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)

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


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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4 ETSI TR 103 580 V1.1.1 (2019-08)
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 specific references, only the cited version applies. For non-specific references, the latest version of the
referenced document (including any amendments) applies.
NOTE: While any hyperlinks included in this clause were valid at the time of publication ETSI cannot guarantee
their long-term validity.
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] ETSI TS 102 792: "Intelligent Transport Systems (ITS); Mitigation techniques to avoid
interference between European CEN Dedicated Short Range Communication (CEN DSRC)
equipment and Intelligent Transport Systems (ITS) operating in the 5 GHz frequency range".
[i.2] ETSI EN 302 637-2: "Intelligent Transport Systems (ITS); Vehicular Communications; Basic Set
of Applications; Part 2: Specification of Cooperative Awareness Basic Service".
[i.3] ETSI TS 102 894-2: "Intelligent Transport Systems (ITS); Users and applications requirements;
Part 2: Applications and facilities layer common data dictionary".
[i.4] ETSI EN 302 571 (V2.1.1): "Intelligent Transport Systems (ITS); Radiocommunications
equipment operating in the 5 855 MHz to 5 925 MHz frequency band; Harmonised Standard
covering the essential requirements of article 3.2 of Directive 2014/53/EU".
[i.5] ETSI EN 302 637-3 (V1.2.2): "Intelligent Transport Systems (ITS); Vehicular Communications;
Basic Set of Applications; Part 3: Specifications of Decentralized Environmental Notification
Basic Service".
[i.6] ETSI EN 302 663 (V1.2.1): "Intelligent Transport Systems (ITS); Access layer specification for
Intelligent Transport Systems operating in the 5 GHz frequency band".
[i.7] ECC Report 101: "Compatibility studies in the band 5855 - 5 925 MHz between Intelligent
Transports Systems (ITS) and others systems".
[i.8] ECC Report 228: "Compatibility studies between Intelligent Transport Systems (ITS) in the band
5855-5 925 MHz and other systems in adjacent bands".
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10 ETSI TR 103 580 V1.1.1 (2019-08)
[i.9] ETSI EN 302 665 (V1.1.1): "Intelligent Transport Systems (ITS); Communications Architecture".
[i.10] ETSI TR 103 442 (V1.1.1): "Railways Telecommunications (RT); Shared use of spectrum
between Communication Based Train Control (CBTC) and ITS applications".
[i.11] ECC Report 290: "Studies to examine the applicability of ECC Reports 101 and 228 for various
ITS technologies under EC Mandate (RSCOM 17-26Rev.3)".
[i.12] CEPT Report 71: "Report from CEPT to the European Commission in response to the Mandate to
study the extension of the Intelligent Transport Systems (ITS) safety-related band at 5.9 GHz".
TM
[i.13] IEEE 1474.1-2004 : "Communications-Based Train Control (CBTC) Performance and
Functional Requirements".
[i.14] IEC 62290.1 (2014): "Railway applications - Urban guided transport management and
command/control systems - Part 1: System principles and fundamental concepts".
TM
[i.15] IEEE 802.11-2016 : "IEEE Standard for Information technology -- Telecommunications and
information exchange between systems Local and metropolitan area networks -- Specific
requirements -- Part 11: Wireless LAN Medium Access Control (MAC) and Physical Layer (PHY)
Specifications".
[i.16] ETSI EN 301 893 (V2.1.1): "5 GHz RLAN Harmonised Standard covering the essential
requirements of article 3.2 of Directive 2014/53/EU".
[i.17] ETSI TR 103 111 (V1.1.1): "Electromagnetic compatibility and Radio spectrum Matters (ERM);
System Reference document (SRdoc); Spectrum requirements for Urban rail Systems in the
5,9 GHz range".
[i.18] ECC Report 68:"Compatibility studies in the band 5725-5875 MHz between Fixed Wireless
Access (FWA) systems and other systems", Riga, June 2005.
[i.19] ETSI TR 102 492-1 (V1.1.1): "Electromagnetic compatibility and Radio spectrum Matters (ERM);
Intelligent Transport Systems (ITS); Part 1: Technical characteristics for pan-European
harmonized communications equipment operating in the 5 GHz frequency range and intended for
critical road-safety applications; System Reference Document".
[i.20] ETSI TR 102 492-2: "Electromagnetic compatibility and Radio spectrum Matters (ERM);
Intelligent Transport Systems (ITS); Part 2: Technical characteristics for pan European
harmonized communications equipment operating in the 5 GHz frequency range intended for road
safety and traffic management, and for non-safety related ITS applications; System Reference
Document".
[i.21] IEEE Transactions on Vehicular Technology: "A Measurement Based Mutlilink Shadowing Model
for V2V Network Simulations of Highway Scenarios", Mikael G. Nilsson, Carl Gustafsol,
Taimoor Abbas, Fredrik Tufvesson, Volume 66, pp 8632-8643.
