ETSI TR 103 134 V1.1.1 (2013-03)

Railway Telecommunications (RT); GSM-R in support of EC Mandate M/486 EN on Urban Rail

DTR/RT-0028

General Information

• Status: Published
• Publication Date: 19-Mar-2013
• Technical Committee: RT - Railway telecommunications
• Current Stage: 12 - Completion
• Due Date: 20-Mar-2013
• Completion Date: 20-Mar-2013
• Mandate: M/486

Standards Content (Sample)

Technical Report
Railway Telecommunications (RT);
GSM-R in support of EC Mandate M/486 EN on Urban Rail

2 ETSI TR 103 134 V1.1.1 (2013-03)

Reference
DTR/RT-0028
Keywords
GSM-R, Mandates
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3 ETSI TR 103 134 V1.1.1 (2013-03)
Contents
Intellectual Property Rights . 4
Foreword . 4
Introduction . 4
1 Scope . 5
2 References . 5
2.1 Normative references . 5
2.2 Informative references . 5
3 Definitions and abbreviations . 6
3.1 Definitions . 6
3.2 Abbreviations . 6
4 General requirements . 7
4.1 Mandated work in M/486 EN . 7
4.2 Urban Rail Platform fundamental requirements . 8
5 Description of GSM-R systems based on EIRENE . . 8
5.1 General description of the system . 8
5.1.1 Architecture of a GSM-R system . 8
5.1.2 Services offered by GSM-R . 9
5.1.3 Quality of service . 9
5.2 Standardized frequency bands for GSM-R . 9
5.2.1 Open areas deployment . 10
5.2.2 Closed areas deployment . 10
5.3 GSM-R solution for urban rail . 11
5.4 Support of data services . 11
5.5 Evolutions of GSM-R . 12
5.5.1 Increased capacity . 12
5.5.2 Improved data throughput . 12
5.5.3 Voice and Data combination . 12
5.5.4 Enhanced robustness . 12
5.5.5 Access Network sharing . 12
5.5.6 IP evolution . 12
6 GSM-R bearer for signalling systems . 13
6.1 European Rail Traffic Management System. 13
6.2 Chinese Train Control System. 13
6.3 Incremental Train Control System . 14
6.4 Other signalling systems . 14
7 Economical analysis of GSM-R system . 14
7.1 Industrial synergy for GSM-R . 14
7.2 Economies of scale . 14
7.3 Converged services under a sole network . 14
Annex A (informative): Bibliography . 16
History . 17

