GSM-R

The Standardized Digital

Communication System
for Railways
I Automatic Train Control ATC
Train control systems are either operated only at a signaling level
(optical, electro-magnetic and mechanical signals) or they use sig-
naling and train control via railroad-based cable or analog radio.
These systems do not allow traffic to cross borders unless the
traction engine is replaced.
I Train Radio
Train radios in use today provide typical analog trunked radio
system functions. Future systems will have to support these as
well as new functions. The trunked radio systems vary among the
UIC countries.
The main function of train radio is communication between train
dispatcher station and train driver. With analog radio, there is no
call setup comparable to circuit switched communication sys-
tems. Analog radio provides an open channel which can be ac-
cessed by all users by pressing the talk button. All other users
are able to listen to the call.
I Train Numbering
Train numbers are individually configured from country to country.
International trains have commonly agreed running numbers. The
trains are addressed by calling the actual running number on the
open channel of the analog trunked radio system.
Combining the
Railways in Europe use many different systems for various
applications. The systems described below represent only
those most commonly used in UIC countries.
I Shunting Team Communication
Shunting teams use an analog radio system in the 80 MHz and
450 MHz frequency band with push-to-talk function. Group mem-
bers are able to communicate to each other by pressing a button
at the mobile station. The mobile station itself is ruggedized to
withstand environmental conditions.
I Tunnel Communication
To communicate in tunnels in the event of an emergency, the rail-
way personnel and emergency services communicate via analog
radio systems in the 450 MHz band and by phones mounted
within the tunnels.
I Train Diagnostics
Train diagnostics are performed on the train while it is running
(e.g. supervision of brakes, axles, etc.). When the train returns to
its home railway station or depot, the diagnostic data is eva-
luated.
Some modern trains such as ICE are able to send the diagnostic
data to the depot at a predefined location on the journey.
I Personnel Communication
Today, railroad maintenance personnel either use walkie-talkies or
trackside-installed telephones connected via railroad-based
cables.
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3
I Schedule Changes
Todays schedules are available on paper or are accessible via the
Internet. At the railway stations, delays of trains are displayed,
but not the impact for follow-on connections. In trains, delays and
follow-on connections are announced via loudspeaker by the train
driver to the passengers.
I Ticketing
Ticket machines located remotely or carried by train personnel
cannot be updated online and do not offer an online banking
interface. This means that tariff changes and electronic cash pay-
ments involve work-intensive post-processing functions.
I Passenger Communication
Passenger communication via PLMN and PSTN is possible using
private handsets for GSM subscribers in areas with very good
coverage.
A modern railway aims to optimize costs and improve
services. Furthermore, international traffic requires new
solutions. A future-proof integrated communication solu-
tion is necessary to fulfill these requirements.
Local service teams
Tunnel communication
Passenger communication
Analog 160 MHz radio system
Analog 450 MHz radio system
Application
Train radio
Shunting teams
Trunked radio system working at 460 MHz
80 and 450 MHz radio with
walkie-talkie functionality
Automatic train control
Railroad-based cable
(radio-transmission at 36/56 KHz)
Communication System in Use
Meeting the challenge
Currently, very many different networks and systems featuring
different services are in use. Some are outdated or use frequency
bands which will be closed for that application soon. In most cas-
es, these are not compatible. Communication is typically restrict-
ed to the relevant system in use this may be either trunked
radio, typical walkie-talkie or ISDN closed user group via PABX
network. Flexible configuration of different group members in
groups dependent on a specific work order is not possible with-
out changing equipment. This situation is not regarded as
satisfactory.
With so much at stake, a modern reliable railway communication
system is essential. Based on GSM the world standard for
mobile communications a new digital system for railway com-
munication has been developed: GSM-R.
requirements
Public mobile communication system
(analog systems, GSM now in introduction phase)
The GSM-R network
A typical GSM-R radio network is built of several cells alongside
the tracks or within train stations. Each cell is composed of one
or more base transceiver stations depending on communication
density and availability needed. One base station controller is
responsible for a defined number of cells connected to it.
In turn, base station controllers are connected to the MSC/VLR.
This exchange interconnects all communication links and pro-
vides interfaces to other networks.
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GSM-R The system solution
The GSM standard proved to be the best solution. Increasingly
successful ISDN-like services and worldwide installation guaran-
tee a future-proof and cost-optimized system solution: GSM-R.
International railway and communication experts have specified
requirements for GSM-R and applications running on this commu-
nication system (EIRENE, MORANE).
