1. scope - asia-pacific telecommunity · web viewinvites itu-r to study the spectrum needs,...

APT REPORT ON

SYSTEM DESCRIPTION, TECHNOLOGIES AND IMPLEMENTATION OF RAILWAY RADIOCOMMUNICATION SYSTEMS BETWEEN TRAIN AND

TRACKSIDE (RSTT)

No. APT/AWG/REP-78Edition: September 2017

Adopted by

22nd Meeting of APT Wireless Group25 – 29 September 2017

Busan, Republic of Korea

(Source: AWG-22/OUT-17)

APT/AWG/REP-78

APT REPORT ON SYSTEM DESCRIPTION, TECHNOLOGIES AND IMPLEMENTATION OF RAILWAY RADIOCOMMUNICATION SYSTEMS

BETWEEN TRAIN AND TRACKSIDE (RSTT)

TABLE OF CONTENTSEPTEMBER 2017............................................................................................................................................... 1

1. SCOPE............................................................................................................................................................ 1

2. BACKGROUND................................................................................................................................................ 1

3. OVERVIEW ON THE DEVELOPMENT OF RSTT IN APT MEMBER COUNTRIES......................................................1

4. DESCRIPTION OF RSTT.................................................................................................................................... 2

4.1 DEFINITION OF RSTT........................................................................................................................................24.2 MAIN FUNCTIONS OF RSTT..............................................................................................................................2

4.2.1 Dispatching Communication.....................................................................................................................24.2.2 Train Control.............................................................................................................................................24.2.3 Railway information.................................................................................................................................2

5. MAIN APPLICATIONS OF RSTT......................................................................................................................... 3

5.1 TRAIN RADIO....................................................................................................................................................35.2 TRAIN POSITIONING..........................................................................................................................................35.3 TRAIN REMOTE.................................................................................................................................................35.4 TRAIN SURVEILLANCE......................................................................................................................................3

6. GENERIC ARCHITECTURE OF RSTT................................................................................................................... 3

7. WORKING SCENARIO OF RSTT......................................................................................................................... 4

7.1 RAILWAY LINES................................................................................................................................................47.2 RAILWAY STATIONS..........................................................................................................................................57.3 SHUNTING YARDS.............................................................................................................................................67.4 MAINTENANCE BASES......................................................................................................................................67.5 RAILWAY HUB..................................................................................................................................................7

8. STUDIES OF EVOLVING TECHNOLOGIES OF RSTT..............................................................................................7

8.1 OVERVIEW........................................................................................................................................................78.2 STUDIES IN CHINA............................................................................................................................................7

8.2.1 Studies in NGCR........................................................................................................................................78.2.2 Studies in CCSA.........................................................................................................................................8

8.3 STUDIES IN JAPAN.............................................................................................................................................88.4 STUDIES IN KOREA...........................................................................................................................................98.5 STUDIES IN UIC................................................................................................................................................98.6 STUDIES IN 3GPP..............................................................................................................................................9

9. IMPLEMENTATION OF RSTT IN SOME APT MEMBERS.....................................................................................10

9.1 RSTT IN AUSTRALIA......................................................................................................................................109.2 RSTT IN CHINA..............................................................................................................................................10

9.2.1 400MHz band RSTT.................................................................................................................................109.2.2 450MHz Band RSTT................................................................................................................................119.2.3 900MHz band RSTT.................................................................................................................................11

9.3 RSTT IN JAPAN..............................................................................................................................................129.4 RSTT IN KOREA.............................................................................................................................................13

9.4.1 150MHz band RSTT.................................................................................................................................139.4.2 400MHz Band RSTT................................................................................................................................149.4.3 700MHz Band RSTT................................................................................................................................159.4.4 800MHz Band RSTT................................................................................................................................15

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9.4.5 18GHz Band RSTT...................................................................................................................................169.5 SUMMARY ON FREQUENCY USAGE OF RSTT IN SOME APT MEMBERS.........................................................16

ANNEX 1 INTRODUCTION OF UIC...................................................................................................................... 18

1. BASIC INFORMATION OF UIC............................................................................................................................182. TECHNICAL DEVELOPMENT IN UIC..................................................................................................................18

ANNEX 2 RSTT IN JAPAN................................................................................................................................... 20

1. INTRODUCTION.................................................................................................................................................202. 150 MHZ, 300 MHZ AND 400 MHZ BAND RSTT............................................................................................20

2.1 Train Radio System (TRS)...........................................................................................................................212.2 Radiocommunication system for High Speed Train (RHST)........................................................................232.3 Emergency Alarm Radio System (EARS), Radiocommunication system for EMergency Cut Off System (REMCOS) and Radiocommunication system for Electronic Blocking System (REBS).......................................252.4 JRTC Radio.................................................................................................................................................272.5 Yard Radio (YR)..........................................................................................................................................29

3. 40-GHZ BAND RSTT........................................................................................................................................303.1 Video transmission system (MVT)..............................................................................................................303.2 Train Radio System in the 40 GHz band (TRS-40GHz)................................................................................31

4. 60-GHZ BAND TRAIN PLATFORM MONITORING SYSTEM....................................................................................325. 90-GHZ BAND RSTT........................................................................................................................................33

