia, German, and Nigeria. However, the existing GSM-R is a narrow band railway radiocommunication system, and is unable to meet the demands of railway broadband for future railway application. In addition, the evolution of radio technologies might cause end of support of GSM-R from 2030.International Union of Railways (UIC) decided in 2012 to set up the Future Railway Mobile Communications System (FRMCS) project to prepare the necessary steps towards the introduction of a successor to GSM-R. Please refer to UIC’s Future Railway Mobile Communication System User Requirements Specification. For more information, please refer to Annex 1 to this report.

78.36 Studies in 3GPP

The FRMCS Functional Working Group of UIC has investigated requirement for the next generation railway communication system. These requirements have been sent to 3GPP by ETSI TC-RT NG2R in LS S1-161250. 3GPP has already initiated relevant studies.

−Work item SP-130728 (MCPTT):MCPTT Service can be used for public safety applications and also for general commercial applications (e.g., railways and utility companies).

−Work item RP-152263 (Performance enhancement for high speed scenario): In the current 3GPP specifications, the maximum speed guaranteed in Base Station performance is up to 350km/h. There is a need to comprehensively revisit and enhance the existing requirements to ensure the system performance under high speed environment.

−Study item SP-160371 (FRMCS) : 3GPP SA1 group has received a liaison from ETSI TC RT for establishing a new stage 1 study item on FRMCS requirements in Release 15 of 3GPP. 3GPP SA plenary approved the study item which is planned to be finalized in December 2016.

.89. Implementation of RSTT in APT Members

[Editor’s note: It was proposed to reduce the pages of section 9. This section should include the general description of implementation of RSTT in APT countries, and the detailed information should be shifted to Annex. Input contributions from APT Members are encouraged to AWG-22 on this matter.]

9.1 RSTT in Australia

In Australia, the land mobile service in the following frequencies and ranges is principally for the purposes of the rail industry:

408.6375-409.04375 MHz

418.0875-418.49375 MHz

410.625 MHz

411.375 MHz

411.625 MHz

412.375 MHz

450.050 MHz

450.4125 MHz.

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The Australian rail industry is normally consulted in considering other uses of spectrum shown above.

Noting that:

The frequency ranges 408.6375-409.04375 MHz and 418.0875-418.49375 MHz are for two-frequency use.

The frequency ranges 410.61875-410.63125 MHz, 411.36875-411.38125 MHz, 411.61875-411.63125 MHz, 412.36875-412.38125 MHz, 450.04375-450.05625 MHz and 450.40625-450.41875 MHz are for simplex (single frequency) use.

89.1 RSTT in China

Chinese railway radiocommunication technology has witnessed rapid development since 1950s, especially in 450MHz wireless train dispatching system and 900MHz GSM-R system. These systems have been implemented into the whole Chinese railway network, which is of great importance for the safety of railway transportation.

89.1.1 450MHz Band RSTT

Wireless train dispatching system has been implemented in China since 1950s, which used for voice communication and dispatching order transmission. Up to 2015, 450MHz system has been deployed over 84,000 kilometers lines in China.

With the development of railway radiocommunication technology, the existing 450MHz wireless train dispatching system will be gradually replaced by advanced technologies in China, for instance the GSM-R or other next generation railway radiocommunication technologies.

China has set up series of technical standards for 450MHz wireless train dispatching system. The RF characteristics in China are listed in Table 3.

Table 3 450MHz band RF characteristics

Frequency Range (MHz)457.2-458.650467.2-468.650

Tolerance ≤5×10-6

Transmitting radiation power (dBm)Railway station: 34-37(simplex), 37-40 (duplex)locomotive: 37(simplex), 40 (duplex)handset: 34

Adjacent-channel power (Ratio)(dB) ≥65Modulation Limitation (kHz) ≤5

89.1.2 900MHz band RSTT

Since the first deployment of GSM-R system in the Qinghai-Tibet Railway, 900 MHz GSM-R system has been implemented in all new lines from 2006. Up to 2015, GSM-R has been implemented over 37,000 kilometers lines in China, including part of existing regular lines and all high-speed lines.

In China, GSM-R system provides voice service and data service for railway transportation.

Voice Service: On-train outgoing voice communication from the driver towards the controller(s) of the train, on-train incoming voice communication from the controller towards a driver, railway emergency communication, trackside maintenance communication and public emergency call, etc.

Data service: Automatic train control communication, Monitoring and control of critical infrastructure, Shunting data communication, etc.

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China has set up series of technical standards for GSM-R. The RF characteristics of GSM-R in China are listed in Table 4.


Frequency Range (MHz) 885.0~889.0(Mobile station->Base station)930.0~934.0(Base station->Mobile station)

Channel separation (kHz) 200

Antenna gain (dBi)Base station :65°(Half-power Beam width):17

Or 33°(Half-power Beam width):21Mobile station: ≥0

Polarization Dual-polarized

Transmitting radiation power (dBm)

Handset: 33Locomotive station: 39Base station: 46

Modulation GSMKMultiplexing method TDMA

Receiver sensitivity(dBm)Mobile station： ≤-104Base station：≤ -110

89.1.3 400MHz band RSTT

Portions of 400MHz band is used in China railway for private digital radio for wagon tail communications, crew communications, dispatching emergency communications, inspection operation in EMU shed, shunting operation, etc. The RF characteristics of 400MHz RSTT are shown in Table 5.


Frequency Range 403-423.5 MHz

Device type Base station/Repeater Cab radio Handset

Channel Spacing 12.5 kHz 12.5 kHz 12.5 kHz

Maximum Nominal Transmission Power 30W 25W/10W/5W 5W/3W/1W

Modulation 4FSK 4FSK 4FSK

9.1.4 1.8 GHz band RSTT

LTE-based Broadband Trunking system based on B-TrunC standards within 1.8GHz frequency band has been deployed in some shunting yards in China since 2016. The system provides broadband data service, video service, voice service, and multimedia dispatching service for railway transportation. The RF characteristics of 1.8GHz B-TrunC system are shown in Table 6.

Table 6 1.8GHz band RF characteristics

Frequency Range (MHz) 1785-1805MHzDuplex mode TDDChannel band width (MHz) 1.4MHz, 3MHz, 5MHz, 10MHzTransmitting power (dBm/MHz)

Base station: 33Mobile Station: 23

89.2 RSTT in Japan

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9 8.2.1 150 MHz, 300 MHz and 400 MHz Band RSTT

Since the around 1950s, 150 MHz band, 300 MHz band and 400 MHz band have been used for the RSTT that carries train control, command, operational information in the world. And these frequency bands are still used now as the important frequency resources to support safety and stable train operation in Japan. Table 6 is the list of major RSTTs used in Japan. This table shows name of system, frequency band, applications, and users of each RSTTs.

Table 76 List of RSTTs used in Japan

Name of System Frequency Applications and Users of the system

Train Radio System(TRS)

150 MHzband300 MHzband400 MHzband

[Application]･Traffic control information for drivers･Automatic train control･Vehicle status monitoring for maintenance crews･Passenger guidance for conductors[Users]･Train traffic controllers･Train drivers and conductors･Automatic train control equipment･Station managers･Maintenance crews

Radiocommunication system for

High Speed Train (RHST)

400 MHzband

[Application]･Traffic control･Automatic train control･Vehicle status monitoring, Passenger guidance[Users]･Train traffic controllers･Train drivers and conductors･Automatic train control equipment･Maintenance crews

Emergency Alarm Radio

System (EARS)300 MHzband

[Application]･Emergency signals from train or ground to trains to alert some dangers situations to surrounding drivers by buzzer

[Users]･Train drivers and conductors･Train traffic controllers

Radiocommunication system for Emergency Cut

Off System(REMCOS)

150 MHzband

[Application]･Emergency signal from train to ground to stop trains by powering Cut Off

[Users]･Train drivers and conductors･Train traffic controllers･Ground maintenance crews･Platform door controller equipment

Radiocommunication system for

Electronic Blocking System

(REBS)

300 MHzband

[Application]･ Trigger signal transmission from train to ground to control block section

[Users]･Train drivers･Ground Interlocking equipmentRadiocommunication system for

Japan Radio

300 MHzband [Application]･Automatic train control in emergency[Users]

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Train Control system

(JRTC Radio)･Ground Train controller equipment･On-board train controller equipment

Yard Radio (YR)150 MHzband300 MHzband400 MHzband

[Application]･Vehicle maintenance･Shunting[Users]･Train drivers･Ground maintenance crews

89.2.1.1 Train Radio System (TRS)

TRS is used for inter-city and inner-city train, but not for high speed train. TRS carries traffic control information, train control command, passenger information and vehicle status monitoring data between trains and control centres. In general, a control centre covers several railway lines and TRS accommodate some radio zones, which correspond to each railway line.

Figure 8 shows the architecture of TRS. The Central System in the Control Centre accommodates A, B, and C zones. A set of radio frequencies is allocated to each line. There are some base stations in a zone, about 2km each according for propagation scenarios. The Central System connects commanders in the Control Centre and crews on-board. The commanders are able to inform drivers about train control issues. The controllers are also able to inform conductors about passenger guidance. Furthermore, data transmissions for vehicle status monitoring are available.

On-board antennas are on the top of each side of diver’s room. Base station antennas are on the top of poles beside the track and directing the rail along. In some train lines, the system is applied not only for voice and data communications but also for the train control as described in 89.2.1.4

ControlCenter

Central System

A zone

Base Station

B zone C zone

On-board antenna Base station antenna

FIGURE 8 System Architecture of Train Radio System

Table 78 and Table 89 summarize technical characteristics of Train Radio System (TRS) operating in 150 MHz band, 300 MHz band, and 400 MHz band. Table 78 shows parameters of analog type TRS, and Table 89 shows parameters of digital type TRS.

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TABLE 78

Technical characteristics of analog Train Radio System (TRS)

System Analog TRS(VHF band)

Analog TRS(UHF band A type)

Analog TRS(UHF band B type)

Analog TRS(UHF band C type)

Frequency Range 140 MHz - 144 MHz146 MHz - 149.9 MHz 335.4 MHz - 360 MHz 410 - 420 MHz

Channel separationBand Width

8.5kHz, 16 kHz, 20 kHz 12.58.5 kHz

MaximumAntenna gain

Base station :+15 dBi

Mobile station : +4.2 dBiLeaky Coaxial cables are used in

tunnel section or blind zone.

Base station :+11 dBi

Mobile station : +1 dBi

Leaky Coaxial cables are used in tunnel section or blind zone.

Polarization Vertical

Maximum Transmission power

Base station :+47 dBm

Mobile station : +40 dBm


Mobile station :+30 dBm

+30 dBm

E.I.R.P.