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4 ETSI TR 103 134 V1.1.1 (2013-03)
Intellectual Property Rights
IPRs essential or potentially essential to the present document may have been declared to ETSI. The information
pertaining to these essential IPRs, if any, is publicly available for ETSI members and non-members, and can be found
in ETSI SR 000 314: "Intellectual Property Rights (IPRs); Essential, or potentially Essential, IPRs notified to ETSI in
respect of ETSI standards", which is available from the ETSI Secretariat. Latest updates are available on the ETSI Web
server (http://ipr.etsi.org).
Pursuant to the ETSI IPR Policy, no investigation, including IPR searches, has been carried out by ETSI. No guarantee
can be given as to the existence of other IPRs not referenced in ETSI SR 000 314 (or the updates on the ETSI Web
server) which are, or may be, or may become, essential to the present document.
Foreword
This Technical Report (TR) has been produced by ETSI Technical Committee Railway Telecommunications (RT).
Introduction
While the Directive 2008/57/EC [i.8]on the interoperability of the Community rail system is applicable to both
trans-European high-speed rail system and trans-European conventional rail system it explicitly gives the possibility to
member states to exclude from the measures they adopt in implementation of this Directive Urban Rail (tramway, light
rail, metro and all other rail guided urban transport systems).
In other words, whereas Standards for high speed and conventional lines are already approved and deployed by the
European Community, there is no well defined Standard for Urban Rail. For this reason Directorate-General for
Mobility and Transport of the European Commission issued Mandate M/486 EN [i.1] for programming and
standardization addressed to the European Standardization Bodies in the field of Urban Rail.
In order to answer this mandate ETSI TC RT created the present document to indicate that GSM-R system, already
answering the Control Command and Signalling subsystem of the Directive 2008/57/EC [i.8]as a bearer for ERTMS, is
seen as a good candidate to ensure harmonization of Urban Rail systems.
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5 ETSI TR 103 134 V1.1.1 (2013-03)
1 Scope
The present document presents detailed information about GSM-R system and its evolutions as an answer to the
European Mandate M/486 EN [i.1] which intends at defining Standards for Urban Rail.
It is reminded the architecture of a GSM-R network, the services available with such a radio telecommunication
network, and the Automatic Train Control systems that are supported but GSM-R.
2 References
References are either specific (identified by date of publication and/or edition number or version number) or
non-specific. For specific references, only the cited version applies. For non-specific references, the latest version of the
referenced document (including any amendments) applies.
Referenced documents which are not found to be publicly available in the expected location might be found at
http://docbox.etsi.org/Reference.
NOTE: While any hyperlinks included in this clause were valid at the time of publication ETSI cannot guarantee
their long term validity.
2.1 Normative references
The following referenced documents are necessary for the application of the present document.
Not applicable.
2.2 Informative references
The following referenced documents are not necessary for the application of the present document but they assist the
user with regard to a particular subject area.
[i.1] EC Mandates M/486 EN: "Mandate for Programming and Standardisation addressed to the
European Standardisation bodies in the field of urban rail".
[i.2] ETSI EN 301 515 (V2.3.0): "Global System for Mobile communication (GSM); Requirements for
GSM operation on railways".
[i.3] ETSI TS 102 281 (V2.3.0): "Railways Telecommunications (RT); Global System for Mobile
communications (GSM); Detailed requirements for GSM operation on Railways".
[i.4] European Integrated Railway Radio Enhanced Network: "UIC Project EIRENE Functional
Requirements Specification" P0011D009 Version: 7.1 dated 1st June 2010.
[i.5] European Integrated Railway Radio Enhanced Network: "UIC Project EIRENE System
Requirements Specification" P0011D010 Version: 15.1 dated 1st June 2010.
[i.6] ETSI TS 143 064: "Digital cellular telecommunications system (Phase 2+); General Packet Radio
Service (GPRS); Overall description of the GPRS radio interface; Stage 2".
[i.7] Urban Rail Platform: "Fundamental Reequirements for Urban Rail Systems Design, Construction,
Manufacture, Operations & Maintenance".
[i.8] Directive 2008/57/EC of the European Parliament and of the Council of 17 June 2008 on the
interoperability of the rail system within the Community.
[i.9] ETSI TS 145 005: "Digital cellular telecommunications system (Phase 2+); Radio transmission
and reception".
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[i.10] ETSI EN 300 392-2: "Terrestrial Trunked Radio (TETRA); Voice plus Data (V+D); Part 2: Air
Interface (AI)".
[i.11] ETSI TS 125 104: "Universal Mobile Telecommunications System (UMTS); Base Station (BS)
radio transmission and reception (FDD)".
[i.12] ETSI TS 136 104: "LTE; Evolved Universal Terrestrial Radio Access (E-UTRA); Base Station
(BS) radio transmission and reception".
[i.13] UNISIG SUBSET-093: "GSM-R Interfaces - Class 1 requirements".
3 Definitions and abbreviations
3.1 Definitions
For the purposes of the present document, the following definitions apply:
Urban Guided Transport systems (UGT): which cover Metro, Tram and Light Rail, are defined as public transport
systems permanently guided at least by one rail, intended for the operation of local, urban and suburban passenger
services with self-propelled vehicles and operated either segregated or not from general road and pedestrian traffic
urban rail systems: cover both Urban Guided Transport systems (UGT) and other rail systems which might be
excluded from the scope of the Interoperability Directive 2008/57/EC [i.8] (Article 1.3 (a) and (b))
a) Metros, Trams and other Light Rail systems.
b) Networks that are functionally separate from the rest of the rail system and are intended only for the operation
of local, urban or suburban passenger services, as well as railway undertakings operating solely on these
networks.
3.2 Abbreviations
For the purposes of the present document, the following abbreviations apply:
ASCI Advanced Speech Call Items
ATC Automatic Train Control
BSS Base Station Subsystem
BTS Base Transceiver Station
CCTV Close Circuit TeleVision
DCS Digital Communication System
DPSK Differential Phase Shift Keyed
DQPSK Differential Quaternary Phase Shift Keying
EC European Commission
EGPRS Enhanced General Packet Radio Service
EGPRS2 Enhanced GPRS phase 2
eMLPP enhanced Multi-Level Precedence and Pre-emption
ER-GSM Extended R-GSM system
ERTMS European Railway Traffic Management System
ETCS European Train Control System
FFFIS Form Fit Functional Interface Specification
GMSK Gaussian Minimum Shift Key
GPRS General Packet Radio Service