5.1 System description.....................................................................................................................................335.2 System characteristics...............................................................................................................................335.3 Interference scenarios...............................................................................................................................34

ANNEX 3 IMPLEMENTATION OF LTE BASED RAILWAY COMMUNICATION SYSTEM IN KOREA.............................36

1. INTRODUCTION.................................................................................................................................................362. BRIEF HISTORY.................................................................................................................................................363. ARCHITECTURAL ASPECTS OF LTE BASED RAILWAY COMMUNICATION SYSTEM................................................36

3.1 Overview....................................................................................................................................................363.2 Service.......................................................................................................................................................373.3 Core Network.............................................................................................................................................383.4 Terminal....................................................................................................................................................40

ANNEX 4 WIRELESS TECHNOLOGIES USED FOR TRAIN TO TRACK RADIOCOMMUNICATIONS IN HIGH SPEED, LONG DISTANCE FREIGHT, LOCAL AND METRO TRAINS.....................................................................................41

1. BACKGROUND...................................................................................................................................................411.1 Railway Signaling and Control...................................................................................................................411.2 Fixed Block Signaling.................................................................................................................................421.3 Moving Block Signaling..............................................................................................................................43

2. WIRELESS TECHNOLOGIES FOR RADIOCOMMUNICATIONS BETWEEN TRAIN AND TRACKSIDE............................433. RADIO ACCESS TECHNOLOGIES FOR TRAIN TO TRACK RADIOCOMMUNICATIONS..............................................44

3.1 GSM-R.......................................................................................................................................................443.2 TETRA........................................................................................................................................................443.3 APCO P25...................................................................................................................................................453.4 LTE.............................................................................................................................................................453.5 B-TrunC......................................................................................................................................................45

4. NEED FOR A NEW GENERATION OF TRAIN TO TRACK RADIOCOMMUNICATION..................................................45

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1. Scope

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

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 spectrums 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.

The ownership associated operating and arrangements vary widely between countries according to local and national policies. Such variations may have significant implications for the preferred systems configuration, including technology options, capacity and performance of RSTT radiocommunications. The trains and train lines may be owned and operated by government entities or private or commercial entities, and so may involve various shared track-access and interconnection arrangements with state-owned railways1. In addition, some elements 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).

1 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.AWG-22/OUT-17 of 51

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4. Description of RSTT

4.1 Definition of RSTT

RSTT is a dedicated railway radiocommunication system to carry train control, command, operational information and 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.

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 are 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-emptionFA Functional Addressing

LDA Location Dependent AddressingVGCS 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 ControlTrain control provides train movement related functions, including those associated with signaling, 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)2, 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.

2CTCS-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 signaling procurement.AWG-22/OUT-17 of 51

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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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 provides mobile interconnect to landline and mobile-to-mobile voice communication and also serves as the data transmission channel within various bearer services. 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. For voice communication Train radio provides call functions (point to point / group / emergency / conference) with specialized modes of operation (e.g. location depending addressing, call priorities, late-entry, and pre-emption). Train radio application is used in the railway lines, railway stations, shunting yards and maintenance bases scenarios.

5.2 Train Positioning

The position data of all moving trains and other vehicles on the tracks are essential information used for railway traffic control, passenger safety, and security of train operations. 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

This application provides data communication between a locomotive and a ground based system in order to control the engine. The remote driver can operate the locomotive via the ground system to implement automatic marshalling operations and control the speed of the train during marshalling. This application enables and allows remote controlled movement of trains typically for shunting operation in depots, shunting yards and/or for banking. This application provides a point to point localized functionality to control trains in an assemble/disassemble operation. Train remote application is used in shunting yards scenario only.

5.4 Train Surveillance

Train surveillance application enable the capture and transmission of different kinds of visible (video, photo, etc.) information of the public and trackside areas, driver cabs, passenger compartments, platforms and device monitoring to preclude predefined dangerous events. Train surveillance contributes to analysis of the railway environment, improvement of maintenance services, and gathering of information on infrastructure. A set of cameras at specific locations (front, interior, rear view) is used in low to high resolution, low and high frame-rates depending on the event. Data may be either stored on-board/locally or streamed (e.g., real-time video) to control canters via dedicated radio communication system. Train surveillance applications are mainly used in the railway lines, shunting yards and railway stations scenarios.

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6. Generic Architecture of RSTT

The main elements of the Railway Radiocommunication Systems between Train and Trackside 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.

To 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

7. 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

7.1 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 AWG-22/OUT-17 of 51

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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.

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

7.2 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.

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Figure 4 Railway station

7.3 Shunting yards

In the shunting yard scenario, RSTT is operated in shunting mode3.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

7.4 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)

3Shunting 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.AWG-22/OUT-17 of 51



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Figure 6 Maintenance Base

7.5 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 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

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8. Studies of evolving technologies of RSTT

8.1 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.

8.2 Studies in China

8.2.1 Studies in NGCR

In July 2015, China Railway Corporation had set up the Next Generation radiocommunication working group of China Railway (NGCR), which is a union of industry, academies, research institutions and railway operators with more than 40 members to carry out 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.

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.

8.2.2 Studies in CCSA

The B-TrunC (Broadband Trunking Communication) standards are developed by the China Communications Standards Association (CCSA). Series of standards4 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.

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.

