7. Studies of evolving technologies of RSTT · Web viewWORKING DOCUMENT TOWARDS A DRAFT APT REPORT...

ASIA-PACIFIC TELECOMMUNITY Document:The 21st Meeting of the APT Wireless Group (AWG-21) AWG-21/INP-55

3 – 7 April 2017, Bangkok, Thailand 27 March 2017

Japan

PROPOSED REVISION TO WORKING DOCUMENT TOWARDS A DRAFT APT REPORT ON SYSTEM DESCRIPTION OF RAILWAY RADIOCOMMUNICATION

SYSTEM BETWEEN TRAIN AND TRACKSIDE (RSTT)

At the last AWG-20 meeting held in September 2016, a working document towards a draft APT Report on system description of railway radiocommunication system between train and trackside (RSTT) was developed and carried forward to the next AWG meeting.

Japan proposes the revision to the working document towards a draft APT Report on system description of railway radiocommunication system between train and trackside (RSTT) (AWG-20/TMP-43(Rev.1)). A revised draft new APT Report is provided in Attachment.

Attachment: 1

Contact: Tetsuya Kawanishi, NICTAtsushi Kanno, NICTHiroyo Ogawa, NICTMakio KawamotoTakahiko YamazakiMitsubishi Electric CorporationNobuhiko Shibagaki, HitachiKunihiro Kawasaki, RTRINaruto Yonemoto, ENRI

Email: [email protected]: [email protected]: [email protected]: [email protected]:[email protected]

Email: [email protected]: [email protected]: [email protected]

mailto:[email protected]







ATTACHMENT

WORKING DOCUMENT TOWARDS A DRAFT APT REPORT ON SYSTEM DESCRIPTION OF RAILWAY RADIOCOMMUNICATION SYSTEM BETWEEN

TRAIN AND TRACKSIDE (RSTT)

[Japan’s note: The modification to the document is only presented in this text, and the remaining part of the working document which is unchanged is not included.]

7. Studies of evolving technologies of RSTT

7.5 Studies in Japan

The broadband transmission capabilities are the most important function to provide high-speed data such as train control, command, operational information, monitoring data as well as video to the train crews to realize more secure and comfortable railway transport services. The millimetre-wave frequencies are well known as the spectrum resources supporting the broadband data signal transmission.

Japan is considering the millimeter-wave spectrum be studied for RSTT to address its importance for safety of railway systems.

Train operation or control systems using RSTT have several security measures based on the assumption of transmission error or communication blackout in RSTT. Safety of train operation should be ensured by the whole railway system without relying on frequency band of RSTT. It's contemplated that RSTT using millimetre-wave frequency band will be able to provide enough transmission quality for safe train operation or control systems by designing and implementing RSTT in accordance with the requirements specified in the related international standards such as IEC 62280, IEC/TS 62773.

For more information on Japanese studies on millimetre-wave band railway radiocommunication systems between train and trackside, please refer to ANNEX 2 to this Report.

[Editorial note: There are different views at this section in AWG-20 meeting. And this section needs to be further consideration at next meeting. ]

.8. Implementation of RSTT in APT Members

8.2 RSTT in Japan

8.2.1 150 MHz, 300 MHz and 400 MHz Band RSTT

Since the around 1950s, 150 MHz band, 300 MHz band and 400 MHz band have been used for the RSTT that carries train control, command, operational information in the world. And these frequency bands are still used now as the important frequency resources to support safety and stable train operation in Japan. Table 6 is the list of major RSTTs used in Japan. This table shows name of system, frequency band, applications, and users of each RSTTs.

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Table 6 List of RSTTs used in Japan

Name of System Frequency Applications and Users of the system

Train Radio System(TRS)

150 MHzband300 MHzband400 MHzband

[Application]･Traffic control information for drivers･Automatic train control･Vehicle status monitoring for maintenance crews･Passenger guidance for conductors[Users]･Train traffic controllers･Train drivers and conductors･Automatic train control equipment･Station managers･Maintenance crews

Radiocommunication system for

High Speed Train (RHST)

400 MHzband

[Application]･Traffic control･Automatic train control･Vehicle status monitoring, Passenger guidance[Users]･Train traffic controllers･Train drivers and conductors･Automatic train control equipment･Maintenance crews

Emergency Alarm Radio

System (EARS)300 MHzband

[Application]･Emergency signals from train or ground to trains to alert some dangers situations to surrounding drivers by buzzer

[Users]･Train drivers and conductors･Train traffic controllers

Radiocommunication system for Emergency Cut

Off System(REMCOS)

150 MHzband

[Application]･Emergency signal from train to ground to stop trains by powering Cut Off

[Users]･Train drivers and conductors･Train traffic controllers･Ground maintenance crews･Platform door controller equipment

Radiocommunication system for

Electronic Blocking System

(REBS)

300 MHzband

[Application]･ Trigger signal transmission from train to ground to control block section

[Users]･Train drivers･Ground Interlocking equipmentRadiocommunication system for

Japan Radio Train Control

system(JRTC Radio)

300 MHzband

[Application]･Automatic train control in emergency[Users]･Ground Train controller equipment･On-board train controller equipment

Yard Radio (YR)150 MHzband300 MHzband400 MHzband

[Application]･Vehicle maintenance･Shunting[Users]･Train drivers･Ground maintenance crews

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8.2.1.1 Train Radio System (TRS)

TRS is used for inter-city and inner-city train, but not for high speed train. TRS carries traffic control information, train control command, passenger information and vehicle status monitoring data between trains and control centres. In general, a control centre covers several railway lines and TRS accommodate some radio zones, which correspond to each railway line.