Mobile station :+44.2 dBm

Base station : +47 dBm

Mobile station :+31 dBm

Base station +41 dBm

Mobile station +31 dBm

Receiving noise figure < 10 dB

Reception quality SNR > 45 dB SNR > 30 dB SNR > 20dB

Transmission distance (km) 3 - 40 km 1.5 -3 km

Modulation FM

Multiplexing method FDD none

TABLE 89

Technical characteristics of Digital Train Radio System (TRS)

System Digital TRS(VHF band Type 1)

Digital TRS(VHF band Type 2)

Digital TRS(VHF band Type 3)

Digital TRS(UHF band)

Frequency Range

140 MHz - 144 MHz146 MHz - 149.9 MHz 335.4 MHz - 360 MHz


6.255.8kHz 25 kHz 6.255.8 kHz

Maximum Antenna gain

Base station : + 11dBi

Mobile station : +1 dBi


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Base station : +37dBm


Base station : +30 dBmMobile station : +30 dBm


Mobile station : +24.8dBm

E.I.R.P.


Mobile station: +31 dBm




Mobile station: +31 dBm


Mobile station: +25.8 dBm


Data rate 9.6 kbps 32 kbps 4.8 kbps 9.6 kbps

Reception quality BER < 10-4

Transmission distance (km) 1 - 3 km 1 - 2 km 1 - 3 km 1.5 - 2 km

Modulation π/4QPSK 4FSK π/4QPSK

Multiplexing method FDMA or SCPC TDMA FDMA or SCPC FDMA

89.2.1.2 Radiocommunication system for High Speed Train (RHST)

RHST is a radio communication system for high speed trains. The most distinctive feature of this system is to use leaky coaxial cables (LCX) all along the line even at no-tunnel area.

Figure 9 shows the system architecture of RHST. LCX as shown at right above is a type of coaxial cable that has holes called “slot”. Through these slots, radio wave gradually leaks outside of the cable. The radio wave is propagated to antennas installed at the “skirt” of the vehicle. LCX method allows the distance between LCX and antennas on board to be so close constantly that the affection of interference or noise can be so smaller and it is possible to maintain stable communication regardless of the location of train, open-site or inside of tunnels. Applying the whole LCX method to train radio systems makes it possible to achieve more than 99.99% connections throughout the entire line even when trains are running at high speed (above 300 km/h).

A Central Unit in Control Centre accommodates Ground Communication Controllers, which are located in the key stations. The Ground Communication Controllers take handover through accommodated Base Stations. Base Stations are located in almost every station and repeaters that compensate for LCX propagation loss, are sided at every 1.3 km intervals along track between Base Stations. Four antennas that are installed at body side of the front vehicle, receive radio waves from LCX.

Because of this stable feature of radio communication, some channels are assigned for automatic train control and the radio based train control system, as described in 89.2.1.4, is in practical use in some high-speed train lines.

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中央装置

総合指令所

・指令電話

・車両モニタ・車内情報・車両技術支援

統制局

基地局

中継器中継器

JR電話回線

NTT電話回線

光搬送端局

光回線

LCX

LCX

LCXLCX車上局アンテナ

通信通信

中央装置

総合指令所

・指令電話


統制局

基地局

中継器中継器

JR電話回線

NTT電話回線

光搬送端局

光回線

LCX

LCX


通信通信

LCX（Leaky Coaxial Cable）

LCXOn board Antenna

Repeater

BaseStation

Optical network

Optical NetworkTerminal

Ground communication Controller

Train operator(Control Center)

Train radio(private telephone)

Central Unit ・Train Monitor

・Train Information

・Train technology support

JR Phone Line

NTT Phone Line

RoF network for the Internet service

400MHzBand

400MHzBand

RepeaterRepeater

中央装置

総合指令所

・指令電話


統制局

基地局

中継器中継器

JR電話回線

NTT電話回線

光搬送端局

光回線

LCX

LCX


通信通信

中央装置

総合指令所

・指令電話


統制局

基地局

中継器中継器

JR電話回線

NTT電話回線

光搬送端局

光回線

LCX

LCX


通信通信

LCX（Leaky Coaxial Cable）

LCXOn board Antenna

Repeater

BaseStation

Optical network

Optical NetworkTerminal

Ground communication Controller

Train operator(Control Center)

Train radio(voice communication)

Central Unit ・Train Monitoring

・Train Information

・Train technology support

JR Phone Line

NTT Phone Line

RoF network used for transmission oftrain operational data

400MHzBand

400MHzBand

RepeaterRepeater LCX cable

FIGURE 9 System Architecture of Radiocommunication system for High Speed Train (RHST)

Table 910 summarizes technical characteristics of Radiocommunication system for High Speed Train (RHST) operating in 400 MHz band.

TABLE 910

Technical characteristics of Radiocommunication system for High Speed Train (RHST)

System Analog RHST Digital RHST(Type 1)

Digital RHST(Type 2)

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Frequency Range 410 MHz - 420 MHz, 450 MHz - 455 MHz


up link: 12.58.5kHz, 2524.3 kHz, 230 kHz, 288kHzdown link: 12.58.5 kHz, 2524.3 kHz, 64 kHz, 230 kHz, 288 kHz, 640 kHz


Base station : Leaky Coaxial Cable (Coupling loss = 55dB, 60dB, 70dB, 80dB)Mobile station : Slot array antenna (Gain = [+5] dBi)


Base station: +33 dBmMobile station: +36 dBm

Base station: +27 dBmMobile station: +36 dBm


Reception quality SNR > 30 dBBER < 10-4 BER < 10-4

Transmission distance

30 km (installation interval of base stations)Radio wave propagation distance between LCX and on-board antenna is about 1 - 2 m.

Modulation down link : PMup link : FM π/4 QPSK down link : π/4 QPSK

up link : π/4 QPSK + QPSK

Multiplexing method

down link : FDMup link : FDMAFDD

down link : TDMup link : TDMAFDD

89.2.1.3 Emergency Alarm Radio System (EARS), Radiocommunication system for EMergency Cut Off System (REMCOS) and Radiocommunication system for Electronic Blocking System (REBS)

(1) Emergency Alarm Radio System (EARS)

EARS is used to avoid accidents. When a train driver confirms some emergency circumstances on track such as line blocked objects, a train derailment, a fire, etc. the driver is expected to send alarm to approaching train’s drivers by EARS in order to avoid a secondary accident. When EARS is operated, emergency radio signal is directly transmitted to approaching trains as shown in Figure 10.

EARS is a very simple system. It consists of only mobile-stations on-board. The mobile-station consists of a radio equipment, a transmission button, and an antenna. When the transmission button is pressed, emergency radio signal is transmitted to approaching trains. When the approaching train’s mobile-station receives the signal, it sounds a warning tone and the driver should take necessary actions such as stopping the train. The emergency radio signal reaches nominally within 1 km radius. If it is difficult to reach the emergency to approaching train according to geographical scenario, such as in tunnels, repeaters are installed on trackside in order to expand the coverage of radio propagation.

EARS is used not only for a train to trains but also for ground to trains. In some stations, “Emergency train stop buttons” are prepared at platforms and anyone can push the button to stop trains around the station in emergency, such as someone falling down from platform. If the button is pushed, emergency radio signal as described above is transmitted from the station to approaching trains. And in some railway lines, EARS is also used to send emergency alarm to stop trains when earthquake occurs.

FIGURE 10 System Architecture of Emergency Alarm Radio System (EARS)

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(2) Radiocommunication system for EMergency Cut Off System (REMCOS)

REMCOS is another radio system to avoid accidents. The system is used for sending signal to a railway electrification system on ground and electric power for trains in some emergency aria is cut-off.

Figure 11 shows the system architecture of REMCOS. When a train driver confirms some emergency circumstances, the driver operates REMCOS on-board and emergency radio signal is transmitted to Central System in Control Centre via Base Stations. In Control Centre, the operational commander manually cuts off the power for trains near the emergency area or REMCOS automatically sends signal to a railway electrification system to cut off the power.

REMCOS is used not only for a train to ground but also for ground to ground. In some stations, radio equipment for REMCOS is prepared and if a platform screen door is forced to open by someone, emergency radio signal, as described above, is transmitted from the station and power for trains around the station is cut off.

FIGURE 11 System Architecture of Radiocommunication system for EMergency Cut Off System (REMCOS)

(3) Radiocommunication system for Electronic Blocking System (REBS)

REBS is a radio communication system for Electric Blocking System. The Electric Blocking System is used at single-track railroads in rural areas. Figure 12 shows the system architecture. When a train stops at a station and is ready for departure, the diver pushes a button of a radio transmitter on-board. The radio transmitter sends radio signal “departure request” to Station Equipment through Radiative Pair Cable (RPC) antenna and Radio Equipment set up at the machine room of the station. The Station Equipment controls electric switch machines, leaving signals, and home signals then the driver can start the train in safety.

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ControlCentre

Central System

Base Station

PowerEmergency radio signal

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FIGURE 12 System Architecture of Electronic Blocking System

Table 1110 summarizes technical characteristics of Emergency Alarm Radio System (EARS), Radiocommunication system for EMergency Cut Off System (REMCOS) and Radiocommunication system for Electronic Blocking System (REBS) operating in 150 MHz band and 300 MHz band.

TABLE 1110

Technical characteristics of Emergency Alarm Radio System (EARS), Radiocommunication system for EMergency Cut Off System (REMCOS) and Radiocommunication system for Electronic Blocking System

(REBS)

System EARS REMCOS REBS

Frequency Range (MHz) 370 MHz - 380 MHz

140 MHz - 144 MHz146 MHz - 149.9 MHz150.05 MHz - 156.4875 MHz156.8375 MHz - 160 MHz340 MHz - 370 MHz

335.4 MHz - 340 MHz

Channel separationAllowed Band Width

6.255.8 kHz 12.58.5 kHz, 25kHz 12.5 kHz

Antenna gain + 1 dBi [to be filled out in future] + 1 dBi



[to be filled out in future] [to be filled out in future] +30 dBm

E.I.R.P. [to be filled out in future] [to be filled out in future] +31 dBm


Transmission distance (km) Min. 1 km [to be filled out in future] Max. 5 m

Modulation [to be filled out in future] [to be filled out in future] FM

Multiplexing method none

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89.2.1.4 JRTC Radio

JRTC Radio is a sub-system of Japan Radio Train Control system (JRTC). JRCT is automatic train control system that is based on telecommunications between trains and base stations for train traffic management and railway infrastructure control.

Figure 13 shows the system architecture of JRTC. On train, the on-board controller detects its own location information that is consists of its location and speed. The mobile station sends the location information to the Ground Controller though Base Stations. With location information of trains, condition of electric switch machines, and condition of level crossing, the Ground Controller calculates the limit in which the train could run safely and sends the stopping limit to the train. The Ground Controller controls the ground equipments as well, such as electric switch machines, level crossings, etc. On the train, the on-board controller calculates a brake pattern and an upper limit speed curve, by using its own brake performance to stop at the running limit directed by the Ground Controller. The on-board controller directs adequate train-speed to the train-driver and if train-speed exceeds the brake pattern, the on-board controller makes the train slow-down or stop by controlling the brake automatically. Requirements of basic function and system construction have been defined in Japanese Industrial Standards as JIS E 3801. JRTC corresponds to the train control system of ERTMS/ETCS Level 3 in Europe.