4 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.AWG-22/OUT-17 of 51

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8.3 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 millimetric wave frequencies are well known as the spectrum resources supporting the broadband data signal transmission.

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 millimetric 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.

Japan is considering the millimetric-wave spectrum be studied for RSTT to address its importance for safety of railway systems. 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 and 102-109.5 GHz, in accordance with the Radio Regulations. The contiguous bandwidth can be achievable at these frequency bands, specifically 94.1-100 GHz and102-109.5 GHz. If two frequency bands can be applied to RSTT, 90-GHz RSTT can provide high-speed data such as train control, operational information, monitoring data as well as video surveillance data to the train crews and the railway control stations to realize more secure railway transport systems for passengers. At 90-GHz band, a high gain antenna with pencil beam can be equipped in onboard and track-side transceivers.

In the frequency bands 94.1-100 GHz and 102-109.5 GHz, 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 of Radio Regulations. Since the passive services are allocated in the adjacent and co-frequency bands of 90-GHz band, the coexistence with the passive services need to be considered, taking into account the proposed technical and operational characteristics of 90-GHz band RSTT and those of the passive services specified by Recommendation ITU-R.

For more information on Japanese studies on 90-GHz band railway radiocommunication systems between train and trackside, please refer to ANNEX 2 to this Report.

8.4 Studies in KoreaTTA (Telecommunications Technology Association) developed standards of LTE based Railway communication system. - ‘User Requirements for LTE based Railway Communication System’ (TTAK.KO-06.03705,

2014)- ‘Functional Requirements for LTE based Railway Communication System’ (TTAK.KO-06.03696,

2014)- ‘System Requirements for LTE based Railway Communication System’ (TTAK.KO-06.04377,

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.5 http://www.tta.or.kr/eng/new/standardization/eng_ttastddesc.jsp?stdno=TTAK.KO-06.03706 http://www.tta.or.kr/eng/new/standardization/eng_ttastddesc.jsp?stdno=TTAK.KO-06.03697 http://www.tta.or.kr/eng/new/standardization/eng_ttastddesc.jsp?stdno=TTAK.KO-06.0437AWG-22/OUT-17 of 51

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8.5 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.

8.6 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 (MCPTT): MCPTT Service can be used for public safety applications and also for general commercial applications (e.g., railways and utility companies).

−Work item (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.

9. Implementation of RSTT in some APT Members

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

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.

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


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9.2 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. 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 conducted in the near future.

9.2.1 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 3.

Table 3 400MHz band RF characteristics

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

9.2.2 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 4.


Parameters Technical Characteristics

Frequency Range (MHz) 457.2-458.650 (Mobile station->Base station)467.2-468.650 (Mobile station->Base station)

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


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 2016, GSM-R has been

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implemented over 43,000 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.

China has set up series of technical standards for GSM-R. The RF characteristics of GSM-R in China are listed in Table 5.


Parameters Technical Characteristics

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: 33

Locomotive station: 39Base station: 46

Modulation GSMK

Multiplexing method TDMA

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

9.2.4 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

Parameters Technical CharacteristicsFrequency Range (MHz) 1785-1805MHz

Duplex mode TDDChannel band width (MHz) 1.4MHz, 3MHz, 5MHz, 10MHz

Transmitting power (dBm/MHz) Base station: 33Mobile Station: 23

9.3 RSTT in Japan

In Japan, VHF Band, UHF Band, 40GHz Band and 60GHz Band have been used for RSTT. The following tables, Table 7,

Error: Reference source not found and Table 9, are technical characteristics of analogue Train Radio, digital Train Radio and Surveillance System respectively. Abbreviations and detail explanations are shown in ANNEX2.AWG-22/OUT-17 of 51

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Table 7 Technical characteristics of analogue Train Radio

System Analog TRS(VHF, Type A,C) Analog RHST REMCOS

REBS Yard Radio

Frequency Range(MHz)

VHF:140-144, 146-149.9

Type A:335.4-360Type C:410-420

412-417.5, 451.5-462

REMCOS:140-144, 146-149.9

150.05-156.4875156.8375-160,340-

370REBS:335.4-340

140-144, 146-149.9150.05-156.4875

156.8375-160335.4-399.9, 450-

470

Channel Separation (kHz)

VHF:20Type A,C:12.5 DL:700, UL:12.5 REMCOS:12.5, 25

REBS:12.5 12.5

MaximumAntenna gain

(dBi)

VHF BS:+15, MS:+4.2Type A,C BS:+11, MS:

+1

BS:(LCX)MS:+5 +1 +10.5

Polarization Vertical

Maximum Transmission power(dBm)

VHF BS:-47, MS:+40Type A BS:+36, MS:

+30Type C +30

BS:+33,MS:+36

REMCOS:TBDREBS:+30

150MHz:+30300MHz:+37400MHz:+37

Modulation FM DL:PM, UL:FM REMCOS:TBDREBS :FM FM

Multiplexing method

VHF, Type A:FDDType C:none

DL:FDM, UL:FDMAFDD none none

Table 8 Technical characteristics of digital Train Radio

System Digital TRS(Type 1,2,3,UHF)

Digital RHST (Type1,2) JRTC Radio EARS

Frequency Range(MHz)