GSM-R Global System for Mobile communication for Railways applications
IP Internet Protocol
LTE Long Term Evolution
MPLS MultiProtocol Label Switching
MSC Mobile-services Switching Centre
MTR Mass Transit Railway
NSS Network Sub System
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OFDM Orthogonal Frequency Division Multiplex
OTA Over The Air
PCS Personal Communication System
PDH Plesiochronous Digital Hierarchy
PLMN Public Land Mobile Network
QoS Quality of Service
R-GSM Railway Global System for Mobile communications
SCADA Supervisory Control and Data Acquisition
SDH Synchronous Digital Hierarchy
TDM Time Division Multiplex
TETRA TErestrial Trunked RAdio
UMTS Universal Mobile Telecommunications System
UITP International Association of Public Transport (Union Internationale des Transports Publics)
VBS Voice Broadcast Service
VGCS Voice Group Call Service
VRS Voice Recording System
WCDMA Wide band Code Division Multiple Access
4 General requirements
4.1 Mandated work in M/486 EN
Rationale of M/486 EN [i.1] is to reduce the greenhouse gas emissions, which comes for a large portion from urban
areas and urban transport. Urban Rail is seen as one of the prominent solutions to offer to the public other ways of
transportation while supporting a modal shift from private car and increasing demand for public transport thanks to the
economies of scale and to the administrative simplification. This could also strengthen European rail industry as a world
leader.
Today, more than 100 existing European standards are applicable to urban rail systems; however coherent
harmonization process is only applicable to high speed and conventional rail systems, and standardization for Urban
Rail is missing. CEN, CENELEC and ETSI are asked to fill in this gap.
The mandate M/486 EN [i.1] is only focusing on the systems listed in point a) and b) of the Article 1 paragraph 3 of the
Directive 2008/57/EC [i.8], i.e.:
a) Metros, Trams and other Light Rail systems;
b) Networks that are functionally separate from the rest of the railway system and intended only for the operation
of local, urban or suburban passenger services, as well as railway undertakings operating solely on these
networks.
It is highlighted in the mandate that essential requirements defined for high speed and conventional rail systems are not
applicable to Urban Rail. The representative rail associations of the sector UITP and UNIFE were tasked to assess the
essential requirements of the interoperability directive against the scope of this mandate. They are currently defining a
set of "fundamental requirements" [i.7] which are used as a basic reference for the execution of this mandate.
The first phase of the mandate will be focused on programming, where CEN, CENELEC and ETSI – in cooperation
with UPR and the joint programming committee for railways (JPC-R) – will draw up a common standardization
programme for Urban Rail. This should include a gap analysis of CEN, CENELEC and ETSI standards with the help of
qualified urban rail experts, in order to formulate the terms of reference for developing a coherent minimum set of
standards for voluntary use in the field of urban rail.
The second phase of the mandate, after an assessment of the programme by the Commission, will consist in CEN,
CENELEC and ETSI producing the standards identified in the first phase, in accordance with the agreed timetable.
Ongoing European research projects such as "LibeRTiN" (FP5), "MODURBAN" (FP6), "URBAN TRACK" (FP6) and
"MODSAFE" (FP7) should be taken into account in this production.
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4.2 Urban Rail Platform fundamental requirements
As pointed out in M/486 EN [i.1], UITP and UNIFE are responsible to define the set of "fundamental
requirements" [i.7]. This can be found in a document dated from June 2011 produced by Urban Rail Platform
"Fundamental requirements for Urban Rail systems design, construction, manufacture & operations (including
maintenance)" [i.7].
In particular, it is defined what are "Signalling, Automatic Train Control and Operations Control Systems".
All the equipment necessary to ensure safe movements of trains including interlocking functions and to ensure safe
passenger transfers between trains and platforms in stations or stopping places. These include:
• Signalling Systems, to display information to train drivers.
• Automatic Train Control Systems, to control and protect train movements and safe passenger transfers.
• Operations Control Systems, to manage and supervise train operations.
Later the requirements for such a "Signalling, Automatic Train Control and Operations control system" are detailed and
safety is highlighed (see chapter 2.4 of [i.7]).
GSM-R system can provide a solution as a bearer for Signalling systems and Automatic Train Control systems
(see clause 6) and as a standalone solution for Operations Control Systems, e.g. for emergency calls (see clause 5.1.2).
5 Description of GSM-R systems based on EIRENE
5.1 General description of the system
As of today, GSM-R (voice and data bearer) as part of the European Commission driven ERTMS program is deployed
and in operation in 8 countries and cover more than 68 000 km of tracks in Europe. Following EC Directive other
European railway are in tender or deployment process. GSM-R is recognized as an international standard outside
Europe, such as in Algeria, India, Saudi Arabia, Turkey, Russia, Australia, other North African countries and China.
Since its early deployment GSM-R has proven to fulfil Railways requirements for voice applications and also as
ETCS L2 bearer, in an Interoperable way. GSM-R supports circuit switched data and packet data (GPRS) and is in
usage in different frequencies, e.g. 900 MHz or 1 800 MHz. GSM-R based on standard GSM mass market products.
5.1.1 Architecture of a GSM-R system
As depicted in [i.5] a GSM-R network is based on the GSM architecture, composed of several elements:
• Base Station Subsystem composed of Mobile Stations (containing a SIM card) and Base Stations for the radio
interface, Base Station Controller to handle allocation of radio resources and handovers.
• Network Subsystem composed of Mobile Switching Centres to handle mobility and security, Gateway MSC to
interface the GSM-R PLMN with external networks, location and group call registers, as well as Operation and
Maintenance Centre.
• General Packet Radio Service elements in both BSS and NSS, as well as Short Message Service Centre.
• Dedicated different types of terminals to fulfil railway operational requirements, e.g. locomotive voice and
data cab radios, terminals for standard and specific applications like in rough environment or shunting, specific
work stations for dispatcher.
• Specific equipment to support needed railway applications and services (VAS), e.g. VRS, OTA.
With this architecture, a GSM-R network is able to interact with other networks, such as private railway fixed networks,
public operator networks, controller equipment, and specialized railway systems (e.g. train control systems).
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5.1.2 Services offered by GSM-R
Relying on
...