GroundController

ManagementSystem

BaseStation

Switch Gears

Mobile Station

Display

On board controller

Break Speed

Train

Sending train location, speed, possible running limit(stopping limit) by using radio communications

FIGURE 13 System Architecture of JRTC

Figure 14 shows the frequency usage of JRTC Radio. Four pairs of frequencies are used repeatedly along railways. Cover area of radio base station is about 3km.

about 3km about 3km about 3km

Cover area of radio base stationFrequency: fa

Zone ofRadio station A

fb

Zone ofRadio station B

Zone ofRadio station C

fc

Zone ofRadio station D

fd

about 3km

FIGURE 14 Frequency usage of JRTC Radio

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Base Station A Base Station B Base Station C Base Station D

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Table 1112 summarizes technical characteristics of JRTC Radio operating in 300 MHz band.

TABLE 1112

Technical characteristics of JRTC Radio

System JRTC Radio

Frequency Range 335.4 MHz - 360 MHz

Band WidthChannel separation

12.55.8 kHz


Base station : +11 dBiMobile station : +1 dBi



Base station : +34.8 dBmMobile station : +30 dBm

E.I.R.P. Base station : +45.8 dBiMobile station : +31 dBi


Data rate 9.6 kbps

Reception quality BER < 1x10-4

Transmission distance (km) 2 - 3 km

Modulation π/4 QPSK

Multiplexing method FDD, TDM-TDMA

89.2.1.5 Yard Radio (YR)

YR is used for voice communication between operator in operation room and drivers on board to switch trains in yards or stations. Figure 15 shows the system architecture of YR.

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FIGURE 15 System Architecture of Yard Radio (YR)

Table 1213 summarizes technical characteristics of YR operating in 150 MHz band, 300 MHz band, and 400 MHz band.

TABLE 1213

Technical characteristics of Yard Radio (YR)

System Analog YR(150 MHz band)

Analog YR(300 MHz band)

Analog YR(400 MHz band)

Frequency Range (MHz)

140 MHz - 144 MHz146 MHz - 149.9 MHz150.05 MHz - 156.4875 MHz156.8375 MHz - 160 MHz

335.4 MHz - 399.9 MHz 450 MHz - 470 MHz

Channel separationAllowed Band Width

12.58.5 kHz

Antenna gain [to be filled out in future] [to be filled out in future] [to be filled out in future]



[to be filled out in future] +37 dBm

E.I.R.P. [to be filled out in future] [to be filled out in future] [to be filled out in future]


Reception quality SNR > [30] dB SNR > [30] dB SNR > 30 dB

Transmission distance (km) [to be filled out in future] [to be filled out in future] [to be filled out in future]

Modulation FM

Multiplexing method none

9 8.2.2 40-GHz band video transmission system (MVT)MVT has already been deployed for many railways, in which trains are driving without any conductor. In this case drivers must confirm platform situations by themselves at each station before departure. MVT enables drivers to confirm platform situations by showing these in driver’s room.Figure 16 shows the architecture of MVT. CCTV cameras are located at several points in every platform. Millimetre waves transmit these cameras’ video streams to diver’s room through transmitter and receiver. Monitors in driver’s room show the conditions of the platform from several cameras simultaneously without latency. Therefore, the driver can confirm the situations of platform and start the train safely. Table 14 shows technical characteristics of 40-GHz band video transmission system.

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FIGURE 16 Architecture of MVT.

TABLE 14

Technical characteristics of 40-GHz band video transmission system (MVT)

Parameter MVTFrequency Range (GHz) 43.5-43.7Channel separation(MHz) 40Antenna gain (dBi) 33 typ.Polarization VerticalTransmitting radiation power (dBm) 0e.i.r.p. (dBm) 33 typ.Receiving noise figure (dB) <20Transmission distance (m) < 60Modulation FMMultiplexing method FDM

9.2.3 60-GHz band train platform monitoring systemSince passenger safety at the station is a primary concern of railway system, the train platform monitoring system is introduced to monitor passengers on the track line of the station. The video monitors are equipped at the control room in the station room, the train driver’s room and the conductor’s room. Several video cameras are placed to monitor almost entire train platform. The 60-GHz transceivers are connected to those video cameras and monitors to transmit/receive video signals. Due to surveillance capabilities of the monitoring system, serious accident of passengers at the station platform can be prevented. Table 1X shows technical characteristics of 60-GHz band train platform monitoring system.

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TABLE 1X

Technical characteristics of 60-GHz train platform monitoring system

Parameters Fixed station On-board station

Frequency Range (GHz) 57-66 57-66Channel separation (MHz) 125 125Antenna gain (dBi) 31 26Antenna beam width (degree) 3.5 7Polarization Linear LinearTransmitting radiation power (mW) 10 10e.i.r.p. (dBm) 41 31Receiving noise figure (dB) 8 8Transmission data rate (Mb/s) 100 100Transmission distance (m) 100 100Modulation ASK ASKMultiplexing method FDD FDDNetwork interface 100 Base-TX 100 Base-TX

89.2.34 Operational environment (deployment scenarios)Radio propagation characteristics in railway environment depend on the type of track surfaces (ex. ballast track, concrete slab track).Table 1314 and Table 1415 shows typical railway alignment, size of propagation area and location of antennae for RSTTs. Figure 17 shows an example of cross section view of railway track.

Table 1314Operational environment (deployment scenarios) in inter-city railway lines or urban transport systems

Parameters Values

Antenna height Base station : [5 m - 15 m] from rail surface levelMobile station : [3.5 m - 4 m] from rail surface level

Maximum train speed 160 km/hRoadbed width Typ. [10] mVehicle width Max. 3.0 mVehicle height Max. 4.1 m

Minimum Radius of curve Typ. 2200 m (Min. 400 m in railway station area)Minimum Vertical radius of curve Typ. 2000 m

Gradient of track 35‰Maximum Superelevation of track 105mm @ rail gauge = 1067mm

Table 1415 Operational environment (deployment scenarios) in high speed railway line

Parameters Values

Antenna height Base station(LCX) : [0 m - 3 m] from rail surface levelMobile station : [0.6 m - 1 m] from rail surface level

Maximum train speed 320 km/hRoadbed width Typ. [12] mVehicle width Max. 3.4 mVehicle height Max. 4.5 m

Minimum Radius of curve Typ. 4000 m

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Minimum Vertical radius of curve Typ. 10000 mMaximum Gradient of track 35‰

Maximum Superelevation of track 200 mm @ rail gauge = 1435 mm

Track Center

Vehicle

rail surface level

Roadbed width

Vehicle width

Vehicle height

FIGURE 17 An example of cross section view of railway track (viaduct section)

89.3 RSTT in Korea

89.3.1 VHF band RSTTVHF (Very High Frequency) system provides point-to-point radiocommunication scheme between control centre/base station and a train crew or inter-mobile station radiocommunications in conventional train. VHF system uses 4 channels for exchanging data at the 153 MHz frequency band. Since the radiocommunication is established by voice call depending on propagation range, users must be careful to be in radiocommunication range. Due to point-to-point scheme, various radiocommunication functions such as group radiocommunication, priority radiocommunication are not supported. Furthermore, the main requirement for railway wireless networks, i.e., safety, reliability, and security, are not guaranteed. Table 1516 represents frequency band allocation for VHF system.

- 11 25kHz channels for voice communication (total bandwidth 275kHz)

- 11 12.5kHz channels for voice communication (total bandwidth 137.5kHz)

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TABLE 1516

Frequency band allocation for VHF

Item CH Broadband Narrowband

RemarksTx Rx Tx Rx

Portable terminal

1(Normal) 153.440

Same as Tx

150.4250

Same as Tx2(emergency) 153.250 150.4500

3(Work) 153.280 150.4625

4(Work) 153.660 150.4375

Portable terminal

1(Normal) 153.440

Same as Tx

150.4250

Same as Tx2(emergency) 153.340 150.4875

3(Work) 153.740 150.4125

4(Work) 153.660 150.4375

Mobile terminal

1(Normal) 153.440Same as Tx

150.4250Same as Tx

2(emergency) 153.520 150.4500

3(Work) 153.590 153.110 150.4750 150.3750

4(Work) 153.620 153.200 150.5000 150.4000

Base station

1(Normal) 153.440Same as Tx

150.4250Same as Tx

2(emergency) 153.520 150.4500

3(Work) 153.110 153.590 150.9750 150.4750

4(Work) 153.200 153.620 150.4000 150.5000

9 .3.2 400MHz Band RSTT

TRPD (Train Radio Protection Device) in 400 MHz band provides accident information to adjacent trains to avoid additional accidents. This system has a wireless train protection function which is installed on the train for the railway vehicle the event of emergencies such as accidents and dangerous situations.

- 1 12.5kHz channels for data communication (total bandwidth 12.5kHz)

TABLE 16

Technical characteristics of TRPD system

Technical Parameters Technical characteristics

Frequency Range 443.3125 MHzNumber of channels 1Channel separation 12.5 kHzAntenna gain 3 dBiPolarization VerticalTransmitting radiation power 36 dBme.i.r.p. 39 dBm

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Technical Parameters Technical characteristicsReceiving noise figure Under 2Transmission data rare 8 kbpsTransmission distance 4 kmModulation GMSK (Gaussian Minimum Shift Keying)Multiplexing method Single

9.3.3 700MHz Band RSTT

LTE based 700 MHz band system, LTE based Railway communication (LTE-R), provides voice, data, video and control data radiocommunication services among railway entities including control center, base station, train crews, drivers, and workers in high-speed train and subway.

- Voice (150kbps per user)

- Data (750kbps per train)

- Video (CCTV monitoring coach, etc)

TABLE 17

Technical characteristics of LTE-RParameters Technical CharacteristicsFrequency Range (MHz) Uplink: 718-728 MHz, Downlink: 773-783 MHzNumber of Channels 1Channel separation 55 MHzAntenna configuration 2X2Transmitting radiation power Terminal: up to 2 W, Base station: up to 80 WTransmission data rate Downlink: up to 75 Mbps, Uplink: up to 37 MbpsMultiplexing method Downlink: OFDMA, Uplink: SC-FDMADuplex FDD

89.3.24 380MHz and 800MHz Band RSTTKorea is using two TRS (Trunked Radio System) schemes, i.e., TRS-ASTRO and TRS-TETRA. There are two stages in the development of TRS-ASTRO: the 1st stage adopts FDMA (Frequency Division Multiple Access) which uses one channel per 12.5 kHz, and the 2nd stage increases frequency efficiency by adopting TDMA (Time Division Multiple Access) and modifying modulation scheme. Table 1617 represents TRS-ASTRO technology depending on the development stage.

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TABLE 1617

Comparison of TRS-ASTRO depending on the development stage

Property Stage 1 Stage 2

Channel access FDMA TDMA(including FDMA)Bandwidth 12.5 kHz 6.25 kHzData rate 9.6 kbit/s 9.6 kbit/s

Modulation scheme C4FM CQPSK

TRS-TETRA has two schemes, i.e., Release 1(R1) and Release 2(R2). R1 provides 4 channels with 25 kHz bandwidth, and R2 enhances data service function of R1. R2 is designed to upgrade R1 without changing of network architecture to maintain backward compatibility. Table 17 compares two schemes. R2 enhances data rate by applying various modulation scheme and adopting R1’s bandwidth and channel access scheme.