Type 1,2,3:140-144,Type 1,2,3:146-149.9

UHF:335.4-360412-417.5, 451.5-462 335.4-360 370-380

Channel Separation (kHz)

Type 1,3,UHF:6.25Type2:25

Type1:240, 300Type2:240, 300, 600 12.5 6.25

Maximum Antenna gain

(dBi)

BS:+11,MS:+1

BS:(LCX)MS:+5

BS:+11MS:+1 TBD


Maximum Transmission power(dBm)

BS :Type 1:+40, Type

2:+37Type 3:+30, UHF:+36MS: Type:1,2,3:+30

UHF:+25.8

BS:Type1:+33,Type1:+2

7MS:+36

BS:+34.8,MS:+30 TBD

ModulationType1,2:π/4QPSK

UHF:π/4QPSKType3:4FSK

Type1:π/4QPSKType2:π/

4QPSK+QPSKπ/4QPSK TBD

Multiplexing method

Type1,3:FDMA or SCPC

Type2:TDMAUHF :FDMA

DL:TDM, UL:TDMA

FDD

DL:TDM, UL:TDMA

FDDNone

Table 9 Technical characteristics of Surveillance System

System MVT, TRS-40GHz PMS

Frequency Range (GHz) 43.5-45.5 57-66

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Channel Separation(MHz) 40 125

Maximum Antenna gain (dBi) MVT:+33, TRS-40GHz:+30 BS:+31, MS:+26

Polarization Vertical or Circular Linear

Maximum Transmission power (dBm) MVT:0, TRS-40GHz:15 0

Modulation MVT:FM, TRS-40GHz:BPSK,QPSK,64QAM,OFDM ASK

Multiplexing method MVT:FDM, TRS-40GHz:TDM-TDMA FDD

9.4 RSTT in Korea


VHF (Very High Frequency) system provides point-to-point radiocommunication scheme between control center/base station and a train crew or inter-mobile station radiocommunications in conventional train. Table 10 represents frequency band allocation for VHF system.

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

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

Table 10 Frequency band allocation for VHF

Item CHBroadband 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

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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.

- One 12.5kHz channel for data communication (total bandwidth 12.5kHz)

Table 11 Technical characteristics of TRPD system

Parameters Technical characteristics

Frequency Range 443.3125 MHz

Number of channels 1Channel separation 12.5 kHz

Antenna gain 3 dBiPolarization Vertical

Transmitting radiation power 36 dBme.i.r.p. 39 dBm

Technical Parameters Technical characteristicsReceiving noise figure Under 2

Transmission data rare 8 kbpsTransmission distance 4 km

Modulation GMSK (Gaussian Minimum Shift Keying)Multiplexing method Single


LTE based 700 MHz band system, LTE based Railway communication (LTE-R), provides voice (150kbps per user), data, video (CCTV monitoring coach, etc.) and control data radiocommunication services among railway entities including control center, base station, train crews, drivers, and workers in high-speed train and subway.

Table 12 Technical characteristics of LTE-R

Parameters Technical CharacteristicsFrequency Range (MHz) Uplink: 718-728 MHz, Downlink: 773-783 MHz

Number of Channels 1Channel separation 55 MHz

Antenna configuration 2X2Transmitting radiation power Terminal: up to 2 W, Base station: up to 80 W

Transmission data rate Downlink: up to 75 Mbps, Uplink: up to 37 MbpsMultiplexing method Downlink: OFDMA, Uplink: SC-FDMA

Duplex FDD


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.

- Ten 25kHz channels for Voice (total bandwidth 2×250kHz)

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- Eight 25kHz channels for Data (total bandwidth 2×200kHz)

Table 13 TRS usage for railway communication

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

A

A1 851.3875 806.3875 Primary Control Channel

A2 851.8875 806.8875 Secondary Control Channel, Voice

A3 853.3875 808.3875 Voice

A4 854.4375 809.4375 Voice

A5 855.4375 810.4375 Voice

B

B1 855.8875 810.8875 Data

B2 853.8875 808.8875 Data

B3 852.4375 807.4375 Primary Control Channel

B4 852.8875 806.8875 Secondary Control Channel, Voice

B5 854.3875 809.3875 Voice

C

C1 851.4375 806.4375 Primary Control Channel

C2 852.3875 807.3875 Secondary Control Channel, Voice

C3 853.4375 808.4375 Voice

C4 854.8875 809.8875 Voice

C5 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 14 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: 9.4dB

Transmission data rare 9.6 kbps 36 kbpsTransmission distance - -

Modulation C4FM (Continuous 4 level FM) π/4 DQPSKMultiplexing method FDMA TDMA

9.4.5 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.

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

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Parameters Technical characteristicsFrequency Range 18.86-18.92 GHz, 19.20-19.26 GHz

Number of channels 6Channel separation 10 MHz

Antenna gain -Polarization -

Transmitting radiation power 100 mWe.i.r.p. -

Receiving noise figure -Transmission data rate -Transmission distance 1.5-2.5 km

Modulation OFDMMultiplexing method -

9.5 Summary on frequency usage of RSTT in some APT Members

The following two figures present the spectrum usage of RSTT of some APT Members.