The European railways organized via UIC and supported by European Commission agreed
at an early stage to build a task force for future requirements. This task force agreed to introduce a GSM-based
communication system for railways.
The use of the same communication system by all railways is the ultimate precondition for future
international traffic without replacing equipment and will fulfill the TSI requirement of the Directive 96/84 EC.
A Europe-wide frequency band for the railways was reserved by ETSI since 1995:
876 880 MHz uplink and 921 925 MHz downlink.
GSM-R
4
Switching network
The solution for the future
5
HLRs linked to the network are addressable both nationally and
internationally via the Signaling System No.7, thus enabling com-
munication across international borders (roaming). Existing rail-
way PABX/ISDN telephones and networks will be directly con-
nected to the MSC. Furthermore the access to IN functionality
enables an easy and attractive design of future applications.
Transmission of high data rates (bulk transfer) and/or very low
data rates (burst transfer) is improved by far with introduction of
GPRS into the GSM-R network. This allows packet data transmis-
sion via radio network and offers IP interface towards railway
Intranet or any other IP based future application.
The introduction of GSM-R
provides various advantages
for railway organizations, as
there are:
I Cross-border communication
for international high speed and
other trains, according to TSI
Directive 96/84.
I Harmonization of existing rail-
way communication applications
into a single network, thereby
reducing integration and opera-
tional costs.
I Platform for ETCS/ERTMS
I The global GSM platform
offers a huge variety of services.
Railway-specific applications can
therefore be introduced with a
minimum number of modifica-
tions.
I Voice and data communication
as well as easy-to-use functions
are available for all users, thus
allowing maximum flexibility.
I Due to standardized equip-
ment already in use worldwide
and modified for GSM-R, cost-
effective and reliable implementa-
tion, operation and evolution is
ensured.
GSM-R Benefits:
Other networks
BTS
BTS
BTS
BTS
BTS
BTS
BTS
BTS
BTS
BSC
BSC
HLR/
AC
GCR
RBC
BSC
PABX
PSPDN
PAD
MSC/VLR
ISDN
IP network SGSN/
GGSN
Intelligent network
SCP SMP
MSC/VLR/
EIR/SSP
Fig. Voice broadcast service
Voice Broadcast Area
Radio Cell C Radio Cell B Radio Cell A
GSM Network
Infrastructure
Train is
coming!
EDSS. 1
Train is
coming!
I Automatic Train Control
Automatic train control will be implemented according to
ERTMS/ETCS. ETCS is a harmonized modular ATP/ATC system
using GSM-R as a transmission system.
Standard GSM bearer services (BS 24 to BS 26) with data trans-
mission rates from 2.4 kbit/s to 9.6 kbit/s will be used to transmit
data from fixed to mobile ATC computers. The actual location of
the train is achieved via Balises or other location services and
transmitted via GSM-R.
ATC is specified as ERTMS/ETCS in a European task force. In its
final stage, it will replace existing signaling and train control sys-
tems. Generally, information such as speed profile, train condi-
tion, and trackside data are exchanged between trackside and
train-borne applications.
The trains position, speed, number of cars and other train-borne
information will be transmitted to the radio block center. The radio
block center network compares traffic data of all trains in the
respective area and transmits the relevant speed profile to each
individual train. This application allows railways to operate their
trains with ETCS level 3 even via moving block structures. This
will reduce the necessary distance between trains on a single
track and result in optimized usage of the track and in less train
delay.
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Convincing benefits turned GSM-R into reality. About
30 European railway authorities have committed themselves
to this technology. Here is an overview of the EIRENE stan-
dardized applications. However, there are many more which
we from Siemens have already developed and implemented
for our customers.
GSM-R
Automatic train control facilitates safe management of high-
speed trains even in exceptionally heavy traffic. It is therefore
an essential application for railway organizations.
Train is
coming!
Train is
coming!
Train Controller
Radio Cell C Radio Cell B Radio Cell A
Fig. Voice group call service
Voice Group Call Area
Voice group call service:
The voice group call service (VGCS) will be applied to many types
of group communication in predefined areas. Especially shunting
team communication, train radio, and emergency communication
require this functionality. A mobile or fixed subscriber may require
a group call. Like the VBS it is built on a common channel for all
listeners, thus saving radio capacities. All members of a group are
able to listen. If a member requires to talk by Press-To-Talk (PTT)
a duplex connection will be built up for as long as required.