Figure 8 shows the architecture of TRS. The Central System in the Control Centre accommodates A, B, and C zones. A set of radio frequencies is allocated to each line. There are some base stations in a zone, about 2km each according for propagation scenarios. The Central System connects commanders in the Control Centre and crews on-board. The commanders are able to inform drivers about train control issues. The controllers are also able to inform conductors about passenger guidance. Furthermore, data transmissions for vehicle status monitoring are available.

On-board antennas are on the top of each side of diver’s room. Base station antennas are on the top of poles beside the track and directing the rail along. In some train lines, the system is applied not only for voice and data communications but also for the train control as described in 8.2.1.4

ControlCenter

Central System

A zone

Base Station

B zone C zone

On-board antenna Base station antenna

FIGURE 8 System Architecture of Train Radio System

Table 7 and Table 8 summarize technical characteristics of Train Radio System (TRS) operating in 150 MHz band, 300 MHz band, and 400 MHz band. Table 7 shows parameters of analog type TRS, and Table 8 shows parameters of digital type TRS.

TABLE 7

Technical characteristics of analog Train Radio System (TRS)

System Analog TRS(VHF band)

Analog TRS(UHF band A type)

Analog TRS(UHF band B type)

Analog TRS(UHF band C type)

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Frequency Range 140 MHz - 144 MHz146 MHz - 149.9 MHz 335.4 MHz - 360 MHz 410 - 420 MHz

Channel separationBand Width

8.5kHz, 16 kHz, 20 kHz 12.58.5 kHz

MaximumAntenna gain

Base station :+15 dBi

Mobile station : +4.2 dBiLeaky Coaxial cables are used in

tunnel section or blind zone.

Base station :+11 dBi

Mobile station : +1 dBi

Leaky Coaxial cables are used in tunnel section or blind zone.

Polarization Vertical

Maximum Transmission power

Base station :+47 dBm

Mobile station : +40 dBm


Mobile station :+30 dBm

+30 dBm

E.I.R.P.


Mobile station :+44.2 dBm

Base station : +47 dBm

Mobile station :+31 dBm

Base station +41 dBm

Mobile station +31 dBm

Receiving noise figure < 10 dB

Reception quality SNR > 45 dB SNR > 30 dB SNR > 20dB

Transmission distance (km) 3 - 40 km 1.5 -3 km

Modulation FM

Multiplexing method FDD none

TABLE 8

Technical characteristics of Digital Train Radio System (TRS)

System Digital TRS(VHF band Type 1)

Digital TRS(VHF band Type 2)

Digital TRS(VHF band Type 3)

Digital TRS(UHF band)

Frequency Range

140 MHz - 144 MHz146 MHz - 149.9 MHz 335.4 MHz - 360 MHz


5.86.25 kHz 25 kHz 5.8 6.25 kHz

Maximum Antenna gain

Base station : + 11dBi

Mobile station : +1 dBi





Base station : +37dBm


Base station : +30 dBmMobile station : +30 dBm


Mobile station : +24.8dBm

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E.I.R.P.


Mobile station: +31 dBm




Mobile station: +31 dBm


Mobile station: +25.8 dBm


Data rate 9.6 kbps 32 kbps 4.8 kbps 9.6 kbps

Reception quality BER < 10-4

Transmission distance (km) 1 - 3 km 1 - 2 km 1 - 3 km 1.5 - 2 km

Modulation π/4QPSK 4FSK π/4QPSK

Multiplexing method FDMA or SCPC TDMA FDMA or SCPC FDMA

8.2.1.2 Radiocommunication system for High Speed Train (RHST)

RHST is a radio communication system for high speed trains. The most distinctive feature of this system is to use leaky coaxial cables (LCX) all along the line even at no-tunnel area.

Figure 9 shows the system architecture of RHST. LCX as shown at right above is a type of coaxial cable that has holes called “slot”. Through these slots, radio wave gradually leaks outside of the cable. The radio wave is propagated to antennas installed at the “skirt” of the vehicle. LCX method allows the distance between LCX and antennas on board to be so close constantly that the affection of interference or noise can be so smaller and it is possible to maintain stable communication regardless of the location of train, open-site or inside of tunnels. Applying the whole LCX method to train radio systems makes it possible to achieve more than 99.99% connections throughout the entire line even when trains are running at high speed (above 300 km/h).

A Central Unit in Control Centre accommodates Ground Communication Controllers, which are located in the key stations. The Ground Communication Controllers take handover through accommodated Base Stations. Base Stations are located in almost every station and repeaters that compensate for LCX propagation loss, are sided at every 1.3 km intervals along track between Base Stations. Four antennas that are installed at body side of the front vehicle, receive radio waves from LCX.

Because of this stable feature of radio communication, some channels are assigned for automatic train control and the radio based train control system, as described in 8.2.1.4, is in practical use in some high-speed train lines.