Figure 8 Frequency Usage of RSTT in some APT Countries (below 1 GHz Bands)

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Figure 9 Frequency Usage of RSTT in some APT Countries (above 1 GHz Bands)

According to the above figures, most of the frequency bands used by existing RSTT are concentrated below 1GHz. LTE-based systems and some millimetric wave band systems have also been used by RSTT in some APT Members, with the rapid development of digital and broadband radio technologies. It could also be found that frequencies used by RSTT vary between countries.Taking into account the increasing demands of cross-border transportation and the compatibility between RSTT in neighbouring countries, APT Members are encouraged to study global or regional harmonized frequency bands for RSTT as well as relevant international standards, to improve the safety and efficiency of railway transportation, and to benefit from the economies of scale.

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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.8

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, operations – 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,

8The worldwide association of cooperation for railway companies, UIC, 2010.

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such as the European Thalys and the Japanese Shinkansen N700 high-speed train broadband mobile communication systems.

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.9

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 10 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

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

http://www.uic.org/frmcs


APT/AWG/REP-78

ANNEX 2 RSTT IN JAPAN

1. Introduction

In Japan, a number of radiocommunication systems for railways are in use to support safety and stable train operation. At the beginning of deployment, functions of these were very simple, but now, the systems have got new evolving technologies, related to digital radio or higher frequency band radio, and that contribute to realizing more sophisticated whole railway systems. The following gives some detailed explanations on the current and future RSTT in Japan.

2. 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 carry 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 16 is the list of major RSTTs used in Japan. This table shows name of system, frequency band, applications, and users of each RSTTs.

Table 16 List of RSTTs used in Japan

Name of System Frequency Applications and Users of the system

Train Radio System(TRS)

150 MHz band300 MHz band400 MHz band

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

Radiocommunication system for High

Speed Train (RHST)400 MHz band

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

Emergency Alarm Radio System

(EARS)300 MHz band

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 controllersRadiocommunication

system for Emergency Cut Off

System(REMCOS)

150 MHz band Application･Emergency signal from train to ground to stop trains by powering Cut Off

Users

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

Radiocommunication system for Electronic

Blocking System(REBS)

300 MHz band

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

Users･Train drivers･Ground Interlocking equipment

Radiocommunication system for Japan

Radio Train Control system

(JRTC Radio)

300 MHz band

Application･Automatic train control in emergencyUsers･Ground Train controller equipment･On-board train controller equipment

Yard Radio (YR)150 MHz band300 MHz band400 MHz band

Application･Vehicle maintenance･ShuntingUsers･Train drivers･Ground maintenance crews

2.1 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 centers. In general, a control center covers several railway lines and TRS accommodate some radio zones, which correspond to each railway line.

Figure 11 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 2.4 of this ANNEX.

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ControlCenter

Central System

A zone

Base Station

B zone C zone

On-board antenna Base station antenna

Figure 11 System Architecture of Train Radio System

Table 17 and Table 18 summarize technical characteristics of Train Radio System (TRS) operating in 150 MHz band, 300 MHz band, and 400 MHz band. Table 17 shows parameters of analog type TRS, and Table 18 shows parameters of digital type TRS.

Table 17 Technical characteristics of analog Train Radio System (TRS)

System Analog TRS(VHF band)

Analog TRS(UHF band A 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 separation 20 kHz 12.5 kHz

MaximumAntenna gain

Base station :+15 dBi

Mobile station :+4.2 dBi

Leaky 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.


Maximum Transmission

power

Base station :+47 dBm

Mobile station :+40 dBm



+30 dBm

E.I.R.P.


Mobile station :+44.2 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

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Multiplexing method FDD none

Table 18 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

Channel separation 6.25kHz 25 kHz 6.25 kHz

MaximumAntenna gain

Base station :+ 11dBi

Mobile station :+1 dBi



power



Base station :+37dBm





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

2.2 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 12 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

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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 2.4 of this ANNEX, is in practical use in some high-speed train lines.

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

・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

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

Table 19 summarizes technical characteristics of Radiocommunication system for High Speed Train (RHST) operating in 400 MHz band.

Table 19 Technical characteristics of Radiocommunication system for High Speed Train (RHST)

System Analog RHST Digital RHST(Type 1)

Digital RHST(Type 2)

Frequency Range 412 MHz – 417.5 MHz,451.5 MHz - 462 MHz

Channel separation DL:700kHz, UL:12.5kHz 240kHz, 300kHz 240 kHz, 300 kHz, 600 kHz


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


power

Base station: +33 dBmMobile station: +36 dBm

Base station: +27 dBmMobile station: +36 dBm


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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 : FDMA

FDD

down link : TDMup link : TDMA

FDD

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

2.3.1 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 13.

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 13 System Architecture of Emergency Alarm Radio System (EARS)

2.3.2 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 14 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

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

2.3.3 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 15 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

APT/AWG/REP-78

Figure 15 System Architecture of Electronic Blocking System

Table 20 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 20 Technical characteristics of EARS, REMCOS and 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 MHz

340 MHz - 370 MHz

335.4 MHz - 340 MHz

Channel separation 6.25 kHz 12.5 kHz, 25kHz 12.5 kHz

Antenna gain + 1 dBi TBD + 1 dBi



powerTBD TBD +30 dBm

E.I.R.P. TBD TBD +31 dBm


Transmission distance (km) Min. 1 km TBD Max. 5 m

Modulation TBD TBD FM

Multiplexing method none

2.4 JRTC Radio

JRTC Radio is a sub-system of Japan Radio Train Control system (JRTC). JRCT is automatic

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Homesignal

Leavingsignal

StationEquipment

RadioEquipment

RPCAntenna

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train control system that is based on telecommunications between trains and base stations for train traffic management and railway infrastructure control.