[i.22] ETSI EN 302 931 (V1.1.1): "Intelligent Transport Systems (ITS); Vehicular Communications;
Geographical Area Definition".
[i.23] 3GPP TR 36.786 (V14.0.0) (2017-03): "Vehicle-to-Everything (V2X) services based on LTE;
User Equipment (UE) radio transmission and reception (Release 14)".
[i.24] ETSI TS 136 101 (V14.7.0) (2018-04): "LTE; Evolved Universal Terrestrial Radio Access
(E-UTRA); User Equipment (UE) radio transmission and reception (3GPP TS 36.101
version 14.7.0 Release 14)".
[i.25] CENELEC EN 50128: "Railway applications - Communications, signalling and processing
systems - Software for railway control and protection systems".
[i.26] CENELEC EN 50129: "Railway applications - Communication, signalling and processing systems
- Safety related electronic systems for signalling".
[i.27] Directive 2010/40/EU on the framework for the deployment of Intelligent Transport Systems in
the field of road transport and for interfaces with other modes of transport.
ETSI
11 ETSI TR 103 580 V1.1.1 (2019-08)
[i.28] Regulation (EU) 2019/881 of the European Parliament and of the Council of 17 April 2019 on
ENISA (the European Union Agency for Cybersecurity) and on information and communications
technology cybersecurity certification and repealing Regulation (EU) No 526/2013 (Cybersecurity
Act).
[i.29] ISO 3166-1: "Codes for the representation of names of countries and their subdivisions -- Part 1:
Country codes".
[i.30] ISO 26262 (all parts): "Road vehicles -- Functional safety".
[i.31] IEC 62132-1:2015: "Integrated circuits - Measurement of electromagnetic immunity - Part 1:
General conditions and definitions".
[i.32] ETSI TS 103 097: "Intelligent Transport Systems (ITS); Security; Security header and certificate
format".
[i.33] ETSI TS 103 301: "Intelligent Transport Systems (ITS); Vehicular Communications; Basic Set of
Applications; Facilities layer protocols and communication requirements for infrastructure
services".
[i.34] Recommendation ITU-R P.2040-1: "Effects of building materials and structures on radio wave
propagation above about 100 MHz".
[i.35] AEC - Q100: "Failure Mechanism Based Stress Test Qualification For Integrated Circuits".
[i.36] SAE J2735: "Dedicated Short Range Communications (DSRC) Message Set Dictionary™".
[i.37] Recommendation ITU-R F.1336-1:"Reference radiation patterns of omni-directional, sector and
other antennas in point-to-multipoint systems for use in sharing studies in the frequency range
from 1 GHz to about 70 GHz".
[i.38] Directive 2014/53/EU of the European Parliament and of the Council of 16 April 2014 on the
harmonisation of the laws of the Member States relating to the making available on the market of
radio equipment and repealing Directive 1999/5/EC Text with EEA relevance.
3 Definition of terms, symbols and abbreviations
3.1 Terms
For the purposes of the present document, the following terms apply:
5 GHz ITS frequency band: band from 5 875 MHz to 5 925 MHz
Communications-Based Train Control (CBTC): Automatic Train Control (ATC) system using radio for train to
wayside data communications
NOTE: The general functional requirements of CBTC systems have been standardized by the IEEE in
IEEE 1474.1 [i.13], and by the IEC standard 62290.1 [i.14], which give the following definition:
A CBTC system is a continuous, automatic train control system utilizing:
 high-resolution train location determination, independent of track circuits;
 continuous, high-capacity, bidirectional train-to-wayside data communications; and
 trainborne and wayside processors capable of implementing Automatic Train Protection (ATP)
functions, as well as optional Automatic Train Operation (ATO) and Automatic Train Supervision
(ATS) functions.
dynamic detection method: method used by an ITS station to detect that it is in a geographical area where Urban Rail
protection is requested only if there is a train in the area and therefore an actual need to mitigate
ITS station: station transmitting in the 5 GHz ITS frequency band, as defined as ETSI EN 302 665 [i.9]
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12 ETSI TR 103 580 V1.1.1 (2019-08)
movement authority: authorization for a train to run safely to a specific location
redundant: resilient, in that it has duplicated components that increase reliability
road ITS: ITS systems based on vehicle-to-vehicle, vehicle-to-infrastructure and infrastructure-to-infrastructure
communications for the exchange of information between road vehicles and their environment
NOTE: In the present document Road ITS includes all kinds of ground based ITS except Urban Rail ITS systems.
static detection method: method used by an ITS station to detect that it is in a geographical area where Urban Rail
protection is requested, even if there is no train in the area and therefore no actual need to mitigate
urban rail: public transport system permanently guided at least by one rail, intended for the operation of local, urban
and suburban passenger services with self-propelled vehicles and segregated from general road and pedestrian traffic
urban rail ITS: urban rail system controlled by a CBTC application with communications operating in the 5 GHz ITS
frequency band
NOTE: Trams are not included in this definition.
urban rail station: urban rail device transmitting CBTC messages in the 5 GHz ITS frequency band
vehicle: all types of land mobile device
3.2 Symbols
Void.