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中央装置

総合指令所

・指令電話

・車両モニタ・車内情報・車両技術支援

統制局

基地局

中継器中継器

JR電話回線

NTT電話回線

光搬送端局

光回線

LCX

LCX

LCXLCX車上局アンテナ

通信通信

中央装置

総合指令所

・指令電話


統制局

基地局

中継器中継器

JR電話回線

NTT電話回線

光搬送端局

光回線

LCX

LCX


通信通信

LCX（Leaky Coaxial Cable）

LCXOn board Antenna

Repeater

BaseStation

Optical network

Optical NetworkTerminal

Ground communication Controller

Train operator(Control Center)

Train radio(voice communication)

Central Unit ・Train Monitoring

・Train Information

・Train technology support

JR Phone Line

NTT Phone Line

RoF network used for transmission oftrain operational data

400MHzBand

400MHzBand

RepeaterRepeater LCX cable

中央装置

総合指令所

・指令電話


統制局

基地局

中継器中継器

JR電話回線

NTT電話回線

光搬送端局

光回線

LCX

LCX


通信通信

中央装置

総合指令所

・指令電話


統制局

基地局

中継器中継器

JR電話回線

NTT電話回線

光搬送端局

光回線

LCX

LCX


通信通信

LCX（Leaky Coaxial Cable）

LCXOn board Antenna

Repeater

BaseStation

Optical network

Optical NetworkTerminal

Ground communication Controller

Train operator(Control Center)

Train radio(private telephone)

Central Unit ・Train Monitor

・Train Information

・Train technology support

JR Phone Line

NTT Phone Line

RoF network for the Internet service

400MHzBand

400MHzBand

RepeaterRepeater

FIGURE 9 System Architecture of Radiocommunication system for High Speed Train (RHST)

Table 9 summarizes technical characteristics of Radiocommunication system for High Speed Train (RHST) operating in 400 MHz band.

TABLE 9

Technical characteristics of Radiocommunication system for High Speed Train (RHST)

System Analog RHST Digital RHST(Type 1)

Digital RHST(Type 2)

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LCX

Frequency Range 410 MHz - 420 MHz, 450 MHz - 455 MHz


up link: 8.512.5 kHz, 24.325 kHz, 230 kHz, 288kHzdown link: 8.512.5 kHz, 24.325 kHz, 64 kHz, 230 kHz, 288 kHz, 640 kHz


Base station : Leaky Coaxial Cable (Coupling loss = 55dB, 60dB, 70dB, 80dB)Mobile station : Slot array antenna (Gain = [+5] dBi)


Base station: +33 dBmMobile station: +36 dBm

Base station: +27 dBmMobile station: +36 dBm


Reception quality SNR > 30 dBBER < 10-4 BER < 10-4

Transmission distance

30 km (installation interval of base stations)Radio wave propagation distance between LCX and on-board antenna is about 1 - 2 m.

Modulation down link : PMup link : FM π/4 QPSK down link : π/4 QPSK

up link : π/4 QPSK + QPSK

Multiplexing method

down link : FDMup link : FDMAFDD

down link : TDMup link : TDMAFDD

8.2.1.3 Emergency Alarm Radio System (EARS), Radiocommunication system for EMergency Cut Off System (REMCOS) and Radiocommunication system for Electronic Blocking System (REBS)

(1) Emergency Alarm Radio System (EARS)

EARS is used to avoid accidents. When a train driver confirms some emergency circumstances on track such as line blocked objects, a train derailment, a fire, etc. the driver is expected to send alarm to approaching train’s drivers by EARS in order to avoid a secondary accident. When EARS is operated, emergency radio signal is directly transmitted to approaching trains as shown in Figure 10.

EARS is a very simple system. It consists of only mobile-stations on-board. The mobile-station consists of a radio equipment, a transmission button, and an antenna. When the transmission button is pressed, emergency radio signal is transmitted to approaching trains. When the approaching train’s mobile-station receives the signal, it sounds a warning tone and the driver should take necessary actions such as stopping the train. The emergency radio signal reaches nominally within 1 km radius. If it is difficult to reach the emergency to approaching train according to geographical scenario, such as in tunnels, repeaters are installed on trackside in order to expand the coverage of radio propagation.

EARS is used not only for a train to trains but also for ground to trains. In some stations, “Emergency train stop buttons” are prepared at platforms and anyone can push the button to stop trains around the station in emergency, such as someone falling down from platform. If the button is pushed, emergency radio signal as described above is transmitted from the station to approaching trains. And in some railway lines, EARS is also used to send emergency alarm to stop trains when earthquake occurs.

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Emergency radio signal

Control Centre

Central System

FIGURE 10 System Architecture of Emergency Alarm Radio System (EARS)

(2) Radiocommunication system for EMergency Cut Off System (REMCOS)

REMCOS is another radio system to avoid accidents. The system is used for sending signal to a railway electrification system on ground and electric power for trains in some emergency aria is cut-off.

Figure 11 shows the system architecture of REMCOS. When a train driver confirms some emergency circumstances, the driver operates REMCOS on-board and emergency radio signal is transmitted to Central System in Control Centre via Base Stations. In Control Centre, the operational commander manually cuts off the power for trains near the emergency area or REMCOS automatically sends signal to a railway electrification system to cut off the power.

REMCOS is used not only for a train to ground but also for ground to ground. In some stations, radio equipment for REMCOS is prepared and if a platform screen door is forced to open by someone, emergency radio signal, as described above, is transmitted from the station and power for trains around the station is cut off.

