1、 ETSI TR 103 333 V1.1.1 (2017-02) System Reference document (SRDoc); GSM-R networks evolution TECHNICAL REPORT ETSI ETSI TR 103 333 V1.1.1 (2017-02) 2 Reference DTR/ERM-518 Keywords GSM-R, radio, railways, SRDoc ETSI 650 Route des Lucioles F-06921 Sophia Antipolis Cedex - FRANCE Tel.: +33 4 92 94 42
2、 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 The present document can be downloaded from: http:/www.etsi.org/standards-search The present document may be made available in electron
3、ic versions and/or in print. The content of any electronic and/or print versions of the present document shall not be modified without the prior written authorization of ETSI. In case of any existing or perceived difference in contents between such versions and/or in print, the only prevailing docum
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6、 or by any means, electronic or mechanical, including photocopying and microfilm except as authorized by written permission of ETSI. The content of the PDF version shall not be modified without the written authorization of ETSI. The copyright and the foregoing restriction extend to reproduction in a
7、ll media. European Telecommunications Standards Institute 2017. All rights reserved. DECTTM, PLUGTESTSTM, UMTSTMand the ETSI logo are Trade Marks of ETSI registered for the benefit of its Members. 3GPPTM and LTE are Trade Marks of ETSI registered for the benefit of its Members and of the 3GPP Organi
8、zational Partners. GSM and the GSM logo are Trade Marks registered and owned by the GSM Association. ETSI ETSI TR 103 333 V1.1.1 (2017-02) 3 Contents Intellectual Property Rights 5g3Foreword . 5g3Modal verbs terminology 5g3Executive summary 5g3Introduction 7g31 Scope 8g32 References 8g32.1 Normative
9、 references . 8g32.2 Informative references 8g33 Definitions and abbreviations . 10g33.1 Definitions 10g33.2 Abbreviations . 11g34 Comments on the System Reference Document 12g34.1 Statements by ETSI Members 12g34.1.1 Silver Spring Networks . 12g34.1.2 ANITEC 15g34.1.3 Low Power Radio Association (L
10、PRA) 15g34.1.4 Great Circle Design 16g35 Presentation of the system 17g36 Market information. 18g36.1 The economic footprint of railways in Europe . 18g36.2 The importance of railway radio communication in support of the European Rail Traffic Management System (ERTMS) . 19g36.3 Consequences of inter
11、operability on migration scenarios 19g36.4 Railway digitalization . 19g36.5 Market evolution 20g36.6 Economic benefit of reusing the UIC or E-UIC frequency band 20g37 Technical information 21g37.1 System technology . 21g37.2 Technical parameters 21g37.3 Implications on spectrum . 22g37.3.1 Considere
12、d frequency bands . 22g37.3.1.1 UIC frequency band 22g37.3.1.2 E-UIC frequency band 23g37.3.2 Sharing and compatibility studies to be considered 23g37.3.3 GSM-R and FRMCS coexistence in the same band . 23g37.3.4 FRMCS coexistence with adjacent MFCN . 24g37.3.5 FRMCS coexistence with MFCN BS receivin
13、g below 915 MHz . 24g37.3.6 FRMCS coexistence with SRD . 24g37.3.7 FRMCS coexistence with Defence systems 25g37.4 Information on relevant standards 25g38 Radio spectrum request and justification . 25g38.1 Traffic model and bandwidth requirements 25g38.1.1 Traffic model 25g38.1.2 Bandwidth requiremen
14、ts . 26g38.2 Radio spectrum request 27g39 Regulations . 27g39.1 Current regulations . 27g39.2 Proposed regulation and justification . 28g3ETSI ETSI TR 103 333 V1.1.1 (2017-02) 4 Annex A: Economic impact analysis of spectrum and models . 29g3A.1 Introduction 29g3A.2 Reusing the UIC frequency band or
15、the E-UIC frequency band 29g3A.2.1 Radio sites 29g3A.2.2 Tunnel radio systems 29g3A.2.3 Installations in rolling stock . 30g3A.2.4 Investment reuse . 30g3A.3 Conclusion 30g3Annex B: Railway interoperability . 31g3B.1 Railway interoperability . 31g3B.1.1 Current railway regulatory framework . 31g3B.1
16、.2 Definition of railway interoperability . 31g3B.2 GSM-R as the radio communication system in CCS TSI 32g3B.2.1 Introduction 32g3B.2.2 Process for placing a subsystem in service and migration 32g3Annex C: Bibliography 34g3History 35g3ETSI ETSI TR 103 333 V1.1.1 (2017-02) 5 Intellectual Property Rig
17、hts 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
18、, 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 b
19、y 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 Elec
20、tromagnetic compatibility and Radio spectrum Matters (ERM). The present document includes necessary information to support the cooperation under the MoU between ETSI and the Electronic Communications Committee (ECC) of the European Conference of Postal and Telecommunications Administrations (CEPT).