VBS and VGCS require a new register in GSM, the Group Call
Register (GCR). This register is integrated into the MSC as a soft-
ware function. Paging functions are modified for the Base Station
System (BSS).
eMLPP:
Communication applications such as railway emergency calls
require an immediate call setup regardless of the network load
resulting from other active calls. eMLPP interrupts a lower priority
call at once and gives precedence to high priority call setup, if no
empty traffic channel is available in the respective cell. The priori-
ty management is maintained by HLR/AC and MSC/VLR/GCR.
The preemption function is carried out by the BSC.
I Train Radio
Standard GSM tele- and bearer services are used for most train
radio functions. The specific railway requirements have been stan-
dardized in GSM Phase 2+, following the requirements of the
EIRENE working group. These so-called ASCI (Advanced Speech
Call Items) features are tested and approved in the MORANE
project and now in service in the first railway GSM-R networks
deployed by Siemens.
Voice broadcast service:
The voice broadcast service (VBS) will be used to broadcast rail-
way emergency calls or other information within predefined
areas. It may be accessed from both fixed and mobile sub-
scribers and is built up as a simplex connection (one speaker
many listeners). Unlimited members of a group can listen in the
same cell. A mobile subscriber will participate to a VBS from the
time entering the area until leaving the area. The permission to
join a VBS is stored and checked on the Subscriber Identity
Module (SIM) of the mobile.
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The convincing advantages
1 broadcast channel per cell for all group calls
7 simultaneous group calls per frequency in a cell
Train is
coming!
EDSS. 1
Train is
coming!
O.K.
Train is
coming!
Train Controller
GSM Network
Infrastructure
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Railway fixed network
I Controller dials train
functional number
(FN001)
I Application adds
digits for national or
international func-
tional number
(RAC CT UIN)
I MSC routes the call
to the registered
MSISDN on train
Fig. Functional Addressing:
No MSISDN exists for the functional number FN001. The TrainDriver001 registers himself under this number with his MSISDN. Every
call to FN001 will be forwarded now to this MSISDN.
EDSS.1
USSD
-registration
-deregistration HLR/AC
MSC/VLR
TrainController
Terminal/PABX
Call forwarding
HLR mobile (MSISDN)
MSISDN TrainDriver001
MSISDN TrainDriver002
MSISDN engine001
...
HLR functional
(functional number)
RAC CT UIN + FN001
RAC CT UIN + FN002
...
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I Addressing Functions
To allow traffic to cross borders without changing equipment and
to access functions on the train international, a Europe-wide
numbering scheme has been developed by EIRENE. Thus the
following functions have been realized:
Functional addressing:
A train is registered in each country under a train number. This
train number will now be mapped to a functional number stored
in either HLR/AC or IN-SCP. At the beginning of a journey the train
driver registers his MSISDN to this functional number. From now
on, until deregistration, a call to the trains functional number will
always be forwarded to the train driver, irrespective of the coun-
try through which the train is travelling.
Other functions on the train will register with an additional
two digit subaddress of the functional number. Thus up to
99 functions catering service, ticketing, etc. are reached by
dialing the trains functional number in combination with the
subaddress.
Location dependent addressing:
A train on a journey, e.g. from Paris to Vienna, may pass several
train controller areas. The connection between a train driver and
the controller of the respective area must be easy to establish.
By dialing a defined short number the train driver will be automat-
ically connected to the train controller responsible for this area.
By combining short number and radio cell location (Cell ID), the
MSC selects the corresponding long number. If a train is passing
between two controller areas the connection can be established
to both controllers. In case IN is used for this function, the SCP
will combine the short number and Cell ID. If more accurate loca-
tion information can be provided by the railway network, it can be
evaluted instead of the Cell ID via an IP interface of IN-SCP.
Fig. Location Dependent Addressing
Controller area C
MSC adds location information (Cell ID)
and computes routing information
< Cell ID > = e.g. 5ED8
< Location area > = e.g. 8009
Controller area B Controller area A
Train Controller A Train Controller B
Call setup
with
<Short key>
e.g. 711
(cab driver
to primary
controller)
MSC establishes connection
Long number of Controller C
e.g. 089 14 56 347
MSC/VLR
Train Controller C
I Shunting Team Communication
A shunting team is usually only temporary and group members
may vary. The VGCS will allow dynamically changing group call
compositions without the need for the individual group members
to change either equipment or frequency.