FIGURE 11 System Architecture of Radiocommunication system for EMergency Cut Off System (REMCOS)

(3) Radiocommunication system for Electronic Blocking System (REBS)

REBS is a radio communication system for Electric Blocking System. The Electric Blocking System is used at single-track railroads in rural areas. Figure 12 shows the system architecture. When a train stops at a station and is ready for departure, the diver pushes a button of a radio transmitter on-board. The radio transmitter sends radio signal “departure request” to Station Equipment through Radiative Pair Cable (RPC) antenna and Radio Equipment set up at the machine room of the station. The Station Equipment controls electric switch machines, leaving signals, and home signals then the driver can start the train in safety.

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FIGURE 12 System Architecture of Electronic Blocking System

Table 10 summarizes technical characteristics of Emergency Alarm Radio System (EARS), Radiocommunication system for EMergency Cut Off System (REMCOS) and Radiocommunication system for Electronic Blocking System (REBS) operating in 150 MHz band and 300 MHz band.

TABLE 10

Technical characteristics of Emergency Alarm Radio System (EARS), Radiocommunication system for EMergency Cut Off System (REMCOS) and Radiocommunication system for Electronic Blocking System

(REBS)

System EARS REMCOS REBS

Frequency Range (MHz) 370 MHz - 380 MHz

140 MHz - 144 MHz146 MHz - 149.9 MHz150.05 MHz - 156.4875 MHz156.8375 MHz - 160 MHz340 MHz - 370 MHz

335.4 MHz - 340 MHz

Channel separationAllowed Band Width

5.86.25 kHz 8.512.5 kHz, 25 kHz 12.5 kHz

Antenna gain + 1 dBi [to be filled out in future] + 1 dBi



[to be filled out in future] [to be filled out in future] +30 dBm

E.I.R.P. [to be filled out in future] [to be filled out in future] +31 dBm


Transmission distance (km) Min. 1 km [to be filled out in future] Max. 5 m

Modulation [to be filled out in future] [to be filled out in future] FM

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Multiplexing method none

8.2.1.4 JRTC Radio

JRTC Radio is a sub-system of Japan Radio Train Control system (JRTC). JRCT is automatic train control system that is based on telecommunications between trains and base stations for train traffic management and railway infrastructure control.

Figure 13 shows the system architecture of JRTC. On train, the on-board controller detects its own location information that is consists of its location and speed. The mobile station sends the location information to the Ground Controller though Base Stations. With location information of trains, condition of electric switch machines, and condition of level crossing, the Ground Controller calculates the limit in which the train could run safely and sends the stopping limit to the train. The Ground Controller controls the ground equipments as well, such as electric switch machines, level crossings, etc. On the train, the on-board controller calculates a brake pattern and an upper limit speed curve, by using its own brake performance to stop at the running limit directed by the Ground Controller. The on-board controller directs adequate train-speed to the train-driver and if train-speed exceeds the brake pattern, the on-board controller makes the train slow-down or stop by controlling the brake automatically. Requirements of basic function and system construction have been defined in Japanese Industrial Standards as JIS E 3801. JRTC corresponds to the train control system of ERTMS/ETCS Level 3 in Europe.

GroundController

ManagementSystem

BaseStation

Switch Gears

Mobile Station

Display

On board controller

Break Speed

Train

Sending train location, speed, possible running limit(stopping limit) by using radio communications

FIGURE 13 System Architecture of JRTC

Figure 14 shows the frequency usage of JRTC Radio. Four pairs of frequencies are used repeatedly along railways. Cover area of radio base station is about 3km.

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Electric switch machine

about 3km about 3km about 3km

Cover area of radio base stationFrequency: fa

Zone ofRadio station A

fb

Zone ofRadio station B

Zone ofRadio station C

fc

Zone ofRadio station D

fd

about 3km

FIGURE 14 Frequency usage of JRTC Radio

Table 11 summarizes technical characteristics of JRTC Radio operating in 300 MHz band.

TABLE 11

Technical characteristics of JRTC Radio

System JRTC Radio

Frequency Range 335.4 MHz - 360 MHz


5.812.5 kHz


Base station : +11 dBiMobile station : +1 dBi



Base station : +34.8 dBmMobile station : +30 dBm

E.I.R.P. Base station : +45.8 dBiMobile station : +31 dBi


Data rate 9.6 kbps

Reception quality BER < 1x10-4

Transmission distance (km) 2 - 3 km

Modulation π/4 QPSK

Multiplexing method FDD, TDM-TDMA

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Base Station A Base Station B Base Station C Base Station D

Base Station

8.2.1.5 Yard Radio (YR)

YR is used for voice communication between operator in operation room and drivers on board to switch trains in yards or stations. Figure 15 shows the system architecture of YR.

FIGURE 15 System Architecture of Yard Radio (YR)

Table 12 summarizes technical characteristics of YR operating in 150 MHz band, 300 MHz band, and 400 MHz band.