TABLE 1718

Comparison of TRS-TETRA depending on the release version

Property Release 1 Release 2

Frequency range 380 MHz, 800 MHz Muli-band(up to 1 GHz)Channel access TDMA TDMA

Data rate 7.2~36 kbit/s 54~690 kbit/sModulation scheme π/4 DQPSK π/4 DQPSK, 4QAM,

16QAM, 64QAM

TRS-TETRA provides voice service such as one-to-one call, one-to-many call, group call, emergency call, and direct call as well as data service such as message and packet transmission. R1 and R2 support 300 km/h and 400 km/h mobility, respectively. TRS-TETRA has versatile availability for railway wireless network compared with TRS-ASTRO and VHF.

[Editorial note: Korea is going to provide more information to clarify the implementation status of TRS to make sure the system is used for RSTT.]

Lower 800MHz band is allocated for TRS (Trunked Radio System) in Korea. But this band will be reallocated for other purpose in the near future.

- 10 25kHz channels for Voice (total bandwidth 2X250kHz)

- 8 25kHz channels for Data (total bandwidth 2X200kHz)

TABLE 18

TRS usage for railway communication

Group BS Tx (MHz) BS Rx (MHz) Usage

A

A1 851.3875 806.3875 Primary Control ChannelA2 851.8875 806.8875 Secondary Control Channel, VoiceA3 853.3875 808.3875 VoiceA4 854.4375 809.4375 VoiceA5 855.4375 810.4375 Voice

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B

B1 855.8875 810.8875 DataB2 853.8875 808.8875 DataB3 852.4375 807.4375 Primary Control ChannelB4 852.8875 806.8875 Secondary Control Channel, VoiceB5 854.3875 809.3875 Voice

C

C1 851.4375 806.4375 Primary Control ChannelC2 852.3875 807.3875 Secondary Control Channel, VoiceC3 853.4375 808.4375 VoiceC4 854.8875 809.8875 VoiceC5 855.3875 810.3875 Voice

There are two systems in Korean railway, TRS-ASTRO and TRS-TETRA. Table 19 represents TRS-ASTRO and TRS-TETRA characteristics.

TABLE 19

Technical characteristics of TRS-ASTRO and TRS-TETRA system

Technical ParametersTechnical characteristics

ASTRO TETRA

Frequency Range Uplink: 806-811 MHz, Downlink: 851-856 MHz

Uplink: 806-811 MHz, Downlink: 851-856 MHz

Antenna gain 3 dBi 3 dBiPolarization - -

Transmitting radiation power

Base station: 70 W, Train: 30W, Portable terminal: 3W

Base station: 25 W, Train: 3W, Portable terminal: 1W

e.i.r.p. - -Receiving noise figure 8 dB MS: 6.4dB, BS: 9.4dBTransmission data rare 9.6 kbps 36 kbpsTransmission distance - -

Modulation C4FM (Continuous 4 level FM) π/4 DQPSK

Multiplexing method FDMA TDMA

8.3.5 18GHz Band RSTT

Platform Video System provides video streams to driver from the camera when the train enters to the platform of a station to monitor the clearance of the trackside.

- 6 20MHz channels for Video (total bandwidth 120MHz)

TABLE 20

Technical characteristics of platform video system

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Technical Parameters Technical characteristicsFrequency Range 18.86-18.92 GHz, 19.20-19.26 GHzNumber of channels 6Channel separation 10 MHzAntenna gain -Polarization -Transmitting radiation power 100 mWe.i.r.p. -Receiving noise figure -Transmission data rate -Transmission distance 1.5-2.5 kmModulation OFDMMultiplexing method -

910. Summary

[TBD]

1011. Reference

[To be added]

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ANNEX 1

INTRODUCTION OF UIC

1. Basic information of UIC

The UIC (International Union of Railways or Union Internationale des Chemins de fer), established in Paris on 17 October 1922, is an international rail transport industry body. UIC had 51 initial railway agencies from 29 countries and has 200 members across 5 continents now.4

The UIC's missions are:

– Promote rail transport at world level with the objective of optimally meeting current and future challenges of mobility and sustainable development.

– Promote interoperability, create new world standards for railways (including common standards with other transport modes).

– Develop and facilitate all forms of international cooperation among Members, facilitate the sharing of best practices (benchmarking).

– Support Members in their efforts to develop new business and new areas of activities.

– Propose new ways to improve technical and environmental performance of rail transport, improve competitiveness, and reduce costs.

The Overall objectives for UIC is to enable UIC to effectively fulfill its mission, 3 levels have been defined for international cooperation activities.

– Strategic level: coordination with and between the 6 UIC Regions created as part of the new Governance (activities steered by the UIC Regional Assemblies for Africa, Asia, North America, South America, Europe and Middle-East).

– Technical/professional cooperation level (structured around the following railway activities): Passenger, Freight, Rail System – including infrastructure, rolling stock, opera-tions – and Fundamental Values including cross-sector activities such as Sustainable Development, Research Coordination, Safety, Security, Expertise Development). Strategic priorities for technical cooperation activities are set out by forums and platforms composed of member representatives.

– Support services level: (Finance, Human Resources, Legal, Communications and Institutional Relations).

2. Technical Development in UIC

In 1994, European Telecommunications Standards Institute (ETSI) GSM standard was selected by UIC as the bearer for first Digital Railways Radio communication System and the railway specific functionalities were included in the ETSI standard.(GSM-R was born)

Since 2008, UIC and some countries leading the development of high-speed railway have been researching in high-speed railway broadband mobile communication systems. And a number of high-speed railway broadband mobile communication systems have been built, such as the European Thalys and the Japanese Shinkansen N700 high-speed train broadband mobile communication systems.

4The worldwide association of cooperation for railway companies, UIC, 2010.

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In December 2011, UIC held a "Seminar on the future of railway communications systems" to widely discuss the next generation of railway mobile communication system.

In 2012, UIC decided to set up the Future Railway Mobile Communications System project.

In April 2014, UIC proposed the plan of next generation mobile railway communication system in the 11th European Rail Traffic Management System (ERTMS) international conference held in Turkey, Istanbul. According to the plan, Future Railway Mobile Communication System (FRMCS) must be available in 2022.

In March 2016, UIC published User Requirement Specification of Future Railway Mobile Communication System, which described critical communication applications, performance communication applications, business communication applications, critical support applications and performance support applications.5

URLs:http://www.uic.org/IMG/pdf/frmcs_user-requirements.pdf.

In June 2016, 3GPP has built railway study item and ETSI is working with 3GPP on the next generation mobile railway communications standardization.

Figure A1 Technical developments in UIC

To get more detailed information, please refer to the following website addresses (URLs):

http://www.uic.org/frmcs

http://www.uic.org/UIC-ERTMS-Projects

5Future Railway Mobile Communication System User Requirements Specification, UIC, 2016

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ANNEX 2

MILLIMETER-WAVE BAND RAILWAY RADIOCOMMUNICATION SYSTEMS BETWEEN TRAIN AND TRACKSIDE

1. Introduction [Editor’s note: Annex 2 provide information on studies progress on MILLIMETER-WAVE BAND RAILWAY RADIOCOMMUNICATION SYSTEMS BETWEEN TRAIN AND TRACKSIDE in Japan. Further review and modification are needed in AWG-22.][WRC-19 agenda item 1.11 will facilitate global or regional harmonized frequency bands to support railway radiocommunication systems between train and trackside (RSTT) within existing mobile service allocations, in accordance with Resolution 236 (WRC-15).The mobile services are already allocated in the frequency bands 36-40.5 GHz, 42.5-47 GHz, 47.2-50.2 GHz, 50.4-52.6 GHz, 55.78-76 GHz, 81-86 GHz, 92-94 GHz, 94.1-100 GHz and102-109.5 GHz, in accordance with the Radio Regulations. The contiguous bandwidth can be achievable at these frequency bands, however administrations are urged to take all practicable steps to protect the radio astronomy service from harmful interference subject to the provisions of No. 5.149 in the frequency bands 36-37 GHz, 42.5-43.5 GHz, 48.2-50.2 GHz, 81-86 GHz, 92-94 GHz, 94.1-100 GHz and102-109.5 GHz. Furthermore, in the bands 43.5-47 GHz and 66-71 GHz, stations in the land mobile service may be operated subject to not causing harmful interference to the space radiocommunication services to which these bands are allocated in accordance with the provision of No. 5.553.

The above frequency bands may provide high-speed data such as train control, command, operational information, monitoring data as well as video to the train crews, and high-speed internet access to passengers to realize more secure and comfortable railway transport services. This Report focuses on utilization of 40-GHz and 90-GHz bands for RSTT. Since the passive services are allocated in the adjacent and co-frequency bands of 90-GHz TSTT, the coexistence of these services will be considered taking into account the proposed technical and operational characteristics of 90-GHz RSTT and those of the passive services specified by Recommendation ITU-R. Regarding to 40-GHz band RSTT, the coexistence with mobile satellite and radionavigation satellite services should be considered. This Report intends to provide APT member countries millimetre-wave band RSTT as guidance of radiocommunication access links for broadband train communication networks.]

2. System architecture of millimetre-wave band RSTT2.1 Train Radio System in the 40 GHz band (TRS-40GHz)As for TRS-40GHz, some field trials have been continued towards the next generation of TRS. The architecture of the system is the same as the traditional TRS except for the radio communication between train and track side. The image of communication between train and track side is shown in Fig.A2. Millimetre-waves are transmitted to the train by narrow-beam width antennas set at the trackside poles. These antennas are linearly distributed along the track and millimetre-waves from these antennas, with the same signal and the same frequency, would compose so called a “linear cell”.

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FIGURE A2 Image of RSTT in the 40GHz band

The linear cell concept is shown in Figure A3. Optical feeders are used to connect between the trackside antennas and the base stations. The linear cells with frequency 1 and 2 are alternately repeated itself. By using the concept, frequent handovers that cause throughput reducing, are able to be avoidable especially for high-speed trains. Furthermore, the spectral utilization is efficient because if the length of the linear cell is long enough, only two frequencies are needed for inter-cell interference prevention.

FIGURE A3 Linear cell concept

2.2 Train Radio System in the 90 GHz band (TRS-90GHz)

[Japan’s note: The detailed system architecture will be provided and the name of 90-GHz RSTT will be further considered at the next meeting.]