21、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
22、 deliverables except when used in direct citation. Executive summary Reliable and safe railways are a positive contributor to the cohesion of the European Union and many neighbouring countries. For both passengers and freight railway operations, mobile communication applications have become mission-
23、critical. In its strategy to create a single, interoperable railway market in Europe, the European Commission adopted GSM based radio systems (GSM-R) as the mandatory train-to-track radio communication technology for services that are considered mission-critical and safety related. These services ar
24、e conventional voice services (driver-controller calls, railway emergency calls, group calls, etc.) and data services for ERTMS/ETCS signalling systems. The implementation and use of the current GSM-R system by the European railways is still expanding. As per the EU Regulation 2016/919 i.2 and ECC D
25、ecision (02)05 i.12, all current GSM-R networks in Europe use 876 - 880 MHz for the train-to-ground link and 921 - 925 MHz for the ground-to-train link. GSM-R thus has been granted a EU harmonised frequency band, the UIC frequency band. In addition to this, the band 873 - 876 MHz paired with 918 - 9
26、21 MHz has also been identified for GSM-R use on a national basis. New, updated or renewed trains are being equipped with radio equipment supporting this extended band. GSM-R is facing a number of challenges: 1) There is a need to plan the end of life of the system, with current committed vendor sup
27、port ending 2030. 2) On the mid-term, in more and more areas, additional capacity will be required to support railway operations, in part related to the increasing implementation of ETCS. In parallel to the implementation of the successor to GSM-R (hereinafter called Future Railway Mobile Communicat
28、ion System - FRMCS), the GSM-R system needs continued operation to allow the upgrade of all rolling stock, until this technology is end-of-life and decommissioned. ETSI ETSI TR 103 333 V1.1.1 (2017-02) 6 Therefore the Union Internationale des Chemins de Fer (UIC), the European Union Agency for Railw
29、ays, the GSM-R industry and other railway stakeholders across Europe are defining and specifying the next generation radio solution for railway operations, in close cooperation with ETSI. This will additionally result in an update of the EU legal framework in order to guarantee railway interoperabil
30、ity. The approach for FRMCS taken in the present document is based on the following principles: 1) Separation of railway applications from the underlying network technologies, creating more flexibility, such as possible usage of different radio access technologies on different line categories (even
31、within a country). 2) The new radio system is to be based upon the 3GPP technology roadmap. 3) For cost efficiency and migration purposes, the reuse of existing assets (radio sites, spectrum) is favoured. In the present document, the following spectrum options have been explored: Use of the existing
32、 harmonised railway spectrum in the 2 x 4 MHz UIC frequency band (876 - 880 MHz / 921 - 925 MHz); Use of a combination of these 2 x 4 MHz plus 2 x 3 MHz, called the E-UIC frequency band, resulting in a total of 2 x 7 MHz (873 - 880 MHz / 918 - 925 MHz). In order to calculate the amount of radio spec
33、trum needed to fulfil the railway requirements, the present document has assumed the use of the latest 3GPP RAT. It is anticipated that the spectral efficiency of future 4G/5G RAT operating in the 900 MHz range, may improve as compared to current technologies. Coexistence studies will need to be per
34、formed with regard to the impact of such future radio access technologies. In order to determine the amount of spectrum needed for FRMCS, a traffic model has been used, with several combinations of usage scenarios and operational conditions. Based on the investigations made in the present document,
35、the following conclusions are drawn: Railways need 2 x 7 MHz of dedicated spectrum to accommodate the current and (partially) future Critical railway applications and usages for the coming decades, taking into account the need for parallel operation of GSM-R and the successor technologies during the