TABLE 12

Technical characteristics of Yard Radio (YR)

System Analog YR(150 MHz band)

Analog YR(300 MHz band)

Analog YR(400 MHz band)

Frequency Range (MHz)

140 MHz - 144 MHz146 MHz - 149.9 MHz150.05 MHz - 156.4875 MHz156.8375 MHz - 160 MHz

335.4 MHz - 399.9 MHz 450 MHz - 470 MHz

Channel separationAllowed Band Width

8.512.5 kHz

Antenna gain [to be filled out in future] [to be filled out in future] [to be filled out in future]



[to be filled out in future] +37 dBm

E.I.R.P. [to be filled out in future] [to be filled out in future] [to be filled out in future]


Reception quality SNR > [30] dB SNR > [30] dB SNR > 30 dB

Transmission distance (km) [to be filled out in future] [to be filled out in future] [to be filled out in future]

Modulation FM

Multiplexing method none

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8.2.2 40-GHz band video transmission system (MVT)MVT has already been deployed for many railways, in which trains are driving without any conductor. In this case drivers must confirm platform situations by themselves at each station before departure. MVT enables drivers to confirm platform situations by showing these in driver’s room.Figure 16 shows the architecture of MVT. CCTV cameras are located at several points in every platform. Millimetre waves transmit these cameras’ video streams to diver’s room through transmitter and receiver. Monitors in driver’s room show the conditions of the platform from several cameras simultaneously without latency. Therefore, the driver can confirm the situations of platform and start the train safely. Table 13 shows technical characteristics of 40-GHz band video transmission system.

FIGURE 16 Architecture of MVT.

TABLE 13

Technical characteristics of 40-GHz band video transmission system (MVT)

Parameter MVTFrequency Range (GHz) 43.5-43.7Channel separation(MHz) 40Antenna gain (dBi) 33 typ.Polarization VerticalTransmitting radiation power (dBm) 0e.i.r.p. (dBm) 33 typ.Receiving noise figure (dB) <20Transmission distance (m) < 60Modulation FMMultiplexing method FDM

8.2.3 60-GHz band train platform monitoring systemSince passenger safety at the station is a primary concern of railway system, the train platform monitoring system is introduced to monitor passengers on the track line of the station. The video

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monitors are equipped at the control room in the station room, the train driver’s room and the conductor’s room. Several video cameras are placed to monitor almost entire train platform. The 60-GHz transceivers are connected to those video cameras and monitors to transmit/receive video signals. Due to surveillance capabilities of the monitoring system, serious accident of passengers at the station platform can be prevented. Table 1X shows technical characteristics of 60-GHz band train platform monitoring system.

TABLE 1X

Technical characteristics of 60-GHz train platform monitoring system

Parameters Fixed station On-board station

Frequency Range (GHz) 57-66 57-66Channel separation (MHz) 125 125Antenna gain (dBi) 31 26Antenna beam width (degree) 3.5 7Polarization Linear LinearTransmitting radiation power (mW) 10 10e.i.r.p. (dBm) 41 31Receiving noise figure (dB) 8 8Transmission data rate (Mb/s) 100 100Transmission distance (m) 100 100Modulation ASK ASKMultiplexing method FDD FDDNetwork interface 100 Base-TX 100 Base-TX

8.2.43 Operational environment (deployment scenarios)

9. Summary

[TBD]

10. Reference

[To be added]

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ANNEX 2 MILLIMETER-WAVE BAND RAILWAY RADIOCOMMUNICATION SYSTEMS BETWEEN TRAIN AND TRACKSIDE

1. Introduction WRC-19 agenda item 1.11 will facilitate global or regional harmonized frequency bands to support railway radiocommunication systems between train and trackside (RSTT) within existing mobile service allocations, in accordance with Resolution 236 (WRC-15).The mobile services are already allocated in the frequency bands 36-40.5 GHz, 42.5-47 GHz, 47.2-50.2 GHz, 50.4-52.6 GHz, 55.78-76 GHz, 81-86 GHz, 92-94 GHz, 94.1-100 GHz and102-109.5 GHz, in accordance with the Radio Regulations. The contiguous bandwidth can be achievable at these frequency bands, however administrations are urged to take all practicable steps to protect the radio astronomy service from harmful interference subject to the provisions of No. 5.149 in the frequency bands 36-37 GHz, 42.5-43.5 GHz, 48.2-50.2 GHz, 81-86 GHz, 92-94 GHz, 94.1-100 GHz and102-109.5 GHz. Furthermore, in the bands 43.5-47 GHz and 66-71 GHz, stations in the land mobile service may be operated subject to not causing harmful interference to the space radiocommunication services to which these bands are allocated in accordance with the provision of No. 5.553.The above frequency bands may provide high-speed data such as train control, command, operational information, monitoring data as well as video to the train crews, and high-speed internet access to passengers to realize more secure and comfortable railway transport services. This Report focuses on utilization of 40-GHz and 90-GHz bands for RSTT. Since the passive services are allocated in the adjacent and co-frequency bands of 90-GHz TSTT, the coexistence of these services will be considered taking into account the proposed technical and operational characteristics of 90-GHz RSTT and those of the passive services specified by Recommendation ITU-R. Regarding to 40-GHz band RSTT, the coexistence with mobile satellite and radionavigation satellite services should be considered. This Report intends to provide APT member countries millimetre-wave band RSTT as guidance of radiocommunication access links for broadband train communication networks.

2. System architecture of millimetre-wave band RSTT2.1 Train Radio System in the 40 GHz band (TRS-40GHz)As for TRS-40GHz, some field trials have been continued towards the next generation of TRS. The architecture of the system is the same as the traditional TRS except for the radio communication between train and track side. The image of communication between train and track side is shown in Fig.A2. Millimetre-waves are transmitted to the train by narrow-beam width antennas set at the trackside poles. These antennas are linearly distributed along the track and millimetre-waves from these antennas, with the same signal and the same frequency, would compose so called a “linear cell”.