[3.] Coexistence between RSTT operating in the frequency bands 92-94 GHz, 94.1-100 GHz and102-109.5 GHz and the passive servicesand the radiocommunication services

3.1 Coexistence between RSTT operating in the frequency bands 92-94 GHz, 94.1-100 GHz and102-109.5 GHz and the passive services

Table A1 shows the frequency band which are already allocated for use of mobile services in the frequency range 92-109.5 GHz. In accordance with Article 5 to Chapter II to Radio Regulations (see Annex), in the adjacent bands of those frequencies all emissions are prohibited in the following bands; 86-92 GHz, 100-102 GHz and 109.5-111.8 GHz. In order to coexist with passive services, the same schemes developed by Report ITU-R F.2239, Coexistence between fixed service operating in 71-76 GHz, 81-86 GHz and 92-94 GHz bands and passive services,

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could be used for sharing and compatibility studies of railway radiocommunication systems. The following sharing and compatibility cases should be addressed, as shown in Figure A4:1) mobile service stations such as on-board radio equipment and related radio infrastructure located along

trackside operating in the band 92-94 GHz with respect to the protection of Earth exploration-satellite service (EESS) stations operating in the adjacent band 86-92 GHz;

2) mobile service stations such as on-board radio equipment and related radio infrastructure located along trackside operating in the band 94.1-100 GHz and 102-109.5 GHz with respect to the protection of Earth exploration-satellite service (EESS) stations operating in the adjacent band 100-102 GHz;

3) mobile service stations such as on-board radio equipment and related radio infrastructure located along trackside operating in the band 102-109.5 GHz with respect to the protection of Earth exploration-satellite service (EESS) stations operating in the adjacent band 109.5-111.8 GHz;

4) mobile service stations such as on-board radio equipment and related radio infrastructure located along trackside operating in the band 92-94 GHz, 94.1-100 GHz and102-109.5 GHz with respect to the protection of radio astronomy service (RAS) stations operating in the band 86-111.8 GHz.

TABLE A1Frequency bands already allocated for mobile servicers

92-94 94.1-100 102-109.5MS MS MS

BW1=2 GHz BW2=5.9 GHz BW3=7.5 GHz

FIGURE A4 Sharing and compatibility schemes for coexistence between mobile services and passive services

3.2 Coexistence between RSTT operating in the frequency band 43.5-47 GHz bands and the active services

[Japan’s note: This section will be further studied at the next meeting, if necessary.]

3.[4.] Technical and operational characteristics of RSTT stations4.1 40-GHz system characteristics[Japan’s note: The detailed explanation will be added and the system characteristics further revised at the next meeting.]Table A2 summarizes technical and operational characteristics of RSTT stations operating in 43.5-47 GHz band. The maximum throughput per channel is 100Mbps at 64QAM. When 10 channels are applied to the system, the maximum throughput can be achieved 1Gbps by channel aggregation. The open site antennas are 0.5km intervals to use the system even in heavy rain.

TABLE A2System characteristics of MVT

Frequency Range (GHz) 43.5-43.7

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Band Width(MHz) <20Antenna gain (dBi) 33 typ.Polarization VerticalTransmitting radiation power (dBm) 1e.i.r.p. (dBm) 33 typ.Receiving noise figure (dB) <20Transmission distance (m) < 60Modulation FMMultiplexing method FDM

TABLE A32System characteristics of RSTT stations operating in 43.5-47 GHz band.

Frequency Range (GHz) 43.5-47.0Channel bandwidth (MHz) 40Antenna gain (dBi) 3230Antenna beamwidth (degree) ±1.0-1.5Antenna height from rail surface (m) 4 (Maximum)Polarization Circular or VerticalAverage Transmitting transmitting radiation power (dBm)

1015

Average e.i.r.p. (dBm) 4245Receiving noise figure (dB) <10Maximum Transmission transmission data rate (Mb/s)

100Mbps(64QAM) x N (channel aggregation)100-1000

Maximum Ttransmission distance (km) < 1 0.5 (Open site in the heavy rain at BPSK), < 10(Tunnel)

Modulation BPSK, QPSK, 64QAM, OFDMMultiplexing method TDM-TDMASpace diversity 2x2Maximum running speed (km/h) 600Rainfall attenuation margin (dB) 24.88dB/km at rain rate 100mm/h Wired interface of trackside radio access unit TBDPropagation model between train and trackside

TBD

4.2 90-GHz system characteristicsTable A4 summarizes technical and operational characteristics of RSTT stations operating in 92-94 GHz, 94.1-100 GHz and102-109.5 GHz bands. The total bandwidth of 15.4 GHz can be used for data transmission between on-board radio equipment and related radio infrastructure located along trackside. The transmission distance of these equipment varies according to the railroad line condition.

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TABLE A4

System characteristics of RSTT stations operating in 92-94 GHz, 94.1-100 GHz and102-109.5 GHz bands

Frequency Range (GHz) 92-94. 94.1-100, 102-109.5

Seamless connection mechanism Backward and forward switching methodChannel bandwidth (MHz) 250 x N

Channel aggregation pattern TBDAntenna gain (dBi) 44

Antenna beamwidth (degree) [1]Antenna height from rail surface (m) Maximum 4(Maximum)

Polarization LinearAverage transmitting power (dBm) 10

Average E.I.R.P. (dBm) 54Receiving noise figure (dB) <10

Maximum transmission data rate (Gb/s) 5-10 (Stationary), 1 (Running)Maximum transmission distance (km) 0.5-1 (Open), 3 (Tunnel)

Modulation BPSK, QPSK, 16QAM, 64QAMMultiplexing method FDD/TDD

Space diversity TBDMaximum running speed (km/h) 600

Switching time of trackside radio access unit (s)

TBD

Average distance between on-board equipment and trackside radio access unit

TBD

Rainfall attenuation margin (dB) TBDWired interface of trackside radio access unit TBDPropagation model between train and trackside

Recommendation ITU-R P.1411

[5.] Impact of Doppler shift to RSTT[Japan’s note: This section will evaluate the impact of Doppler shift to the signal transmission performance between train and trackside under the condition that the train speed is 600 km/hour and the carrier frequency is 92.5 GHz. The detailed results will be provided at the next meeting for further discussion.]

[6.] Propagation characteristics of viaductThe viaduct is most commonly used construction for the railway systems. Figure A5 shows the typical structure of viaduct used for high speed railway systems. Figure A6 shows the attenuation characteristics of 90 GHz frequencies guided by viaduct. Table A5 shows the system parameters for propagation measurement. There are attenuation loss differences between wave propagation in the free space and in the guided viaduct. In addition to that, there are also attenuation loss differences between the lower and higher height of the receiver antenna than the height of side walls. This results show that the side wall affects the propagation characteristics of 90 GHz frequencies and decreases the propagation loss.

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FIGURE A5 CROSS SECTIONAL VIEW OF VIADUCT.

FIGURE A6 ATTENUATION CHARACTERISTICS 90-GHZ FREQUENCIES GUIDED BY VIADUCT.

TABLE A5

System parameters for measurement.

Centre Frequency 93.2 GHzTransmitter output power -5 dBmTransmitter antenna type Horn AntennaTransmitter antenna gain 25 dBiTransmitter antenna half-value angle 10 degreeTransmitter antenna height 0,92 m or 1.92 mReceiver antenna Type Horn AntennaReceiver antenna gain 25 dBi

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Receiver antenna half-value angle 10 degreeReceiver antenna height 0.92 m or 1.92 m

[Japan’s note: The propagation characteristics of RSTT is strongly dependent on the railway construction conditions. These parameters are provided at section 4 of another input contribution from Japan. The measurement results of propagation characteristics will be further studied at the next meeting using railway construction data provided by section 4 of another input contribution from Japan.]

[7.] Measurement results of 40GHz system[1]5.1 Tunnel scenario5.1.1 Descriptions of system architecture and communication equipmentA propagation measurement was conducted in a tunnel site. The deep fading effects are expected due to the multipath signals in tunnel. Therefore, in order to mitigate the deterioration of transmitting and receiving signals from this multipath effects, antenna diversity or similar techniques are required. Therefore, two-antenna arrays were used for both the transmitter (Tx) and receiver (Rx) in these measurements in tunnel to evaluate antenna diversity effect.Figure A5 shows the configuration of the measurements. The antenna units of Tx and Rx were oriented to be faced each other. The Tx was mounted on a road-rail vehicle and moved in the broadside direction linearly. Between Tx and Rx, 100 Mbit/s signals were consecutively transmitted. The measurement conditions are shown in Table A4.

Transmitter(Tx)

Receiver(Rx)

Moving directionAntenna beam

FIGURE A5Measurement setup of Tx and Rx

TABLE A4Measurement parameters

Station Parameter Value NoteFrequency 46.8 GHz

Polarization Circular

Modulation scheme 64QAM-OFDM

Maximum throughput 100 Mbit/sTrain station

(transmitting side)On-board transmitter power 10 dBm 10 mW

Antenna gain 32 dBiCassegrain,

1.0~1.5 degrees beam widthGround station(receiving side)

Antenna gain 32 dBiCassegrain,

1.0~1.5 degrees beam width

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The measurements in a tunnel scenario were carried out in Iiyama Tunnel of Hokuriku Shinkansen, Nagano, Japan, of which the sectional view is shown in Figure A6. The Tx (transmitter on a road rail vehicle) moved at a velocity of 15 km/h on the rail, and received signal strength indicator (RSSI) and bit error ratio (BER) were measured at the Rx (receiver at a side of the rail). The distance between the Rx and the Tx was measured by Radio-Frequency Identification (RFID) tags uniformly located alongside the rail and pulse signals from an axle shaft of the vehicle per one wheel rotation. Two antennas at the ground station were installed vertically. On the other hand, two antennas at the train station were set vertically or horizontally depending on the measurement case, where the former and the latter are hereafter referred to as "vertical case" (Fig. A7) and "horizontal case" (Fig. A8), respectively. The test parameters for the tunnel scenario are shown in Table A5.

2 10 30

location of ground station

gradient [‰]

moving range （～3,500m，15km/h）

0Distance (ground station - train station) [m]

300020001000 4000

difference in elevation [m]

0

20

40

60

80

100

120

FIGURE A6 Sectional view of Iiyama tunnel

1,287 mm1,880 mm

2,255 mm

500 mm

road railer

ground stationantennas (Rx)

antennas (Tx)

Top

Bottom450 mm

train station

tunnel wall

FIGURE A7 Antenna setup in tunnel scenario (vertical case)

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1,880 mm

1,550 mm

road-rail vehicle

MS Antennas (Tx)

1,287 mmtunnel w

all

BS Antennas (Rx)

Top

Bottom450 mm

2,255 mm

FIGURE A8 Antenna setup in tunnel scenario (horizontal case)

TABLE A5Test parameters (tunnel scenario)

Parameter ValueCarrier frequency 46.8 GHz

Number of antennas Tx: 2, Rx: 2Moving range 3,500 m from Rx

Velocity 15 km/hHow to get Tx’s

locationRFID and pulse signals from an

axle shaft

5.1.2 Performance of Diversity EffectFigs. A9-A12 show the results of RSSI and BER performance for the vertical case depending on the number of antennas; the performance without any diversity schemes (1 Tx & 1 Rx) in Figure A9, that with transmit diversity (2 Tx & 1 Rx) in Figure A10, that with receive diversity (1 Tx & 2 Rx) in Figure A11, and that with both transmit diversity and receive diversity (2 Tx & 2 Rx) in Figure A12, respectively. As a reference, the free-space propagation loss is also shown in each RSSI figure. Here, the Tx moved away from the Rx. It can be seen that in the tunnel scenario all RSSI performances are similar to or less than the free-space propagation loss within transmission distance of 3 500 m. Furthermore, it can also be seen that BER performance is drastically improved with an increase of the number of antennas, because of the alleviation of received power degradation by diversity effect.

