1、 ETSI TR 102 168 V1.1.1 (2004-02)Technical Report Electromagnetic compatibilityand Radio spectrum Matters (ERM);VHF air-ground Data Link (VDL)Mode 4 radio equipment;Study report on Galileo local componentETSI ETSI TR 102 168 V1.1.1 (2004-02) 2 Reference DTR/ERM-TG25-019 Keywords aeronautical, radio,
2、 testing, VHF, digital ETSI 650 Route des Lucioles F-06921 Sophia Antipolis Cedex - FRANCE Tel.: +33 4 92 94 42 00 Fax: +33 4 93 65 47 16 Siret N 348 623 562 00017 - NAF 742 C Association but non lucratif enregistre la Sous-Prfecture de Grasse (06) N 7803/88 Important notice Individual copies of the
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6、on extend to reproduction in all media. European Telecommunications Standards Institute 2004. All rights reserved. DECTTM, PLUGTESTSTM and UMTSTM are Trade Marks of ETSI registered for the benefit of its Members. TIPHONTMand the TIPHON logo are Trade Marks currently being registered by ETSI for the
7、benefit of its Members. 3GPPTM is a Trade Mark of ETSI registered for the benefit of its Members and of the 3GPP Organizational Partners. ETSI ETSI TR 102 168 V1.1.1 (2004-02) 3 Contents Intellectual Property Rights6 Foreword.6 1 Scope 7 1.1 General .7 1.2 Background 7 1.3 Methodology 9 1.4 Selectio
8、n of candidate markets and applications 10 1.5 Structure of the present document11 2 References 11 3 Abbreviations .11 4 Market characterization13 4.1 General .13 4.2 Aviation13 4.2.1 Organizational context13 4.2.2 Market segmentation.14 4.2.3 Applications and requirements .15 4.2.4 Current and plan
9、ned use of GNSS 17 4.2.5 Drivers for uptake of new services .19 4.2.6 Implementation challenges .19 4.3 Maritime transport20 4.3.1 Organizational context20 4.3.1.1 General20 4.3.1.2 Political and regulatory issues.20 4.3.2 Market segmentation.20 4.3.3 Applications and requirements .21 4.3.3.1 Genera
10、l21 4.3.3.2 Safety market 22 4.3.3.3 Professional market.22 4.3.3.4 Consumer market 22 4.3.4 Current/planned use of GNSS.22 4.3.4.1 Existing DGPS infrastructure22 4.3.4.2 Safety market 23 4.3.4.3 Professional market.23 4.3.4.4 Consumer market 23 4.3.5 Drivers for uptake of new services .23 4.4 Rail
11、transport24 4.4.1 Organizational context24 4.4.1.1 Economic factors.24 4.4.1.2 Business needs 24 4.4.1.3 European Train Control System (ETCS).24 4.4.1.4 Cab-based positioning.25 4.4.2 Market segmentation.25 4.4.3 Applications and requirements .26 4.4.3.1 Safety critical applications 26 4.4.3.2 Manag
12、ement applications26 4.4.3.3 Passenger applications 26 4.4.4 Current/Planned use of GNSS 26 4.4.4.1 Current Train Location Systems .26 4.4.4.2 Future use of GNSS 27 4.4.5 Drivers for uptake of new services .27 4.5 Fleet and asset management .28 4.5.1 Organizational context28 4.5.2 Market segmentatio
13、n.28 4.5.3 Applications and requirements .29 ETSI ETSI TR 102 168 V1.1.1 (2004-02) 4 4.5.3.1 Emergency services.29 4.5.3.2 Commercial operations .29 4.5.4 Current/planned use of GNSS.30 4.5.4.1 Existing use of GNSS30 4.5.4.2 Shortfalls of GPS 31 4.5.5 Drivers for uptake of new services .31 4.5.5.1 D
14、rivers for GNSS31 4.5.5.2 Specific Galileo capabilities31 4.6 Regulated road transport 32 4.6.1 Organizational context32 4.6.1.1 Primary organizations and stakeholders32 4.6.1.2 Market evolution .32 4.6.1.3 Regulatory Issues 32 4.6.2 Market segmentation.33 4.6.3 Applications and requirements .33 4.6
15、.3.1 Traffic surveillance and enforcement33 4.6.3.2 Road user charging/tolling 33 4.6.4 Current/planned use of GNSS.34 4.6.4.1 Existing use of GNSS34 4.6.4.2 Shortfalls of GPS 34 4.6.5 Drivers for uptake of new services .34 5 Technical assessment .35 5.1 Introduction 35 5.2 VDL Mode 4 performance .3
16、5 5.3 Definition of market requirements .38 5.3.1 Air transport38 5.3.1.1 Need for navigation data distribution38 5.3.1.2 Supplementary data requirements .38 5.3.1.3 Link requirements .38 5.3.2 Maritime transport 40 5.3.2.1 Need for navigation data distribution40 5.3.2.2 Supplementary data requireme
17、nts .41 5.3.2.3 Link requirements .41 5.3.3 Rail transport 42 5.3.3.1 Need for navigation data distribution42 5.3.3.2 Supplementary data requirements .43 5.3.3.3 Link requirements .43 5.3.4 Fleet and asset management44 5.3.4.1 Need for navigation data distribution44 5.3.4.2 Supplementary data requir
18、ements .45 5.3.4.3 Link requirements .45 5.3.5 Regulated road transport.46 5.3.5.1 Link requirements .46 5.4 Conclusions 48 5.4.1 Communication services.48 5.4.2 Message characteristics.48 5.4.3 Quality of service characteristics 48 5.4.4 Coverage.48 5.4.5 Summary.49 6 Market suitability assessment.