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FIGURE A2 Image of RSTT in the 40GHz band

The linear cell concept is shown in Figure A3. Optical feeders are used to connect between the trackside antennas and the base stations. The linear cells with frequency 1 and 2 are alternately repeated itself. By using the concept, frequent handovers that cause throughput reducing, are able to be avoidable especially for high-speed trains. Furthermore, the spectral utilization is efficient because if the length of the linear cell is long enough, only two frequencies are needed for inter-cell interference prevention.

FIGURE A3 Linear cell concept

2.2 Train Radio System in the 90 GHz band (TRS-90GHz)

[Japan’s note: The detailed system architecture will be provided and the name of 90-GHz RSTT will be further considered at the next meeting.]

[3.] Coexistence between RSTT operating in the frequency bands 92-94 GHz, 94.1-100 GHz and102-109.5 GHz and the passive services and the radiocommunication services

3.1 Coexistence between RSTT operating in the frequency bands 92-94 GHz, 94.1-100 GHz and102-109.5 GHz and the passive services

Table A1 shows the frequency band which are already allocated for use of mobile services in the frequency range 92-109.5 GHz. In accordance with Article 5 to Chapter II to Radio Regulations (see Annex), in the adjacent bands of those frequencies all emissions are prohibited in the following bands; 86-92 GHz, 100-102 GHz and 109.5-111.8 GHz. In order to coexist with passive services, the same schemes developed by Report ITU-R F.2239, Coexistence between fixed service operating in 71-76 GHz, 81-86 GHz and 92-94 GHz bands and passive services,

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could be used for sharing and compatibility studies of railway radiocommunication systems. The following sharing and compatibility cases should be addressed, as shown in Figure A4:1) mobile service stations such as on-board radio equipment and related radio infrastructure located along

trackside operating in the band 92-94 GHz with respect to the protection of Earth exploration-satellite service (EESS) stations operating in the adjacent band 86-92 GHz;

2) mobile service stations such as on-board radio equipment and related radio infrastructure located along trackside operating in the band 94.1-100 GHz and 102-109.5 GHz with respect to the protection of Earth exploration-satellite service (EESS) stations operating in the adjacent band 100-102 GHz;

3) mobile service stations such as on-board radio equipment and related radio infrastructure located along trackside operating in the band 102-109.5 GHz with respect to the protection of Earth exploration-satellite service (EESS) stations operating in the adjacent band 109.5-111.8 GHz;

4) mobile service stations such as on-board radio equipment and related radio infrastructure located along trackside operating in the band 92-94 GHz, 94.1-100 GHz and102-109.5 GHz with respect to the protection of radio astronomy service (RAS) stations operating in the band 86-111.8 GHz.

TABLE A1Frequency bands already allocated for mobile servicers

92-94 94.1-100 102-109.5MS MS MS

BW1=2 GHz BW2=5.9 GHz BW3=7.5 GHz

FIGURE A4 Sharing and compatibility schemes for coexistence between mobile services and passive services

3.2 Coexistence between RSTT operating in the frequency band 43.5-47 GHz bands and the active services

[Japan’s note: This section will be further studied at the next meeting, if necessary.]

3.[4.] Technical and operational characteristics of RSTT stations4.1 40-GHz system characteristics[Japan’s note: The detailed explanation will be added and the system characteristics further revised at the next meeting.]Table A2 summarizes technical and operational characteristics of RSTT stations operating in 43.5-47 GHz band. The maximum throughput per channel is 100Mbps at 64QAM. When 10 channels are applied to the system, the maximum throughput can be achieved 1Gbps by channel aggregation. The open site antennas are 0.5km intervals to use the system even in heavy rain.

TABLE A2System characteristics of MVT

Frequency Range (GHz) 43.5-43.7Band Width(MHz) <20

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Antenna gain (dBi) 33 typ.Polarization VerticalTransmitting radiation power (dBm) 1e.i.r.p. (dBm) 33 typ.Receiving noise figure (dB) <20Transmission distance (m) < 60Modulation FMMultiplexing method FDM

TABLE A23System characteristics of RSTT stations operating in 43.5-47 GHz band.

Frequency Range (GHz) 43.5-47.0Channel bandwidth (MHz) 40Antenna gain (dBi) 3032Antenna beamwidth (degree) ±1.0-1.5Antenna height from rail surface (m) 4 (Maximum)Polarization Circular or VerticalAverage Ttransmitting radiation power (dBm) 150Average e.i.r.p. (dBm) 452Receiving noise figure (dB) <10Maximum tTransmission data rate (Mb/s) 100Mbps(64QAM) x N (channel

aggregation)100-1000Maximum tTransmission distance (km) < 0.51 (Open site in the heavy rain at

BPSK), < 10(Tunnel)Modulation BPSK, QPSK, 64QAM, OFDMMultiplexing method TDM-TDMASpace diversity 2x2Maximum running speed (km/h) 600Rainfall attenuation margin (dB) 24.88dB/km at rain rate 100mm/h Wired interface of trackside radio access unit TBDPropagation model between train and trackside TBD

4.2 90-GHz system characteristicsTable A4 summarizes technical and operational characteristics of RSTT stations operating in 92-94 GHz, 94.1-100 GHz and102-109.5 GHz bands. The total bandwidth of 15.4 GHz can be used for data transmission between on-board radio equipment and related radio infrastructure located along trackside. The transmission distance of these equipment varies according to the railroad line condition.