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FIGURE A9The RSSI and BER performance for the vertical case depending on

the number of antennas in the tunnel scenario (Tx = 1, Rx = 1)



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5.1.3 Comparison between vertical and horizontal casesThe performance for the different installations of Tx antennas is evaluated. Here, the number of antennas at the Rx and the Tx is commonly set to 2. Figure A13 shows the RSSI and BER performance of the horizontal case (Fig. A8) while the performance of the vertical case is already shown in Figure A12. It can be noticed that the performance of both the cases are similar despite the difference in antenna configurations. This tendency irrespective of the antenna configuration may be due to rich multipath and a wave-guide phenomenon in the tunnel.

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FIGURE A13Measurement results (horizontal case) in the tunnel scenario

5.2 High speed train scenarioTransmittance scenario of high speed train over 300 km/h is different from cases of normal speed train such as regional and local trains, due to consideration of Doppler effects, etc. This section deals with the high speed train scenario and investigates its impact on railway communication system, e.g. Doppler effects.

5.2.1 Descriptions of trial conditionsThe trial was conducted in an open-site curve section (R = 4 000 m) of Tohoku-Shinkansen near Ninohe station in Japan, using a high-speed bullet train known as Shinkansen train. The train with receivers moved at a velocity of 320 km/h on the rail. The measurement conditions are shown in Table A6.

TABLE A6Measurement conditions (high speed train)

Parameter ValueFrequency 40 GHz Band

Number of antennaGround Station: 2(TX)Train Station: 2(RX)

Modulation scheme 64QAM-OFDMData transmission speed 100 Mbps

Transmitter power 10 mWAntenna gain 32 dBi

Beam width ±1.0～1.5 deg

Vehicle Shinkansen trainVehicle speed Approx. 320 km/h

Propagation environment Open-site

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5.2.2 Measurement resultsFigure A14 shows the measured RSSI and the corresponding Frame Error Rate, where “E.F.” at the vertical axis means Error Free, providing both 100 Mbit/s transmission and error-free connection. The Error Free can be achieved when enough RSSI level is obtained.

線路キロ程（km）

受信

電力

（dBm）

Distance [km]

RSSI

[dBm

]

線路キロ程（km）

フレ

ーム

誤り

率Fr

ame

Erro

r Rat

e

Distance [km]

Kilometrage (0 = Terminal St.) G.S. position

Kilometrage (0 = Terminal St.) G.S. position

1

10-1

10-2

10-3

10-4

FIGURE A14 Measurement results (high speed case) in curved area

Under the restricted measurement conditions that the location of ground station was installed apart from track, the desired measurement scenario, that main lobes of ground-side and train-side antennas faced directly each other, could not be configured. Furthermore, because the train-side antennas were experimentally installed in driver’s room for this measurement, the received signal was attenuated by the front glass of the room. Due to these unfavourable conditions, the range of communication distance was limited. Considering practical use case that the train-side antennas are installed outside, the communication range is expected to be longer than this measurement result.

5.3 Summary of measurement resultsUnder the tunnel scenario, these measurement results show that the maximum throughput of 100 Mbit/s can be achieved in almost all the measurement area with the transmit and receive diversity effect which can mitigate the deep drop of received power from interference and/or multipath effects. The transmit distance with keeping enough link quality was over 3 500 m distance from Base Station, that may be longer than the distance in similar case in open-site. This shows the millimetre wave propagation is suitable for condition of tunnel.

Under the high speed train scenario, the result of frame error rate shows that the antenna diversity technique is also effective even under train-speed over 300 km/h in open-site where the Doppler effects degrade the throughput.

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These result shows the millimetre wave can be used for high speed train communications.

4.[8.] Conclusion[Editor’s note: The conclusion will be further developed at the next meeting.][The large contiguous bandwidth can be obtained for mobile service applications in the frequency range 43.5-47 GHz and 92-109.5 GHz. These frequency bands can be used for railway radiocommunication systems to provide broadband signals for not only train control operations but also passenger communication services.]

[Japan’s note: The conclusion will be further developed at the next meeting.]

Annex

Article 5 to Chapter II to Radio Regulations

40-47.5 GHzAllocation to services

Region 1 Region 2 Region 3

40-40.5 EARTH EXPLORATION-SATELLITE (Earth-to-space)FIXEDFIXED-SATELLITE (space-to-Earth) 5.516BMOBILEMOBILE-SATELLITE (space-to-Earth)SPACE RESEARCH (Earth-to-space)Earth exploration-satellite (space-to-Earth)

40.5-41FIXEDFIXED-SATELLITE(space-to-Earth)

BROADCASTINGBROADCASTING-SATELLITEMobile

5.547

40.5-41FIXEDFIXED-SATELLITE(space-to-Earth) 5.516B

BROADCASTINGBROADCASTING-SATELLITEMobileMobile-satellite (space-to-Earth)5.547

40.5-41FIXEDFIXED-SATELLITE

(space-to-Earth)BROADCASTINGBROADCASTING-SATELLITEMobile

5.547

41-42.5 FIXEDFIXED-SATELLITE (space-to-Earth) 5.516BBROADCASTINGBROADCASTING-SATELLITEMobile5.547 5.551F 5.551H 5.551I

42.5-43.5 FIXEDFIXED-SATELLITE (Earth-to-space) 5.552MOBILE except aeronautical mobileRADIO ASTRONOMY5.149 5.547

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Allocation to services

Region 1 Region 2 Region 3

43.5-47 MOBILE 5.553MOBILE-SATELLITERADIONAVIGATIONRADIONAVIGATION-SATELLITE5.554

47-47.2 AMATEURAMATEUR-SATELLITE

47.2-47.5 FIXEDFIXED-SATELLITE (Earth-to-space) 5.552MOBILE5.552A

86-111.8 GHz

Allocation to servicesRegion 1 Region 2 Region 3

86-92 EARTH EXPLORATION-SATELLITE (passive) RADIO ASTRONOMY SPACE RESEARCH (passive) 5.34092-94 FIXED 5.338A MOBILE RADIO ASTRONOMY RADIOLOCATION 5.14994-94.1 EARTH EXPLORATION-SATELLITE (active) RADIOLOCATION SPACE RESEARCH (active) Radio astronomy 5.562 5.562A94.1-95 FIXED MOBILE RADIO ASTRONOMY RADIOLOCATION 5.14995-100 FIXED MOBILE RADIO ASTRONOMY RADIOLOCATION RADIONAVIGATION RADIONAVIGATION-SATELLITE 5.149 5.554100-102 EARTH EXPLORATION-SATELLITE (passive) RADIO ASTRONOMY SPACE RESEARCH (passive) 5.340 5.341102-105 FIXED MOBILE RADIO ASTRONOMY 5.149 5.341105-109.5 FIXED MOBILE

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RADIO ASTRONOMY SPACE RESEARCH (passive) 5.562B 5.149 5.341109.5-111.8 EARTH EXPLORATION-SATELLITE (passive) RADIO ASTRONOMY SPACE RESEARCH (passive) 5.340 5.341

References

[1] Report ITU-R M.2395 - Introduction to railway communication systems in certain countries

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ANNEX 3

IMPLEMENTATION OF LTE BASED RAILWAY COMMUNICATION SYSTEM IN KOREA

1. Introduction

In 2014, Ministry of Land, Infrastructure and Transport (MLIT) in Korean government tried to have a frequency dedicated to railway communication several years. In 2014, Ministry of Science, ICT and future Planning (MSIP) allocated 20MHz in 700MHz band to railway communication under the condition of sharing frequency with PPDR and marine communication. This assignment caused new developments and standardizations in Korea.

2. Brief History

In 2010, Korean governmentMLIT released ‘Train signaling standardization plan.’ The purpose of the plan includes the Koreanization development of train signaling and control equipment and the integration of communication equipment in theinto a dedicated frequency. The approach of thise plan has 3 phases: At the first phase (2011-2014), a frequency dedicated to railway was allocated in 700MHz band and LTE was chosen and tested as a candidate wireless network technology. At the second phase (2015-2017), the LTE network for conventional and high speed railway was has been implemented and testeddemonstrated in the experimental frequency band 2.6GHz. The first train line with LTE network for Pusan subway line 3 is in servicebeing constructed in Pusan and LTE network for Wonju-Gangreung high speed train line will be in service at PyeongChang 2018 Olympic Winter Games will be serviced in 2017. And at the third phase (2018-2020), LTE network will be applied to speed-up of the high-speed railway. However, it will be demonstrated boarding on the high-speed train in PyeongChang 2018 Olympic Winter Games.

KRTCS Level 3 (Radio MBS, 400km/h)

?KRTCS Level 2 (Radio MBS, 230km/h)

?KRTCS Level 1 (Radio MBS, 120km/h)

2013KRTCS (ETCS Based)

2007Korea

FIGURE A7 Korean Radio Train Control System R&D Plan (2010)

For the train signalling and control system, Korean Radio Train Control System maintains is based on the compatibility with the European Train Control System level 3 to be compatible with international standard. Radio Moving Block System was chosen considering Korean railroad environments. As a result of development, Track circuit and level-1/2 balise equipment will be replaced with the Radio Moving Block equipment in the near future.

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FIGURE A8 A7 Korean Train Control System Deployment Status (2010)

For standardization of railway communication system in Korea, TTA released ‘User Requirements for LTE based Railway Communication System’ (TTAK.KO-06.0370) and ‘Functional Requirements for LTE based Railway Communication System’ (TTAK.KO-06.0369) in 2014.TTA is now working for the document ‘LTE based Railway Communication System Architecture’. This specification will apply to the conventional and high-speed train system. 3. Architectural Aspects of LTE based railway communication system

3.1. OverviewRailway communication system is composed of railway train control, LTE core for railway, LTE Access Network for railway, LTE On-Board Infra for railway, LTE trackside equipment, and other networks to be shared or interoperable. Railway Train control consists of Centralized Train Control Centre (CTC) and Radio Block Control Centre (RBC). There is no need that CTC and RBC reside in the same place.LTE based Railway communication (LTE-R) core consists of Evolved Packet Core (EPC), IP Multimedia Subsystem (IMS), Backbone network and Switch network. Gateways to interface with legacy wireless networks are not depicted in Figure A9.

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FIGURE A9 A8 LTE BASED RAILWAY COMMUNICATION SYSTEM ARCHITECTURAL CONCEPT

3.2. Service

TABLE A6 Railway Communication Service ClassificationCategory Services

Data Service for Train Control

Communication between On Board Equipment and Radio Block Control Center

Train Monitoring

Train Control

Voice Communication Service

Private Voice Communication

Emergency Communication

Voice Broadcasting

Group Communication

Voice Communication using Functional Addressing

Voice Communication using Location dependent Addressing

Shunting Mode Communication

Direct Mode Communication

Voice Recording

Voice Communication through PPDR communication network

Voice Communication through legacy communication network

Data Service General Service Priority and Pre-emption

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Data Communication through PPDR communication network

Video Service

Video Monitoring

Video Recording

Group Video Communication (Video PTT)

3.3. Core NetworkKorean railway communication system is based on 3GPP Release 12 specifications except Release 13 Mission Critical Push-To-Talk (MCPTT).

3.3.1. Evolved Packet Core and IP Multimedia SubsystemFunctional components listed here are basic Evolved Packet Core (EPC) and IP Multimedia Subsystem (IMS) components for railway communication.