36、 migration from GSM-R to the successor system. For additional railways applications (performance and business), other solutions such as sharing with other stakeholders (e.g. PPDR) and/or using MFCN, are anticipated. From economic efficiency perspective, using spectrum in the 900 MHz band is preferre
37、d, based on reuse of the existing GSM-R radio sites. Usage of the 700 MHz or 400 MHz ranges would lead to less reuse and/or re-location of existing sites. Furthermore, in the 700 MHz and 400 MHz range no possibility appears to exist for spectrum dedicated to railways. Usage of the 2 x 4 MHz spectrum
38、 for railways in 876 - 880 MHz / 921 - 925 MHz is not sufficient, extension with the 2 x 3 MHz in the 873 - 876 MHz / 918 - 921 MHz band, which has already been requested for railways in the ETSI TR 102 627 i.7, is necessary. The introduction of FRMCS necessitates the harmonisation of the 873 - 876
39、MHz / 918 - 921 MHz band. Although the preferred solution for the migration period is to use 2 x 3 MHz in addition to the current 2 x 4 MHz, other carrier widths may be considered depending on spectrum availability in member states. Although the 900 MHz frequency band is preferred, other frequency b
40、ands may be considered depending on availability in member states, whilst ensuring the technical and economic viability. This spectrum needs to be identified by 2020, made available for trials per 2022, and available for operational deployment as of 2023. Decisions about spectrum allocation for rail
41、ways have to be published in time, in order to be included in the 3GPP specifications and to allow the timely preparation for inclusion in the legal framework of railway interoperability. The above conclusions result in the following requests: ECC is requested to harmonise the 873 - 880 MHz UL / 918
42、 - 925 MHz DL band for railway purposes. ETSI ETSI TR 103 333 V1.1.1 (2017-02) 7 ECC is requested to allow the use of other radio technologies than GSM in this band. ECC is requested to undertake the necessary coexistence studies. In addition to this, 3GPP would have to add this band to the list of
43、the 3GPP operating bands, possibly enhance some radio parameters and specify railway-related functions. Introduction The present document was developed by ETSI TC RT NG2R to support the cooperation between ETSI and the Electronic Communications Committee (ECC) of the European Conference of Post and
44、Telecommunications Administrations (CEPT). It is intended to describe the spectrum requirements for a European system for operational railway communications between a terrestrial ground network and a train, based on 4G/5G technology, and operating in the band 873 - 880 MHz paired with 918 - 925 MHz,
45、 in coexistence with the already deployed GSM-R technology. ETSI ETSI TR 103 333 V1.1.1 (2017-02) 8 1 Scope The present document applies to the next generation radio communication system for railway operations, intended to replace GSM-R, and hereafter referred to as Future Railway Mobile Communicati
46、on System (FRMCS),which may require a change of the present frequency designation within CEPT and of the present regulatory framework for the proposed band(s). The preferred regulatory approach for FRMCS is to reuse the same frequency bands that are currently designated for railway operations, withi
47、n the 873 - 880 MHz paired with 918 - 925 MHz frequency band. The present document, in particular: gives a GSM-R market overview; provides some technical information; investigates the harmonised UIC frequency band currently used for GSM-R, 876 - 880 MHz UL / 921 - 925 MHz DL, as well as the E-UIC fr
48、equency band, 873 - 880 MHz UL / 918 - 925 MHz DL for critical railways communications; notes the regulatory issues in order to ensure a smooth introduction of FRMCS as well as an efficient use of spectrum. The FRMCS is used for communication between trains, portable UE and trackside communication e
49、ntities, for applications directly related to railway operation. Passenger connectivity is out-of-scope of the present document. 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)