3.3 Abbreviations
For the purposes of the present document, the following abbreviations apply:
ACK ACKnowledgment
AP Access Point
ASECAP Association Européenne des Concessionnaires d’Autoroutes et d’Ouvrages à Péage (European
Association of Operators of Road Tolling Infrastructure)
ASIL Automotive Safety Integrity Level
ASN Abstract Syntax Notation
ATC Automatic Train Control
ATO Automatic Train Operation
ATP Automatic Train Protection
ATS Automatic Train Supervision
BER Bit Error Rate
BPSK Binary Phase Shift Keying
BSS Basic Service Set
CABS Cooperative Awareness Basic Service
CAM Cooperative Awareness Message
CBTC Communications-Based Train Control
CCH Control Channel
CDD Common Data Dictionary
CEN Comité Européen de Normalisation (European Committee for Standardization)
C-ITS Cooperative Intelligent Transportation Systems
C-ITS-S Central ITS Station
CRA Communication Relevance Area
CS Central Station
CSMA/CA Carrier Sense Multiple Access with Collision Avoidance
CTS Clear To Send
DCC Decentralized Congestion Control
DE Data Element
DEN Decentralized Environmental Notification
DENM Decentralized Environmental Notification Message
DF Data Frame
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13 ETSI TR 103 580 V1.1.1 (2019-08)
DIFS Distributed coordination function Interframe space
DSRC Dedicated Short-Range Communications
DSSS Direct Sequence Spread Spectrum
E2E End-to-End
EIRP Equivalent Isotropic Radiated Power
EMC ElectroMagnetic Compatibility
FCS Frame Check Sequence
FWA Fixed Wireless Access
GN GeoNetworking
GPS Global Positioning System
HDR High Data Rate
HF High Frequency
ID IDentity
IEC International Electrotechnical Commission
IEEE Institute of Electrical and Electronics Engineers
IP Internet Protocol
ISO International Standards Organization
ITS Intelligent Transport Systems
ITS-G5 802.11p radio access technology in the 5,9 GHz band
ITS-S Intelligent Transport Systems Station
ITU-R International Telecommunication Union - Radio
LDM Local Dynamic Map
LF Low Frequency
LFS propagation Loss
LoS Line of Sight
MAC Medium Access Control
MAP Map data
MCL Minimum Coupling Loss
MCO MultiChannel Operation
NLOS No Line of Sight
OBU On Board Unit
OCB Outside the Context of a BSS
OEM Original Equipment Manufacturer
OFDM Orthogonal Frequency-Division Multiplexing
OOB Out Of Band
PHY PHYsical
PKI Public Key Infrastructure
PR Protection Ratio
PSD Plateform Screen Doors
PZ Protected Zone
PZM Protected Zone Message
QPSK Quadrature Phase Shift Keying
RATP Régie Autonome des Transport Parisien (Metro operator of Paris)
RER Reseau Express Regional (suburban metro lines in Paris)
RF Radio Frequency
RSU Road Side Unit or Rail Side Unit
RTS request To Send
RX Receiver
S_RX Signal Received
S_TX Signal Transmitted
SAE Society of Automotive Engineers
SIFS Short Interframe Spece
SPAT Signal Phase and Timing
TDD Time Division Duplexing
TDMA Time Division Multiple Access
T-ITS-S Train ITS Station
TPC Transmit Power Control
TS Technical Specification
TS Terminal Station
TS-ITS-S Track Side ITS Station
TX Transmiter
UDP User Datagram Protocol
ETSI
14 ETSI TR 103 580 V1.1.1 (2019-08)
UR Urban Rail
UR-CAM Urban Rail CAM
UR-DENM Urban Rail DENM-like message
UR-ITS-S Urban Rail ITS station
NOTE: Either T-ITS-S or TS-ITS-S.
UTC Coordinated Universal Time
V-ITS-S Vehicle ITS station
WGFM Working Group Frequency Management
WIFI IEEE 802.11 family of standards
XML eXtensible Markup Language
ZC Zone Controller
4 Technical system description
4.1 Technical description of CBTC system communications
4.1.1 Overview
The description of the CBTC need for communication to operate properly, and the consequences of a disturbed
transmission between each train and the wayside has been described in clause 6 of ETSI TR 103 442 [i.10].
The purpose of clause 4.1 is to express these requirements in technical terms suitable to allow sharing studies to take
place.
The radiocommunications part of a CBTC system is used to exchange data between CBTC devices installed in each
train and wayside CBTC equipment connected to a redundant backbone network.
The main wayside CBTC pieces of equipment are the Zone Controllers (ZC) and the Automatic Train Supervision
(ATS).
Communications with trains take place via radio equipment deployed along the tracks and connected to the backbone
network as shown in Figure 2.
Inter ZC area
Part of the Line Part of the Line
controlled by ZC1 controlled by ZC2
Redundant Backbone
Zone Zone
ATS
controller cont
...