19、49 6.1 Introduction 49 6.2 Aviation50 6.2.1 Functional suitability 50 6.2.2 Institutional/organizational acceptance.50 6.2.3 Standards 51 6.2.4 Competition 51 6.2.5 Cost.51 6.2.6 Terminal availability.51 6.2.7 Spectrum availability 51 6.2.8 Summary.51 ETSI ETSI TR 102 168 V1.1.1 (2004-02) 5 6.3 Mari
20、time transport52 6.3.1 Functional suitability 52 6.3.2 Institutional/organizational acceptance.52 6.3.3 Standards 53 6.3.4 Competition 53 6.3.5 Cost.53 6.3.6 Terminal availability.53 6.3.7 Spectrum availability 54 6.3.8 Summary.54 6.4 Rail transport54 6.4.1 Functional suitability 54 6.4.2 Institutio
21、nal/organizational acceptance.54 6.4.3 Standards 55 6.4.4 Competition 55 6.4.5 Cost.55 6.4.6 Terminal availability.55 6.4.7 Spectrum availability 55 6.4.8 Summary.55 6.5 Fleet and asset management .56 6.5.1 Functional suitability 56 6.5.2 Institutional/organizational acceptance.56 6.5.3 Standards 57
22、 6.5.4 Competition 57 6.5.5 Cost.57 6.5.6 Terminal availability.57 6.5.7 Spectrum availability 57 6.5.8 Summary.57 6.6 Regulated road transport 58 6.6.1 Functional suitability 58 6.6.2 Institutional/organizational acceptance.58 6.6.3 Standards 59 6.6.4 Competition 59 6.6.5 Cost.59 6.6.6 Terminal ava
23、ilability.59 6.6.7 Spectrum availability 59 6.6.8 Summary.60 7 Identification of standardization measures.60 7.1 Lessons learnt from the market assessment60 7.2 Market requirements for additional standardization.61 7.2.1 Aviation 61 7.2.2 Maritime .61 7.2.3 Combined Aviation/Maritime.61 7.2.4 Land a
24、pplications in support of aviation and maritime.61 7.3 Standardization measures .62 History 64 ETSI ETSI TR 102 168 V1.1.1 (2004-02) 6 Intellectual Property Rights IPRs essential or potentially essential to the present document may have been declared to ETSI. The information pertaining to these esse
25、ntial 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 update
26、s are available on the ETSI Web server (http:/webapp.etsi.org/IPR/home.asp). 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 E
27、TSI 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 Electromagnetic compatibility and Radio spectrum Matters (ERM). ETSI ETSI TR 102 168 V1.1.1 (2004-02) 7 1 Scope 1.1 General The Eu
28、ropean Commission requires a feasibility study for a European standard related to the capability of VDL (Very high frequency Data Link) Mode 4 to serve as an element to support services to be provided by the Galileo local component. The GALILEO system is comprised of a number of major architectural
29、components. The Local Component is included in the overall architecture to allow a range of enhanced services to be provided to a specific groups of users who require more demanding performance and whose areas of operation are limited to a given locality. Potential application areas that are envisag
30、ed to benefit from such a Local Component include precision approaches in aviation, the maritime Automatic Identification System (AIS) and a wide range of applications in the wider transport market, including applications where VDL Mode 4 might provide a suitable local component. The Commission is c
31、urrently funding work (project GALILEI) to investigate the business models for Galileo including the role of the Local Component. The funded work includes derivation a system definition for the Local Component and specific investigation of a number of promising application areas including: Aviation.