Figure 16 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 equipment 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 16 System Architecture of JRTC

Figure 17 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 17 Frequency usage of JRTC Radio

Table 21 summarizes technical characteristics of JRTC Radio operating in 300 MHz band.

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Electric switch machine

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

Base Station

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Table 21 Technical characteristics of JRTC Radio

System JRTC Radio

Frequency Range 335.4 MHz - 360 MHz

Channel separation 12.5 kHz


Base station : +11 dBiMobile station : +1 dBi



power

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

2.5 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 18 shows the system architecture of YR.

Figure 18 System Architecture of Yard Radio (YR)

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Table 22 summarizes technical characteristics of YR operating in 150 MHz band, 300 MHz band, and 400 MHz band.

Table 22 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 separation 12.5 kHz

Antenna gain TBD TBD TBD



powerTBD +37 dBm

E.I.R.P. TBD TBD TBDReceiving noise

figure < 10 dB

Reception quality SNR > 30 dB SNR > 30 dB SNR > 30 dBTransmission distance (km) TBD TBD TBD

Modulation FMMultiplexing

method none

3. 40-GHz band RSTT

3.1 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 19 shows the architecture of MVT. CCTV cameras are located at several points in every platform. Millimetric 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 23 shows technical characteristics of 40-GHz band video transmission system.

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Figure 19 Architecture of MVT

Table 23 Technical characteristics of 40-GHz band video transmission system (MVT)

Parameter MVT

Frequency Range (GHz) 43.5-43.7Channel separation(MHz) 40

Antenna gain (dBi) 33 typ.Polarization Vertical

Transmitting radiation power (dBm) 0e.i.r.p. (dBm) 33 typ.

Receiving noise figure (dB) <20Transmission distance (m) < 60

Modulation FMMultiplexing method FDM

3.2 Train Radio System in the 40 GHz band (TRS-40GHz)

Many field tests have been continued for upcoming next generation surveillance systems, named TRS-40GHz. The architecture of the system is the same as the traditional Train Radio except for the radio communication between train and track side. The image of communication between train and track side is shown in Figure 20. Millimetric-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 millimetric-waves from these antennas, with the same signal and the same frequency, would compose so called a “linear cell”.

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Figure 20 Image of TRS-40GHz

The linear cell concept is shown in Figure 21. 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 21 Linear cell concept

Table 24 summarizes technical and operational characteristics of RSTT stations operating in 43.5-45.5 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 24 System characteristics of RSTT stations operating in 43.5-45.5 GHz band

Frequency Range (GHz) 43.5-45.5Channel bandwidth (MHz) 40

Antenna gain (dBi) 30Antenna beamwidth (degree) ±1.0-1.5

Antenna height from rail surface (m) 4 (Maximum)

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Polarization Circular or VerticalAverage transmitting power (dBm) 15

Average e.i.r.p. (dBm) 45Receiving noise figure (dB) <10

Maximum transmission data rate (Mb/s) 100Mbps(64QAM) x N (channel aggregation)Maximum transmission distance (km) < 0.5 (Open site in the heavy rain at BPSK)

Modulation BPSK, QPSK, 64QAM, OFDMMultiplexing method TDM-TDMA

Space diversity 2x2Maximum running speed (km/h) 600

Rainfall attenuation margin (dB) 24.88dB/km at rain rate 100mm/h

4. 60-GHz band train platform monitoring system

Since 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 25 shows technical characteristics of 60-GHz band train platform monitoring system.

Table 25 Technical characteristics of 60-GHz train platform monitoring system

Parameters Fixed station On-board station

Frequency Range (GHz) 57-66 57-66Channel separation (MHz) 125 125

Antenna gain (dBi) 31 26Antenna beam width (degree) 3.5 7

Polarization Linear LinearTransmitting radiation power (mW) 10 10

e.i.r.p. (dBm) 41 31Receiving noise figure (dB) 8 8

Transmission data rate (Mb/s) 100 100Transmission distance (m) 100 100

Modulation ASK ASKMultiplexing method FDD FDD

Network interface 100 Base-TX 100 Base-TX

5. 90-GHz band RSTT

5.1 System description

Figure 22 shows the schematic concept of seamless wireless connection between on-board equipment and trackside radio access unit. The concept shows that 10 trackside radio access

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units with two antennas are equipped along the railway line. Two on-board transceivers are equipped with the driver’s room and the conductor’s room which are usually placed at the end of train. Both on-board transceivers are complementally connected to the trackside radio access units to seamlessly maintain link connection through 90-GHz carrier.

Figure 22 Concept of seamless wireless connection between on-board and trackside equipment

5.2 System characteristics

Table 26 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 vary according to the railway line condition.

