ETSI TR 103 580 V1.1.1 (2019-08)

Urban Rail ITS and Road ITS applications in the 5,9 GHz band; Investigations for the shared use of spectrum

DTR/RT-JTFIR-2

General Information

• Status: Published
• Publication Date: 04-Aug-2019
• Technical Committee: RT JTFIR - Joint Task Force ITS RT
• Current Stage: 12 - Completion
• Due Date: 15-Jul-2019
• Completion Date: 05-Aug-2019

Standards Content (Sample)

ETSI TR 103 580 V1.1.1 (2019-08)






TECHNICAL REPORT
Urban Rail ITS and Road ITS applications
in the 5,9 GHz band;
Investigations for the shared use of spectrum

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2 ETSI TR 103 580 V1.1.1 (2019-08)



Reference
DTR/RT-JTFIR-2
Keywords
ITS, railways
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3 ETSI TR 103 580 V1.1.1 (2019-08)
Contents
Intellectual Property Rights . 6
Foreword . 6
Modal verbs terminology . 6
Executive summary . 6
Introduction . 7
1 Scope . 9
2 References . 9
2.1 Normative references . 9
2.2 Informative references . 9
3 Definition of terms, symbols and abbreviations . 11
3.1 Terms . 11
3.2 Symbols . 12
3.3 Abbreviations . 12
4 Technical system description . 14
4.1 Technical description of CBTC system communications. 14
4.1.1 Overview . 14
4.1.2 Detailed technical characteristics of CBTC communication system using DSSS/TDMA
communication system . 16
4.1.3 Detailed technical description of CBTC communication system IEEE 802.11 based . 18
4.2 Technical description of the LTE-V2X System . 21
4.3 Technical description of the ITS-G5 system . 22
5 Evaluation of the mutual impact areas . 23
5.1 Introduction . 23
5.2 Signal to Interference considerations . 23
5.2.1 MCL calculations . 23
5.2.1.1 Overview . 23
5.2.1.2 Pathloss models . 23
5.2.1.3 Results summary . 24
5.2.2 Experimental Propagation model based on 2 ray-model . 25
5.2.3 Simulation for real situations for an interferer . 27
5.2.4 Comparison between model and simulations . 33
5.2.5 Impact of adjacent channel usage . 34
5.3 Timing considerations . 35
5.3.1 Impact of timing parameters on the evaluation of mutual impact . 35
5.3.2 Channel occupation rate impact . 35
5.3.2.1 Road ITS impact on CBTC . 35
5.3.3 Limits of "listen before talk" techniques . 37
5.4 Summary . 38
6 Sharing solutions . 39
6.1 Introduction and general considerations . 39
6.2 Facility Layer sharing zone identification techniques . 40
6.2.1 Overview . 40
6.2.2 ITS beaconing for the protection of Urban Rail . 40
6.2.2.1 General consideration. 40
6.2.2.2 Introduction . 40
6.2.2.3 Summary of the Beaconing for the protection of CEN DSRC . 41
6.2.2.4 Beaconing for the protection of Urban Rail ITS . 43
6.2.2.4.1 Urban Rail ITS beacon transmission . 43
6.2.2.4.2 Urban Rail ITS beacon message format . 44
6.2.3 ITS Database for the protection of Urban Rail systems . 47
6.2.3.1 General consideration. 47
6.2.3.2 Database for the protection of CEN DSRC . 48
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6.2.3.3 Read-only database proposal for the protection of Urban Rail ITS . 49
6.2.3.4 Updatable database. 49
6.2.4 Combined beacon and database solution . 51
6.2.4.1 Database combined with Urban Rail PZ beaconing . 51
6.2.4.2 Updatable database combined with permissive beaconing . 51
6.2.5 Comparisons of different identification methods . 51
6.3 Sharing and mitigation operation . 54
6.3.1 Introduction. 54
6.3.2 Progressive power restriction . 54
6.3.3 Duty cycle control . 55
6.3.4 Stop transmission . 56
6.3.5 Combined methods . 56
6.3.6 Conclusions and summary . 56
6.4 Integration of Urban Rail systems in C-ITS . 56
6.4.1 Introduction. 56
6.4.2 Description of Option 1: Connection-based solution . 57
6.4.3 Description of Option 2: Broadcast-based solution . 58
6.4.3.1 Overview . 58
6.4.3.2 ITS protocols: nomenclature and main properties . 58
6.4.3.3 Road ITS communications architecture and protocol stack . 58
6.4.3.4 Requirements and solutions for safety and security . 60
6.4.3.5 Preliminary considerations to the use of broadcast mode . 60
6.4.3.6 Safety and security of CBTC communications . 61
6.4.3.7 Message set proposal. 62
6.4.4 Summary . 64
7 Proposed modifications to ETSI EN 302 571 . 66
8 General conclusions and summary . 67
Annex A: Use cases simulations . 69
A.1 Scenario 2. Parallel road "Avenida Marcelino Camacho" between Andalucia Tech metro station
and depot facilities in Màlaga (Spain), metro line 1. Scenario CBTC depot . 69
A.2 Scenario 3. Parallel road "Boulevard Auguste Blanqui" between Saint-Jacques and Corvisart
metro station in Paris (France), metro line 6. Urban Rail tracks and road at same level with
buildings (NLOS) . 72
A.3 Scenario 4. Parallel highway and bridge in "N13" between La Defense and Les Sablons metro
station in Paris (France), metro line 1. Road on a bridge crossing the track . 75
A.4 Scenario 5. A86 Highway is intersecting the railroad between Houilles Carrieres-Sur-Seine and
La Garenne-Colombes RER train system. Urban Rail on a viaduct, above the road level . 78
Annex B: CBTC communication needs when using 802.11 based communication system . 81
B.1 Introduction . 81
B.2 Throughput needs for communication of a train with one ZC . 81
B.3 Throughput needs for communication for a train with three ZC . 82
B.4 Throughput needs for communication with for a train three ZC and PSD . 83
B.5 5 MHz Channel occupancy . 84
B.5.1 Protocol key parameters . 84
B.5.2 Results of analysis . 84
Annex C: Minimum Coupling loss simulations . 86
C.1 Introduction . 86
C.2 Road ITS with 10 dB TX power . 86
C.3 Road ITS with 23 dB TX power . 90
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5 ETSI TR 103 580 V1.1.1 (2019-08)
C.4 Road ITS with 33 dB TX power . 94
Annex D: Interference received from Road Vehicles by Urban Rail Access points. 99
D.1 Introduction . 99
D.2 Description of the scenarios analysed . 99
D.3 Identification of the optimal Propagation model . 101
D.3.1 Comparison of propagation models . 101
D.3.2 Propagation model and on-site field strength measurements . 105
D.4 Interference level received from Road vehicles based on the first scenario. 107
D.5 Interference level received from Road vehicles based on the second scenario . 110
D.6 Parameters that should be considered for the definition the EIRP reduction required from Road
Vehicles running on parallel road . 112
Annex E: Proposed process for the Urban rail Updatable database . 114
E.1 process description . 114
E.2 Consideration about storage capacity inside road vehicles for the Urban Rail updatable database . 117
History . 118