TABLE A4

System characteristics of RSTT stations operating in 92-94 GHz, 94.1-100 GHz and102-109.5 GHz bands

Frequency Range (GHz) 92-94. 94.1-100, 102-109.5Seamless connection mechanism Backward and forward switching

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methodChannel bandwidth (MHz) 250 x NChannel aggregation pattern TBDAntenna gain (dBi) 44Antenna beamwidth (degree) [1]Antenna height from rail surface (m) Maximum 4 (Maximum)Polarization LinearAverage transmitting power (dBm) 10Average E.I.R.P. (dBm) 54Receiving noise figure (dB) <10Maximum transmission data rate (Gb/s) 5-10 (Stationary), 1 (Running)Maximum transmission distance (km) 0.5-1 (Open), 3 (Tunnel)Modulation BPSK, QPSK, 16QAM, 64QAMMultiplexing method FDD/TDDSpace diversity TBDMaximum running speed (km/h) 600Switching time of trackside radio access unit (s)

TBD

Average distance between on-board equipment and trackside radio access unit

TBD

Rainfall attenuation margin (dB) TBDWired interface of trackside radio access unit TBDPropagation model between train and trackside Recommendation ITU-R P.1411

[5.] Impact of Doppler shift to RSTT

[Japan’s note: This section should be deleted because the signal transmission characteristics at millimeter-wave bands are not deteriorated by the Doppler shift in accordance with the study results of ITU-R WP5A.]

[Japan’s note: This section will evaluate the impact of Doppler shift to the signal transmission performance between train and trackside under the condition that the train speed is 600 km/hour and the carrier frequency is 92.5 GHz. The detailed results will be provided at the next meeting for further discussion.]

[6.] Propagation characteristics of viaduct

[Japan’s note: This section should be deleted because the propagation models in the railway environment will be discussed at ITU-R WP3K.]

The viaduct is most commonly used construction for the railway systems. Figure A5 shows the typical structure of viaduct used for high speed railway systems. Figure A6 shows the attenuation characteristics of 90 GHz frequencies guided by viaduct. Table A5 shows the system parameters for propagation measurement. There are attenuation loss differences between wave propagation in the free space and in the guided viaduct. In addition to that, there are also

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attenuation loss differences between the lower and higher height of the receiver antenna than the height of side walls. This results show that the side wall affects the propagation characteristics of 90 GHz frequencies and decreases the propagation loss.

FIGURE A5 CROSS SECTIONAL VIEW OF VIADUCT.

FIGURE A6 ATTENUATION CHARACTERISTICS 90-GHZ FREQUENCIES GUIDED BY VIADUCT.

TABLE A5

System parameters for measurement.

Centre Frequency 93.2 GHzTransmitter output power -5 dBmTransmitter antenna type Horn AntennaTransmitter antenna gain 25 dBiTransmitter antenna half-value angle 10 degree

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Transmitter antenna height 0,92 m or 1.92 mReceiver antenna Type Horn AntennaReceiver antenna gain 25 dBiReceiver antenna half-value angle 10 degreeReceiver antenna height 0.92 m or 1.92 m

[Japan’s note: The propagation characteristics of RSTT is strongly dependent on the railway construction conditions. These parameters are provided at section 4 of another input contribution from Japan. The measurement results of propagation characteristics will be further studied at the next meeting using railway construction data provided by section 4 of another input contribution from Japan.]

4. Measurement results of 40GHz system[1]5.1 Tunnel scenario5.1.1 Descriptions of system architecture and communication equipmentA propagation measurement was conducted in a tunnel site. The deep fading effects are expected due to the multipath signals in tunnel. Therefore, in order to mitigate the deterioration of transmitting and receiving signals from this multipath effects, antenna diversity or similar techniques are required. Therefore, two-antenna arrays were used for both the transmitter (Tx) and receiver (Rx) in these measurements in tunnel to evaluate antenna diversity effect.Figure A5 shows the configuration of the measurements. The antenna units of Tx and Rx were oriented to be faced each other. The Tx was mounted on a road-rail vehicle and moved in the broadside direction linearly. Between Tx and Rx, 100 Mbit/s signals were consecutively transmitted. The measurement conditions are shown in Table A4.

Transmitter(Tx)

Receiver(Rx)

Moving directionAntenna beam

FIGURE A5Measurement setup of Tx and Rx

TABLE A4Measurement parameters

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Station Parameter Value NoteFrequency 46.8 GHz

Polarization Circular

Modulation scheme 64QAM-OFDM

Maximum throughput 100 Mbit/sTrain station

(transmitting side)On-board transmitter power 10 dBm 10 mW

Antenna gain 32 dBiCassegrain,

1.0~1.5 degrees beam widthGround station(receiving side)

Antenna gain 32 dBiCassegrain,

1.0~1.5 degrees beam width

The measurements in a tunnel scenario were carried out in Iiyama Tunnel of Hokuriku Shinkansen, Nagano, Japan, of which the sectional view is shown in Figure A6. The Tx (transmitter on a road rail vehicle) moved at a velocity of 15 km/h on the rail, and received signal strength indicator (RSSI) and bit error ratio (BER) were measured at the Rx (receiver at a side of the rail). The distance between the Rx and the Tx was measured by Radio-Frequency Identification (RFID) tags uniformly located alongside the rail and pulse signals from an axle shaft of the vehicle per one wheel rotation. Two antennas at the ground station were installed vertically. On the other hand, two antennas at the train station were set vertically or horizontally depending on the measurement case, where the former and the latter are hereafter referred to as "vertical case" (Fig. A7) and "horizontal case" (Fig. A8), respectively. The test parameters for the tunnel scenario are shown in Table A5.