TABLE A7 EPC FunctionsEntity Function Description

MME (Mobility Management Entity)

Call Processing Bearer Activation/Deactivation

Location Registration and Authentication

authenticating the user (by interacting with the Home Subscriber Server)

Mobility Managementcontrol plane function for mobility between LTE and 2G/3G

access networks

S-GW (Serving-Gateway)

Bearer Processing Managing parameters of the IP bearer service

Mobility Managementacting as the mobility anchor for the user plane during inter-

eNodeB handovers

Packet Routing and Forwarding Tunneling and forwarding

P-GW (Public Data Network-Gateway)

Call Processingconnectivity from the UE to external packet data networks by

being the point of exit and entry of traffic for the UE

Network Access UE IP Address

Packet Routing and Forwarding packet filtering for each user, tunneling and forwarding

Charging and Policyperforms policy enforcement, charging support, lawful

interception and packet screening

QoS Support DSCP level marking

IMS consists of 6 blocks: Session Control Block, Home Subscriber Server Block, Multimedia Control Block, Application Server Block, Gateway Block and QoS Control Block.

TABLE A8 IMS FunctionsBlock Function Description

Session Control

P-CSCF

(Proxy - Call Session Control Function)A proxy for sending messages to network servers, assisting in admission control, authentication and

resource allocation, as well as routing roaming user’s messages to the home network.

S-CSCF

(Serving CSCF)A switching center with access to full user profile details. It connects sessions, maintains session states, links to appropriate applications, and subsequently produces charging records.

I-CSCF (Interrogating CSCF)A forwarding agent and a topology-hiding server. It

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interrogates the HSS for locations of serving CSCF for users and routes to home networks.

Home Subscriber ServerHSS Home Subscriber Server

SLF Subscriber Locator Function

Multimedia Control Block

MRFC(Multimedia Resource Function Controller)

A signaling controller that interacts between media processor and the requestors

MRFP

(Multimedia Resource Function Processor)Equipment that provides the media resources, that is media connection, media mixing and bridging,

media transcoding, recording, and playing or broadcasting stored media.

Application Server Block SIP AS, … (Session Initiation Protocol Application Server)

Gateway Block

IBCF

(Interconnect Border Control Function)Providing specific functions at the SIP or SDP

protocol layers to perform interconnection between two operator’s domains.

TrGW

(Transition Gateway)Providing network address/port translation and

IPv4/IPv6 translation for media packets and signaling, being controlled by IBCF.

MGCF(Media Gateway Control Function)

A server that enables IMS to communicate to/from PSTN or ISDN.

BGCF(Breakout Gateway Control Function)

Signaling server that determines where to exit the current network.

QoS Control Block

PCRF (Policy and Charging Rules Function)Real time policy tool

PCEF(Policy and Charging Enforcement Function)

Enforcing the decision by setting up bearer’s packet flow.

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3GPP R7/ TISPAN R1

3GPP R6

3GPP R8

Service/Application Layer

IMS Layer

Transport LayerBB

(IPv4/IPv6)

UE DSLAM BAS

UE WLAN WAG WLAN PDG

UE eNodeB

UE NodeB+RNC SGSN

S-GW PDN-GW

MMEBG

NASS SPDF/A-RACF

PDF

MRFMRFC

MRFP

IMS GWALG

TrGW

SGW

MGCF

BGCFCSCFS-CSCF I-CSCF

P-CSCF

HSS‘IMS Data’

HLR/AuC

SLF

ASSIP AS IM SSF OSA SCS

Applications (SIP AS, OSA AS,

CAMEL SE)

CS Networks(PSTN, CS PLMN)

IPv4 PDN

IPv6 PDN

IMS-MGW

FIGURE A910 3GPP/TISPAN IMS ARCHITECTURE

3.3.2. Switch NetworkSwitch, one of core network components, is to connect Legacy network (VHF analogue LMR, TETRA, ASTRO*) with PPDR communication network.* ASTRO is a proprietary analogue or digital LMR used before APCO-25.

3.3.3. Backbone NetworkOptical fiber cable laid along the trackside with the ring topology.

3.3.4. Application ServerPTT server also resides on the application server group.

3.4. TerminalHandheld Device has PTT, Control and Emergency Call Buttons and provides LTE network and WLAN. Voice communication is also possible through the embedded WLAN.On Board Communication Equipment provides LTE network access and legacy network (VHF, TETRA and ASTRO) gateway functions.

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FIGURE A11 A10 FUNCTIONAL CORE BLOCK DIAGRAM OF LTE BASED TERMINAL

4. Additional Information of railway spectrumETRI already contributed the Korean frequency usage for railway communication to ITU-R (Working Parity 5A).

Table A9 Frequency usage status for Korean railway operationSection Utilization Band # of

Channels Bandwidth Channel Spacing Total

Licensed band

Operation for Conventional Railroad 153MHz* 4 25kHz 25kHz 200kHz

Train Protection 400MHz 1 8.5kHz - 8.5kHzRailway & PPDR 700MHz** 1 10MHz 55MHz 20MHz

Operation for High Speed Railroad 800MHz*** 15 25kHz 25kHz 1.5MHz

Video for cabin & platform 18GHz 6 10MHz - 120MHz

* 140MHz band is also used for analogue METRO voice communications.** LTE based railway communication system*** TETRA based railway communication system

Followings are abbreviations used in the contribution.APCO:Association of Public-Safety Communications OfficialsATC: Automatic Train ControlATP: Automatic Train ProtectionATS: Automatic Train StopCBTC: Communication Based Train ControlCTCS: Chinese Train Control SystemDSCP: Differentiated Services Code PointDU: Digital UniteMLPP: enhanced Multi-Level Precedence and Pre-emptioneNodeB: Evolved Node Base stationEPC: Evolved Packet Core

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ETCS: European Train Control SystemFBS: Fixed Block SystemISM: Industry, Science and MedicalKRRI: Korea Railroad Research InstituteKRTCS: Korea Radio Based Train Control SystemIMS: IP Multimedia SubsystemISDN: Integrated Service Digital NetworkLMR: Land Mobile RadioLTE: Long Term EvolutionLTE-R: LTE based Railway communication systemM2M: Machine to MachineMCPTT: Mission Critical PTTMETRO: METROpolitan railwayMBS: Moving Block SystemMLIT: Ministry of Land, Infrastructure and TransportMSIP: Ministry of Science, ICT and future PlanningPPDR: Public Protection and Disaster ReliefPS-LTE: Public Safety – LTEPSTN: Public Switched Telephone NetworkPTT: Push To TalkQoS: Quality of ServiceRBC: Radio Block ControlRF: Radio FrequencyRRU: Remote Radio UnitRSTT: Radiocommunication System between Train and TracksideSDP: Service Description ProtocolSIP: Service Initiation ProtocolSMS: Short Message ServiceTETRA: TErrestrial Trunked RAdioTRS: Trunked Radio SystemTTA: Telecommunications Technology AssociationVHF: Very High Frequency (Analogue LMR)UE: User EquipmentUIC: Union Internationale des Chemins de fer (International Union of Railways)WLAN: Wireless Local Area Network

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ANNEX 4

WirelessWIRELESS TECHNOLOGIES AND SPECTRUM CONSIDERATIONSUSED FOR TRAIN TO TRACK COMMUNICATIONS IN HIGH SPEED, LONG DISTANCE

FREIGHT LOCAL AND METRO TRAINS

[Editor’s note: The following paragraphs came from input contributions to AWG-21 meeting, which should be reviewed and further developed.]

[Moto Solution, AWG-21/INP-15]Today’s trains use a multitude of wireless technologies ranging from Wi-Fi to TETRA and GSM-R in their signalling systems. In the past decade, commercial wireless technologies have been evolving from voice centric 2G systems (e.g. GSM) with limited data transmission capabilities to 4G broadband multiservice systems (LTE) that offer several tens of Mbit/s to the end-users.

The broadband capability of 4G is fostering the creation of new services and applications for mass consumers to improve the way they communicate, keep informed and are entertained. There is a trend to use broadband wireless technologies in railway signalling and control system. At the same time, the land mobile service has been developed and wireless technologies have evolved from analog two way radios to digital technologies such as TETRA-2 and APCO P-25 Phase2 that support IP connectivity and offer high security and mission critical features.

The railways industry has been using wireless systems for operational applications for many years. Many long distance and high-speed trains deploy GSM-R and TETRA networks both for operational voice communications between train drivers and train controllers as well as to carry train signaling and control information. Urban transport authorities have primarily deployed TETRA for voice communications between the driver on the train and the trackside controllers. Most railway signalling and control (S&C) communications are carried on dedicated private radio communications networks.

[Telstra, AWG-21/INP-17]:It is inevitable that future train and trackside radiocommunications systems will not simply continue as traditional narrowband applications. Instead, reflecting the broader global trends toward more functional broadband wireless systems, the next generation of train communications systems is already being developed in the European Shift2Rail™ project (in collaboration with UIC), including development of minimum operational, functional and technical requirements, architecture options, and security/resiliency requirements. This work is directly feeding into a range of specific work items within 3GPP aimed at development of LTE-R as the successor to GSM-R technology. These broadband train communications systems will naturally provide a greater degree of graphical, and real-time audio-visual functions, along with extensive real-time train monitoring and control.In particular, while many traditional narrowband railway radiocommunications systems have relied on VHF and UHF bands below 500 MHz, the larger bandwidth needs and differing emission characteristics of broadband wireless systems will generally require access to higher bands such as the 1800 MHz band, or even higher frequency ranges. Moreover, while transitioning from narrowband radiocommunications systems to broadband systems, there will be a period of time when both systems will be operating simultaneously – and this will generally preclude the re-farming of existing spectrum resources, and instead require a distinct additional spectrum band.

1. Background

21.1 Railway Signalling and Control

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In the early days of railway, hand and arm signals were used to direct the movements of railway cars; coloured flags were used in the day and lamps were used at night.

The next major advance in railway signalling was fixed signals, which are installed at track side to indicate to train drivers whether the line ahead is occupied and to ensure that there is sufficient separation distance between trains to stop safely. The early type of fixed signal were mechanical devices such as the semaphore signal. This is followed by the introduction of coloured light signals, which replaced most of the mechanical signals.

Figure 1: Semaphore and colour light signals

Initially one person was used to control one signal and later the signals were connected by cables to a central point (signal box) with the signals set by using levers.

The fixed signals provide authority to a train to enter the section of the track beyond the signal. At railway stations trains may be switched to one of the platform lines by points. A railway switch or point is a mechanical installation that enables trains to be guided from one railway track to another. The signal has to be connected to the points in an arrangement called interlocking. An interlock arrangement only ensures that a point is correctly set for the particular route or a track and the signal conveys this information to the driver.

Most forms of train control involve movement authority being passed from those responsible for each section of a rail network (e.g., a signalman or stationmaster) to the train crew.

Trains cannot collide with each other if they are not permitted to occupy the same section of track at the same time, so railway lines are divided into sections known as blocks. In normal circumstances, only one train is permitted in each block at a time. This principle forms the basis of most railway safety systems. Two examples of block systems in use are the fixed block signalling and moving block signalling systems.