I Tunnel Communication
Railway personnel will use GSM-R and even public GSM as a
redundant system. The advantages of GSM-R are better coverage
of the 900 MHz band inside the tunnel, and the use of all train
functions via one system in the case of an emergency.
I Train Diagnostics
Diagnostic data will be transmitted under ATC where needed for
train control. All other diagnostic data is collected on the running
train and transferred via GSM-R as required.
I Personnel Communication
By using GSM-R mobiles it will become significantly easier to
reach railroad maintenance personnel. As an alternative, new
trackside and tunnel telephones will be based on GSM-R. Person-
nel can then be located according to their location and function.
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I Passenger Services
Schedule information:
With ATC, train speed and arrival times can be calculated more
flexibly. Resulting follow-on connections will be transferred via
data services to the trains concerned, thus ensuring the best
service as well as up-to-date information for the passenger.
Ticketing:
Online update of ticket machines as well as electronic cash func-
tions will be performed via GSM-R data services. New ticket
machines with GSM-R interfaces may be placed wherever
required. Post-processing and maintenance will be reduced to a
minimum. Cash-flow will be increased and credits kept to a mini-
mum.
I Passenger Communication
Due to license restrictions and frequency resources, the GSM-R
band will not be used for public communication. To improve serv-
ice quality in PLMN, railway operators will install GSM repeaters
on some trains. This will enable passengers to use private hand-
sets in areas with only average coverage. In addition, coin or card
telephones based on GSM can be installed in trains.
I Roaming with public GSM networks
In many railway locations public GSM coverage is also available.
Therefore, as a backup, railways may agree roaming with such
public networks. This will allow a reduced type of operation even
in case of network failure, but with restrictions in functionality
and quality of service of this network.
Conclusion
I GSM-R is a number of functions and parameters devel-
oped and adjusted in addition to GSM allowing railways
best and efficient usage of the GSM standard.
I GSM-R will provide maximum support to existing railway
communication applications and major advantages over
other existing analog and digital systems.
I GSM is the worlds most widely deployed digital wireless
communication standard. It is secure and proven in opera-
tion.
I GSM is future-proof thanks to ongoing standardization and
the implementation of UMTS features.
I Additional applications gained from an integrated network
and internationally compatible features can also be intro-
duced.
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Order No. A50001-N3-P23-5-7600 Printed in Germany D02601U SIE-01-0171 03013. Copyright Siemens AG 2001 Information and Communication
Mobile Networks Hofmannstrae 51 81359 Munich Germany This publication is issued to provide information only and is not to form part of any
order or contract. The products and services described herein are subject to availability and to change without notice.
AC Authentication
Center
ASCI Advanced Speech
Call Items
ATC Automatic Train
Control
ATP Automatic Train
Protocol
BSC Base Station
Controller
BSS Base Station System
BTS Base Transceiver
Station
CT Call Type
EDSS.1 European Digital
Subscriber Signaling
System No.1
EIRENE European Integrated
Railway radio
Enhanced NEtwork
EIR Equipment Identifi-
cation Register
eMLPP Enhanced Multilevel
Precedence and
Preemption
ERTMS European Rail Traffic
ManagementSystem
ETCS European Train
Control System
ETSI European Telecom-
munications Stan-
dards Institute
FN Functional Number
(Type national or
international)
GCR Group Call Register
GGSN Gateway GPRS
Support Node
GPRS General Packet
Radio Service
GSM Global System for
Mobile Communica-
tion
GSM-R GSM for Railways
HLR Home Location
Register
IN Intelligent Network
IP Internet Protocol
ISDN Integrated Services
Digital Network
MORANE MObile RAilway
radio Network for
Europe
MSC Mobile Switching
Center
MSISDN Mobile Station
International ISDN
Number
PABX Private Automatic
Branch Exchange
PAD Packet Assembler
and Disassembler
PLMN Public Land Mobile
Network
PSPDN Packet Switched
Public Data Network
PSTN Public Switched
Telephone Network
RAC Railway Access
Code
RBC Radio Block Center
SCP Service Control Point
SGSN Serving GPRS
Support Node
SIM Subscriber Identity
Module
SMP Service Managment
Point
SSP Service Switching
Point
TSI Technical Specifica-
tion for Interopera-
bility
UIC Union International
des Chemins de fer
UIN User Identifier
Number
USSD Unstructured
Supplementary
Service Data
VBS Voice Broadcast
Service
VGCS Voice Group Call
Service
VLR Visitor Location
Register
Abbreviations