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6 ETSI TR 103 580 V1.1.1 (2019-08)
Intellectual Property Rights
Essential patents
IPRs essential or potentially essential to normative deliverables 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 (https://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.
Trademarks
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ETSI claims no ownership of these except for any which are indicated as being the property of ETSI, and conveys no
right to use or reproduce any trademark and/or tradename. Mention of those trademarks in the present document does
not constitute an endorsement by ETSI of products, services or organizations associated with those trademarks.
Foreword
This Technical Report (TR) has been produced by ETSI Technical Committee Railway Telecommunications (RT).
Modal verbs terminology
In the present document "should", "should not", "may", "need not", "will", "will not", "can" and "cannot" are to be
interpreted as described in clause 3.2 of the ETSI Drafting Rules (Verbal forms for the expression of provisions).
"must" and "must not" are NOT allowed in ETSI deliverables except when used in direct citation.
Executive summary
The present document answers to CEPT invitation to ETSI to develop sharing and interference mitigation techniques
within three years, to ensure co-channel coexistence in the frequency range 5 875 MHz to 5 925 MHz between
Road ITS and Urban Rail applications, and between Road ITS radio technologies, considering the following:
"Minimum technical requirements (without any change for Road ITS in 5875-5905 MHz):
• the frequency band 5875-5 925 MHz is designated for all safety-related ITS applications (Road ITS and Urban
Rail ITS);
• the frequency band 5 925-5935 MHz is designated for safety-related Urban Rail ITS applications;
• define priority to Road ITS applications below 5 915 MHz and to Urban Rail ITS applications above
5 915 MHz, so that protection is afforded to the application having priority;".
CEPT Report 71 [i.12] also mentioned the fact that technical solutions already deployed should remain available for
maintenance and evolution and the continued rollout of these systems should not be unduly hindered by a change of the
spectrum regulatory environment.
The present document proposes methods to ensure co-channel coexistence in the frequency range 5 915 MHz to
5 925 MHz where Urban Rail is the priority application. No specific sharing methods for the operation of Urban Rail
equipment in the Road ITS bands are considered.
The sharing techniques described in the present document are applicable to other frequency bands, if required to protect
legacy CBTC systems (example: Malaga CBTC system uses the 5 905 MHz to 5 925 MHz band).
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7 ETSI TR 103 580 V1.1.1 (2019-08)
The present document proposes:
• Methods to define protected zones.
• Protected Zone detection methods.
• Mitigation techniques to apply in protected zones.
Regarding the definition of protected zones, several methods have been identified. A measurement campaign will be
needed to validate these results and to confirm the simulation parameters which should be used to define the proper
mitigation area to protect Urban Rail communications.
Considering Protected Zone detection, the present document evaluated several solutions, but the choice of the final one
is still to be done among the following:
• Read-only database combined with alert beacons.
• Updatable database combined with optional permissive beacons.
Additional requirements such as regulatory, operational and installation aspects should be taken into account for final
decision.
The two solutions described in the present document based on MAC/PHY layer may be considered as long-term
solutions, however existing Urban Rail lines will not be protected. Urban Rail safety and availability concepts are
essential and are not guaranteed. These solutions need further investigation before confirming feasibility.
Regarding the mitigation method, adjustment of Road ITS EIRP is a possible way and can be implemented. It could be
a progressive reduction with several steps when approaching the urban Rail line, up to stopping transmission on Urban
Rail channels. Indeed, in critical situations like parallel roads to the Urban Rail tracks (see Malaga example) an ITS
device needs to stop using the relevant Urban Rail channel in the identified mitigation area.
It is recommended that:
• standards ETSI EN 302 571 [i.4] and ETSI TS 102 894-2 [i.3] are modified; and
• a new Technical Specification is developed to address detection and mitigation techniques outlined in the
present document.
Introduction