Table 26 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 method

Channel bandwidth (MHz) 250

Channel aggregation pattern TBD

Antenna gain (dBi) 44

Antenna beamwidth (degree) 1

Antenna height from rail surface (m) 4(Maximum)

Polarization Linear

Average transmitting power (dBm) 10

Average E.I.R.P. (dBm) 54

Receiving noise figure (dB) <10

Maximum transmission data rate (Gb/s) 5-10 (Stationary), 1 (Running)

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Maximum transmission distance (km) 0.5-1 (Open), 3 (Tunnel)

Modulation BPSK, QPSK, 16QAM, 64QAM

Multiplexing method FDD/TDD

Space diversity TBD

Maximum 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) TBD

Wired interface of trackside radio access unit TBD

Propagation model between train and trackside Recommendation ITU-R P.1411

5.3 Interference scenarios

Table 27 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, 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, 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 23:

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.

5) mobile service stations such as on-board radio equipment and related radio infrastructure located along trackside operating in the bands 92-94 GHz and 94.1-100 GHz with respect to the protection of Earth exploration-satellite service (EESS) stations (active) operating in the adjacent band 94-94.1 GHz;

6) Earth exploration-satellite service (EESS) stations (active) operating in the band 94-94.1 GHz with respect to protect mobile service stations such as on-board radio

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equipment and related radio infrastructure located along trackside operating in the adjacent bands 92-94 GHz and 94.1-100 GHz.

Table 27 Frequency 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 23 Sharing and compatibility schemes for coexistence between mobile services and active/passive services

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ANNEX 3 IMPLEMENTATION OF LTE BASED RAILWAY COMMUNICATION

SYSTEM IN KOREA

1. Introduction

In 2014, Korean government 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 government released ‘Train signaling standardization plan.’ The purpose of the plan includes the development of train signaling and control equipment and communication equipment in the dedicated frequency. The approach of this 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 has been implemented and tested. LTE network for Pusan subway line 3 is in service and LTE network for Wonju-Gangreung high speed train line will be in service at PyeongChang 2018 Olympic Winter Games in 2017. And at the third phase (2018-2020), LTE network will be applied to speed-up of the high-speed railway.

For the train signaling and control system, Korean Radio Train Control System maintains the compatibility with the European Train Control System.

Track Circuit(Trackside Signal)

Track Circuit(On Board Signal)

ATS

Balise(On Board Signal)

ATC/ATP

Wireless (Radio)(On Board Signal)

CBTC/ETCS

1970s 1980 ~ 1990 1990 ~2000 2000 2010 After 2011

Detection

Automation Level

Fully (Manless ) Automatic

Driverless Automatic

Automatic

Manual Driving (1 driver)

Manual Driving (2 drivers)

Metro (City Rail) Conventional High Speed

ETCS Level 2 ETCS Level 3

Figure 24 Korean Train Control System Deployment Status (2010)

3. Architectural Aspects of LTE based railway communication system

3.1 Overview

Railway communication system is composed of railway train control, LTE core for railway,

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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 26.

Figure 25 LTE based Railway Communication System Architectural Concept

3.2 Service

Table 28 Railway Communication Service Classification

Category Services

Data Service for Train Control

Communication between On Board Equipment and Radio Block Control CenterTrain 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

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Category Services

Voice Communication through legacy communication network

Data Service GeneralService Priority and Pre-emption

Data Communication through PPDR communication network

Video Service

Video Monitoring

Video Recording

Group Video Communication (Video PTT)

3.3 Core Network

Korean 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 Subsystem

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

Table 29 EPC Functions

Entity Function Description

MME (Mobility Management Entity)

Call Processing Bearer Activation/DeactivationLocation Registration and

Authenticationauthenticating the user (by interacting with the

Home Subscriber Server)

Mobility Management control 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 Management acting 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 UENetwork Access UE IP Address

Packet Routing and Forwarding

packet filtering for each user, tunneling and forwarding

Charging and Policy performs 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 30 IMS Functions

Block 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

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

Home Subscriber Server

HSS 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 BlockPCRF (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.

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 26 3GPP/TISPAN IMS Architecture

3.3.2 Switch Network

Switch, one of core network components, is to connect Legacy network (VHF analogue

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LMR, TETRA, ASTRO*) with PPDR communication network.

* ASTRO is a proprietary analogue or digital LMR used before APCO-25.

3.3.3 Backbone Network

Optical fiber cable laid along the trackside with the ring topology.

3.3.4 Application Server

PTT server also resides on the application server group.

3.4 Terminal

Handheld 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.

Railway Application

Presence Instant Messaging Web 2.0

SIPAddressing

PoC(Push to talk over

Cellular)Location Services

Voice over IP

IMS – Session Control3GPP IP based Multimedia Subsystem

MBMSMultimedia Broadcast

IP Technology(Radio, Core)

QoSPolicy Control

Multi Access Core 2G/3G/LTE

LTE Efficient Radio Access

Alternative Access Technology

Train Status

Functional Adressing

Functional Adressing

Loaction Depending Adressing

Precedence & Pre-emption

(eMLPP)

Data Exchange, e.g. shunting,

SMS

Figure 27 Functional core block diagram of LTE based Terminal

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ANNEX 4 WIRELESS TECHNOLOGIES USED FOR TRAIN TO TRACK

RADIOCOMMUNICATIONS IN HIGH SPEED, LONG DISTANCE FREIGHT,

LOCAL AND METRO TRAINS

The railway 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 also deployed RSTT for voice and control applications. Most railway signaling and control (S&C) communications are carried on dedicated private radio communications networks.