32、 Network assisted positioning. In-door positioning. Automated driver assistance. Professional RTK/TCAR applications. Unmanned vehicle navigation. Marine and Harbour Docking. GNSS train control. The GALILEI project will take a generic view of the Local Component. The purpose of this study is to asses
33、s the suitability of VDL Mode 4 to provide elements of this local component and to recommend appropriate standardization measures. The work will study the wider applicability of VDL Mode 4 to other Local Component applications, and will need to be carried out in close cooperation with the GALILEI pr
34、oject team. The European Commission has issued a Mandate Number M/318 to the European Telecommunication Standards Institute (ETSI) to carry out the study. In turn, ETSI has established Special Task Force (STF) 240 (STF240) to carry out the work. STF240 consists of representatives from two companies:
35、 Helios Technology Ltd and Swedavia AB. The present document is the final report of the study. 1.2 Background The“classic“ local component comprises a Data Generation Mechanism (DGM) and a Data Delivery Mechanism (DDM) (see figure 1.1). ETSI ETSI TR 102 168 V1.1.1 (2004-02) 8 Data Generation Mechani
36、sm (DGM)UsersData Delivery Mechanism (DDM)Monitors satellites (GPS/Galileo) to produce differential corrections and/or integrity data. Can be public or private sector.Examples include marine beacons (public), EGNOS (public/private) and SkyFix (private) Generally data only using broadcast, point-to-p
37、oint or point-to-multipoint modes using fixed or mobile links.Users may have preferred DDMs either because of incumbent systems or operational requirements.In the classical local element system, users are more concerned with performance and cost than the type of link.This is particularly true in lan
38、d-mobile markets.Figure 1.1: Context for the local component VDL 4 is much more, providing a self-organising Data Exchange Mechanism (DEM) with a two-way data capability (see figure 1.2). DGM, Users, DGM, Users, Can generate voice/data for any other VDL 4 users in the vicinity. Can also process rele
39、vant voice/ data from any other VDL 4 user in the vicinity.VDL 4 does not differentiate between users and DGMs. As a result, either end can provide voice or data in broadcast or point-to-point modes.This self-organises access to the DEMCan generate voice/data for any other VDL 4 users in the vicinit
40、y. Can also process relevant voice/ data from any other VDL 4 user in the vicinity.Data Exchange Mechanism (DEM)Figure 1.2: Interpretation of local component relevant to VDL Mode 4 ETSI ETSI TR 102 168 V1.1.1 (2004-02) 9 Hence, our approach is driven by link performance and its impact on service del
41、ivery. “Classical“ local component studies that focus solely on navigation performance are inappropriate and inadequate for VDL 4 and this study. The important parameters here are those that describe the DEM. Our approach considers the DGMs and Users as independent external entities. Provided that t
42、here is sufficient bandwidth, the type of data transmitted and its impact at the other end of the link is irrelevant for this study. 1.3 Methodology The approach taken by the team is illustrated in figure 1.3. VDL 4 CharacterisationUser link requirementsTechnological assessmentMarket acceptance asse
43、ssmentMarket characterisationWhat is the theoretical potential for VDL 4?How to establish market acceptance?Future requirements fornavigation data distributionNecessary conditionsfor market acceptanceFigure 1.3: Approach The technological assessment will identify the extent to which VDL 4 meets the
44、link requirements of a number of applications. It is anticipated that there will be a large number of applications for which VDL 4 has appropriate characteristics. However, this is different to market acceptance but is a good first filter. But many other aspects drive market acceptance: Institutiona
45、l/political acceptance. Spectrum availability. Competition. Cost of replacement (incumbent systems). Availability of suitably priced user terminals. Operational requirements. Standards. Integration with other platforms and technologies. ETSI ETSI TR 102 168 V1.1.1 (2004-02) 101.4 Selection of candid
46、ate markets and applications Our proposed candidate markets for this analysis are: Aviation, focussing on the civil Air Traffic Management (ATM) segment of the market. Maritime. Rail. Fleet and asset management (e.g. public safety, utilities, transport terminals). High-integrity road transport (e.g.
47、 road tolling). These markets have been specifically selected on their general suitability for VDL Mode 4 as a data carrier within a Galileo local element. These markets therefore satisfy all (or most) of the following criteria: Safety or operationally critical applications. Multiple user population
48、 with two way data requirements. Transport synergies with aviation. Likely users of remotely distributed navigation data (i.e. not via SIS (Signal In Space). Other applications such as those in the mass market and other professional markets have been deemed unlikely candidates for VDL Mode 4 and (as
49、 agreed with ETSI) have been specifically excluded from this analysis. The inherent VDL Mode 4 flexibility allows the Users to work together in new ways - “Classical“ local elements merely enhance performance at the user. VDL 4 allows surveillance, position and other parameter reporting, situational awareness, situation awareness (e.g. floating car data), authentication, revenue collection. This allows us to consider some novel applications. For example: Road-tolling and law enforcement. Position reporting from GPS (Global