Modern mass-transit Urban Rail systems run trains at short intervals - often 90 seconds apart, sometimes even less. To
enable this in complete safety, automatic train control systems are employed, which drive the train, continuously
supervise train speed and enforce safe separation between trains.
These systems require continuous, bidirectional data transmission from track to trains, for which radio has been
increasingly used over the past fifteen years. Frequencies above 5 905 MHz are used on the basis of national
authorizations in several countries (see Annex 1, Table 2b in CEPT Report 71 [i.12]) with proprietary radio
technologies and protocols. These radio-based systems are known as Communications Based Train Control (CBTC)
systems.
In the context of extensive use of the spectrum, and to enable Public Transport Operators to modernize existing systems
and to plan new lines with CBTC, the need for a designated harmonized bandwidth for CBTC, with suitable quality of
service, has been expressed in the ETSI TR 103 111 [i.17].
Later, ETSI TR 103 442 [i.10] was developed to present to the ECC a common point of view between TC ITS and
TC RT, regarding sharing possibilities between CBTC and Road ITS applications in the 5 875 MHz to 5 925 MHz
frequency band. CEPT WGFM invited ETSI to provide a detailed and agreed technical standard allowing practical
implementation of both Urban Rail and Road ITS applications in the 5 875 MHz to 5 925 MHz band. At EU level, an
ITS mandate has been prepared to study the extension of the upper edge of the EC harmonized safety-related ITS band
(5 875 MHz to 5 905 MHz) by 20 MHz up to 5 925 MHz, and to allow Urban Rail (using Communication Based Train
Control, (CBTC)) to use the EC harmonized safety-related ITS band.
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8 ETSI TR 103 580 V1.1.1 (2019-08)
CEPT Report 71 [i.12] also mentioned the fact that technical solutions already deployed should remain available for
maintenance and evolution and the continued rollout of these systems should not be unduly hindered by a change of the
spectrum regulatory environment.
CEPT Report 71 [i.12] responds to that mandate, inviting the European Commission to take into consideration the
following improvements in the regulatory framework for ITS: "The restriction to road transportation system should be
withdrawn and should encompass all ground-based land transportation systems including Urban Rail".
CEPT invited ETSI to develop sharing and interference mitigation techniques with a reasonable timeframe (no more
than 3 years), to ensure co-channel coexistence in the frequency range 5 875 MHz to 5 925 MHz between Road ITS and
Urban Rail applications, and between Road ITS radio technologies, considering the following:
"Minimum technical requirements (without any change for Road ITS in 5875-5905 MHz):
• the frequency band 5875-5 925 MHz is designated for all safety-related ITS applications (Road ITS and Urban
Rail ITS);
• the frequency band 5 925-5935 MHz is designated for safety-related Urban Rail ITS applications;
• define priority to Road ITS applications below 5 915 MHz and to Urban Rail ITS applications above
5 915 MHz, so that protection is afforded to the application having priority;".
CEPT Report 71 [i.12] also mentioned the fact that technical solutions already deployed should stay available for
maintenance and evolution and the continued rollout of these systems should not be unduly hindered by a change of the
spectrum regulatory environment.
This situation is summarized in Figure 1.

Figure 1: Road ITS and Urban Rail ITS bands

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9 ETSI TR 103 580 V1.1.1 (2019-08)
1 Scope
The present document proposes methods to ensure co-channel coexistence in the frequency range 5 915 MHz to
5 925 MHz where Urban Rail is the priority application.
In the present document, tramways are considered to be Road ITS because they are not segregated from road or
pedestrian traffic.
NOTE 1: In the present document, no specific sharing methods for the operation of Urban Rail equipment in the
Road ITS bands are considered given that Urban Rail equipment is not operating in these bands in areas
where ITS equipment is active.
NOTE 2: The sharing techniques described in the present document are applicable to other frequency bands, if
required to protect legacy CBTC systems (example: Malaga CBTC system uses the 5 905 MHz to
5 925 MHz band).
2 References
2.1 Normative references
Normative references are not applicable in the present document.
2.2 Informative references
References are either specific (identified by date of publication and/or edition number or version number) or
non-specific. For sp
...