Today’s trains use a multitude of wireless technologies ranging from Wi-Fi to TETRA and GSM-R in their signaling 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. At the same time, the land mobile service has been developed and wireless technologies have evolved from analog two way radios to digital technologies that support IP connectivity and offer high security and mission critical features.

Reflecting the broader global trends toward more functional broadband wireless systems, the next generation of train communications systems is already being developed, for example 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.

1. Background

1.1 Railway Signaling and Control

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

The next major advance in railway signaling 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 was mechanical devices such as the semaphore signal. This is followed by the introduction of colored light signals, which replaced most of the mechanical signals.

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Figure 28 Semaphore and color 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 signaling and moving block signaling systems.

1.2 Fixed Block Signaling

In traditional fixed block signaling 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 29 Example of fixed block signaling

1.3 Moving Block Signaling

Moving Block Signaling systems, e.g. CBTC (Communications Based Train Control), don’t require traditional fixed-block track circuits for determining train position10. Instead, it relies on continuous two-way digital communication between each controlled train and a wayside control center.

On a moving block equipped railway, the line is usually divided into areas or regions, each area under the control of a computer and each with its own radio transmission system. Each train transmits its identity, location, direction and speed to the area computer which makes the necessary calculations for safe train separation and transmits this to the following train. The radio link between each train and the area computer is continuous so the computer knows the location of all the trains in its area all the time. It transmits to each train the location of the train in front and gives it a braking curve to enable it to stop before it reaches that train. In effect, it is a dynamic distance-to-go system. As long as each train is travelling at the same speed as the one in front and they all have the same braking capabilities, they can, in theory, run as close together as a few meters (e.g. about 50 meters at 50 km/h). This, of course, would contradict the railways safety policies. Instead, one safety feature of fixed block signaling is usually retained - the requirement for a full speed braking distance between trains. This ensures that, if the radio link is lost, the latest data retained on board the following train will cause it to stop before it reaches the preceding train.

What distinguishes moving block from fixed block is that it makes the block locations and lengths consistent with train location and speed, i.e. making them movable rather than fixed.

2. Wireless Technologies for radiocommunications between train and trackside

Figure 30 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.

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Figure 30 simple structure of mobile communications technologies

The train to trackside radiocommunications can also be described in these three building blocks as shown in Figure 31 below:

Figure 31 simple structure of train to track radiocommunications

3. Radio Access technologies for Train to Track Radiocommunications

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. 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 industry11, GSM-R will be supported until 2025. Some European Rail operators are already replacing GSM-R with TETRA12,

3.2 TETRA

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 uses Time Division Multiple Access

11 From the GSM-R Industry Group’s strategic key messages: http://www.gsm-rail.com/drupal/messages 12 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.htmlAWG-22/OUT-17 of 51

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

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

http://www.gsm-rail.com/drupal/messages

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(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 in direct-mode operation (DMO) or using trunked-mode operation (TMO). TETRA has been successfully deployed in a number of high-speed and a large number of METRO projects around the world13 and is being considered in many European countries as well14. 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.

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 P25 is expected to work jointly with existing analog systems. In contrast, TETRA uses "Multicast", which means the control channel 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.

3.4 LTE

LTE is a wireless technology to support high data rete with low latency for many railway applications. LTE based Railway communication (LTE-R), provides voice, data video and control data radiocommunication services among railway entities including control center, radio access networks, core networks and mobile terminals.

3.5 B-TrunC

B-TrunC is a professional trunking system which can support emergency call, voice group call, video group call, private voice call, private video call, real-time short data, floor control, late entry, dynamic regrouping, etc. The standard of B-TrunC can be referred to ITU-R M.2014. At present, the B-TrunC system is used for railway plane shunting and freight train inspection in shunting yards, providing voice communication and data communication in some countries.

4. Need for a new generation of Train to Track Radiocommunication

Safety and security are key considerations in all mission critical communications. To reach the necessary safety level, future 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, and provide relevant information to passengers in a timely manner.

At present, GSM-R’s end of life is already a concern for infrastructure managers, even though industry has committed to maintain the currently installed systems until 2020-2025. As GSM-R probably approaches to end of life, there are discussions on the next evolution of Train to Track Radiocommunications technologies. TETRA, LTE-based and 5G technologies might become candidates for future Train to Track Radiocommunications. Further, IP based RAN will replace the existing circuit Radio based network for train to track Radiocommunications.

13 See list of TETRA projects https://en.wikipedia.org/wiki/Terrestrial_Trunked_Radio 14 From TETRA Rail group http://www.tandcca.com/Library/Documents/TETRA_Resources/Library/Presentations/MiddleEasti2011Davis.pdf AWG-22/OUT-17 of 51

http://www.tandcca.com/Library/Documents/TETRA_Resources/Library/Presentations/MiddleEasti2011Davis.pdf

http://www.tandcca.com/Library/Documents/TETRA_Resources/Library/Presentations/MiddleEasti2011Davis.pdf

https://en.wikipedia.org/wiki/Terrestrial_Trunked_Radio

APT/AWG/REP-78

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