1.2 Fixed Block Signalling

In traditional fixed block signalling the train driver use trackside signals to determine:

if the train can proceed;

the speed the train can travel at.

A simple system may have three aspects (see figure below):

red- stop;

yellow – proceed with caution/slow speed;

green – travel at normal speed.

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Figure 2: example of fixed block signalliing

1.3 Moving Block Signalling

[Editor’s note: Section 1.3 should be review and further revised.]

In a moving block signalling system the blocks are defined in real time by computers as safe zones around each train. This requires both the need to know the exact location and speed of all trains at any given time, and continual communication between the central signalling system and the train's cab signalling system. Moving block allows trains to run closer together, while maintaining required safety margins, thereby increasing the line's overall capacity.

One system employed to implement moving block signalling is the Communications Based Train Control (CBTC). or Transmission Based Signalling (TBS) is required to detect the exact location of trains and to transmit back the permitted operating speed to enable this flexibility. Information about train location can be gathered through active and passive markers along the tracks, and train-borne tachometers and speedometers. It is a continuous, automatic train control system utilizing:

• high-resolution train location determination, independent of track circuits;

• continuous, high-capacity, bidirectional train-to-wayside data communications;

• train borne and wayside processors capable of implementing automatic train protection (ATP) functions, as well as optional automatic train operation (ATO) and automatic train supervision (ATS) functions.

Editorial note: The sections 2-5 is provided by Motorola Solutions in AWG-20 and need to be further examined in AWG-22. During the discussion, comments were made that some elements of this annex may need to be reviewed and modified.

1. Introduction

Today’s trains use a multitude of wireless technologies ranging from WI-FI to TETRA and GSM-R, Satellite to 3G cellular networks. In the past decade, commercial wireless technologies have been evolving from voice centric 2G systems (e.g. GSM) with limited data transmission capabilities to 4G broadband multiservice systems (LTE) that offer several tens of Mbit/s to the end-users. The broadband capability of 4G is fostering the creation of new services and applications for mass consumers to improve the way they communicate, keep informed and are entertained. In the area of land mobile services, wireless technologies have also evolved from analog two way radios to TETRA-26 and APCO P-25 Phase2 that support IP connectivity and

6 http://www.tandcca.com/about/page/12029

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offer high security and mission critical features.

The railways industry has been using wireless systems for operational applications for many years. Many long distance and high-speed trains deploy GSM-R and TETRA networks both for operational voice communications between train drivers and train controllers as well as to carry train signaling and control information. Urban transport authorities have primarily deployed TETRA for voice communications between the driver on the train and the trackside controllers. Most of rail S&C networks are dedicated private communications systems,

Agenda item 1.11 calls upon the World Radio Conference 2019 (WRC-19) to take necessary actions to facilitate global or regional harmonized frequency bands to support railway radiocommunication systems between train and trackside within existing mobile service allocations, in accordance with Resolution 236 (WRC 15). Resolution 236 (WRC-15) recognized that timely studies are required on technologies providing for railway radiocommunication and that international standards and harmonized spectrum would facilitate worldwide deployment of radiocommunication systems between train and trackside.

In order to support these studies, this contribution describes current and new technologies for train to track radiocommunication systems and considers their use in the future to support railway transportation systems.

2. Wireless Technologies for radiocommunications between train and trackside

Figure 1 below provides a simple structure of mobile communications technologies. Typically, there are three main components of all modern mobile wireless technologies:

a) The Core - provides user management, user functionalities and manages the mobility.b) The Radio Access Network (RAN) connects the core with the user’s equipment over the air

using wireless communications.c) The User Equipment (UE) provides the user services and user experiences facilitated by the

core.

Figure 1

The train to track communications can also be described in these three building blocks as shown in Figure 2 below:

Figure 2

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3. Radio Access technologies for Train to Track communications

Figure 3 below summarises the radio technologies and the frequency bands that are being used at present in many countries to support relevant train applications.

Figure 3

APPLICATION RADIO ACCESS TECHNOLOGY

FREQUENCY BANDS (MHz/GHz)

S&C-ETCS GSM-R, TETRA 400, 800

S&C – CBTC TETRA, P-25, 138-174, 400, 800, 2.4, 5

Operational voice TETRA, GSM-R, P25 400, 800

Maintenance 2G, 3G, TETRA, P25 800, 900, 1800…

Passenger info 2G, 3G, 4G, Satellite 800, 900, 1800…

On board video monitoring

3G, 4G, Satellite 800, 900, 1800…

These technologies are briefly explained below:

3.1 GSM-R

GSM-R, Global System for Mobile Communications – Railway or GSM-Railway is a wireless communications standard for railway communication and applications. A sub-system of European Rail Traffic Management System (ERTMS), it is used for communication between train and the track. GSM-R is built on GSM technology, and benefits from the economies of scale of its GSM technology.

The specifications were finalized in 2000, based on the European Union-funded MORANE (Mobile Radio for Railways Networks in Europe) project. The specification is being maintained by the International Union of Railways (UIC) project ERTMS. GSM-R is a secure platform for voice and data communication between railway operational staff, including drivers, dispatchers, shunting team members, train engineers, and station controllers. It delivers features such as group calls (VGCS); voice broadcast (VBS), location-based connections, and call pre-emption in case of an emergency. This will support applications such as cargo tracking, and passenger information services.

According to the GSM-R industry7, GSM-R will be supported until 2025. Some European Rail operators are already replacing GSM-R with TETRA8,

3.2 TETRA

7 From the GSM-R Industry Group’s strategic key messages: http://www.gsm-rail.com/drupal/messages

8 Finland to replace existing GSM-R network with TETRA http://www.mccmag.com/News/NewsDetails/NewsID/11578, http://www.railwaygazette.com/news/infrastructure/single-view/view/finland-to-drop-gsm-r-in-favour-of-domestic-radio-system.html

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http://www.railwaygazette.com/news/infrastructure/single-view/view/finland-to-drop-gsm-r-in-favour-of-domestic-radio-system.html

http://www.mccmag.com/News/NewsDetails/NewsID/11578

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Terrestrial Trunked Radio (TETRA) is a professional mobile radio standard specifically designed for use by government agencies, emergency services, public safety networks, rail transport , transport services and the military.TETRA is a European Telecommunications Standards Institute (ETSI) standard, first version published 1995. TETRA uses Time Division Multiple Access (TDMA) with PI/4 QPSK modulation with four user channels on one radio carrier and 25 kHz channels. Both point-to-point and point-to-multipoint transfer can be used. Digital data transmission is also included in the standard.TETRA Mobile Stations can communicate direct-mode operation (DMO) or using trunked-mode operation (TMO), using switching and management infrastructure (SwMI) made of TETRA base stations (TBS). As well as allowing direct communications in situations where network coverage is not available, DMO also includes the possibility of using a sequence of one or more TETRA terminals as relays. This functionality is called DMO gateway (from DMO to TMO) or DMO repeater (from DMO to DMO). In emergencies, this feature allows direct communications underground or in areas of bad coverage.In addition to voice and dispatch services, the TETRA system supports several types of data communication. Status messages and short data services (SDS) are provided over the system's main control channel, while packet-switched data or circuit-switched data communication uses specifically assigned channels. TETRA provides for authentication of terminals towards infrastructure and vice versa. For protection against eavesdropping, air interface encryption and end-to-end, encryption is available. The common mode of operation is in a group-calling mode in which a single button push will connect the user to the users in a selected call group and/or a dispatcher. TETRA has been successfully deployed in a number of high-speed and a large number of METRO projects around the world9 and is being considered in many European countries as well10. A list of TETRA Rail projects is enclosed as Annex 1.Studies conducted on TETRA train communication systems at speeds of up to 500km/h show that the performance of the channels at higher speeds is not significantly different from that at lower speeds studies. This is due to the forward error correction applied, which has better performance at higher speeds. Fading causes bursts of errors for the duration of a fade, and TETRA compensates for this by interleaving bits over a timeslot so that the error bits during a fade are spread out in between ‘good’ bits before the error correction mechanism operates on the decoded information. As speed increases, whereas the fades become closer together, the duration of each fade becomes shorter, affecting fewer bits. An example of the TETRA system used for High speed Train communications is the Taiwan High Speed Rail (THSR) system that connects Taipei city in the north to Kaohsiung city in the south, a distance of 345 km. THSR’s service operation speed is 300 km/h, but was designed and tested at 315 km/h. THSR has been in operation since January 200711. TETRA was also tested during the French TGV (Train à Grande Vitesse) with train speed at 574.8 km/h. 3.3 APCO P25 Project 25 (P25 or APCO-P25) is a standard for digital radio communications by Public safety organizations in North America and Asia to enable them to communicate with other agencies and mutual aid response teams in emergencies. P25 fills the same role as TETRA but the two are not interoperable. The major difference between the two is P-25 is expected to work jointly with existing analog systems. In contrast, TETRA uses "Multicast," which means the control channel

9 See list of TETRA projects https://en.wikipedia.org/wiki/Terrestrial_Trunked_Radio

10 From TETRA Rail group http://www.tandcca.com/Library/Documents/TETRA_Resources/Library/Presentations/MiddleEasti2011Davis.pdf

11 http://en.wikipedia.org/wiki/Taiwan_High_Speed_700T_train

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is embedded; therefore, there is no need to use a separate channel to broadcast control signals. TETRA provides four slots per channel, which means four voice calls can be handled on one channel. APCO P25 digital radio platform has also been considered for CBTC applications. However adoption of P25 for urban trains has been mostly limited to USA.4. Evolution of wireless communications technologies

Wireless technologies have been evolving from early days of analogue cellular (1G) and are now 4G cellular technologies are being implemented. Figure 4 below provides a view on the evolution of various mobile technologies in all the three areas mentioned above, namely the CORE, RAN and UE.

Figure 4

While consumer mobile communications technologies have evolved from 1 G to 4G, there has been almost similar evolution of secure and mission critical land mobile technologies for public safety as well as for other similar mission critical and secure requirements such as train communications. Safety and security are key considerations in all mission critical communications.

5. Need for a new generation of train to track communication

To reach the necessary safety level, today’s trains need on-board real time video surveillance to monitor and assess any critical or abnormal situation inside the Engine and the coaches, alongside the track or on platforms. On board real time information is also becoming mandatory to train operators. Many recent incidents on High Speed lines can testify of passenger dissatisfaction of being stuck for hours without being informed of the situation. Technology obsolescence – particularly in the telecommunications domain – is coming fast and often not in line with rail system lifecycle. GSM-R end of life is already a concern for infrastructure managers even though industry has committed to maintain the currently installed systems until

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2020-2025. Railway Infrastructure owners see the very limited number of GSM-R manufacturers and GSM based technology obsolescence as a threat. As GSM-R approaches to end of life, there are discussions on the next evolution of train to track communications technologies. TETRA, 4G LTE and 5G technologies with low latency are candidates for future train to track communications. Further IP based RAN will replace the existing circuit Radio based GSM-R network for train to track communications as shown in figure 5 below:

Figure 5

Future IP based systems needed for Rail communications will be needed both for signalling and control as well as for passenger broadband services. While the passenger systems could be commercial systems, the signalling and control systems will need to be dedicated systems to ensure safety and security.

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