2 10 30

location of ground station

gradient [‰]

moving range （～3,500m，15km/h）

0Distance (ground station - train station) [m]

300020001000 4000

difference in elevation [m]

0

20

40

60

80

100

120

FIGURE A6 Sectional view of Iiyama tunnel

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1,287 mm1,880 mm

2,255 mm

500 mm

road railer

ground stationantennas (Rx)

antennas (Tx)

Top

Bottom450 mm

train station

tunnel wall

FIGURE A7 Antenna setup in tunnel scenario (vertical case)

1,880 mm

1,550 mm

road-rail vehicle

MS Antennas (Tx)

1,287 mm

tunnel wall

BS Antennas (Rx)

Top

Bottom450 mm

2,255 mm

FIGURE A8 Antenna setup in tunnel scenario (horizontal case)

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TABLE A5Test parameters (tunnel scenario)

Parameter ValueCarrier frequency 46.8 GHz

Number of antennas Tx: 2, Rx: 2Moving range 3,500 m from Rx

Velocity 15 km/hHow to get Tx’s

locationRFID and pulse signals from an

axle shaft

5.1.2 Performance of Diversity EffectFigs. A9-A12 show the results of RSSI and BER performance for the vertical case depending on the number of antennas; the performance without any diversity schemes (1 Tx & 1 Rx) in Figure A9, that with transmit diversity (2 Tx & 1 Rx) in Figure A10, that with receive diversity (1 Tx & 2 Rx) in Figure A11, and that with both transmit diversity and receive diversity (2 Tx & 2 Rx) in Figure A12, respectively. As a reference, the free-space propagation loss is also shown in each RSSI figure. Here, the Tx moved away from the Rx. It can be seen that in the tunnel scenario all RSSI performances are similar to or less than the free-space propagation loss within transmission distance of 3 500 m. Furthermore, it can also be seen that BER performance is drastically improved with an increase of the number of antennas, because of the alleviation of received power degradation by diversity effect.

FIGURE A9The RSSI and BER performance for the vertical case depending on

the number of antennas in the tunnel scenario (Tx = 1, Rx = 1)

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5.1.3 Comparison between vertical and horizontal casesThe performance for the different installations of Tx antennas is evaluated. Here, the number of antennas at the Rx and the Tx is commonly set to 2. Figure A13 shows the RSSI and BER performance of the horizontal case (Fig. A8) while the performance of the vertical case is already shown in Figure A12. It can be noticed that the performance of both the cases are similar despite the difference in antenna configurations. This tendency irrespective of the antenna configuration may be due to rich multipath and a wave-guide phenomenon in the tunnel.

FIGURE A13Measurement results (horizontal case) in the tunnel scenario

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5.2 High speed train scenarioTransmittance scenario of high speed train over 300 km/h is different from cases of normal speed train such as regional and local trains, due to consideration of Doppler effects, etc. This section deals with the high speed train scenario and investigates its impact on railway communication system, e.g. Doppler effects.

5.2.1 Descriptions of trial conditionsThe trial was conducted in an open-site curve section (R = 4 000 m) of Tohoku-Shinkansen near Ninohe station in Japan, using a high-speed bullet train known as Shinkansen train. The train with receivers moved at a velocity of 320 km/h on the rail. The measurement conditions are shown in Table A6.

TABLE A6Measurement conditions (high speed train)

Parameter ValueFrequency 40 GHz Band

Number of antennaGround Station: 2(TX)Train Station: 2(RX)

Modulation scheme 64QAM-OFDMData transmission speed 100 Mbps

Transmitter power 10 mWAntenna gain 32 dBi

Beam width ±1.0～1.5 deg

Vehicle Shinkansen trainVehicle speed Approx. 320 km/h

Propagation environment Open-site

5.2.2 Measurement resultsFigure A14 shows the measured RSSI and the corresponding Frame Error Rate, where “E.F.” at the vertical axis means Error Free, providing both 100 Mbit/s transmission and error-free connection. The Error Free can be achieved when enough RSSI level is obtained.

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線路キロ程（km）

受信

電力

（dBm）

Distance [km]

RSSI

[dBm

]

線路キロ程（km）

フレ

ーム

誤り

率Fr

ame

Erro

r Rat

e

Distance [km]

Kilometrage (0 = Terminal St.) G.S. position

Kilometrage (0 = Terminal St.) G.S. position

1

10-1

10-2

10-3

10-4

FIGURE A14 Measurement results (high speed case) in curved area

Under the restricted measurement conditions that the location of ground station was installed apart from track, the desired measurement scenario, that main lobes of ground-side and train-side antennas faced directly each other, could not be configured. Furthermore, because the train-side antennas were experimentally installed in driver’s room for this measurement, the received signal was attenuated by the front glass of the room. Due to these unfavourable conditions, the range of communication distance was limited. Considering practical use case that the train-side antennas are installed outside, the communication range is expected to be longer than this measurement result.

5.3 Summary of measurement resultsUnder the tunnel scenario, these measurement results show that the maximum throughput of 100 Mbit/s can be achieved in almost all the measurement area with the transmit and receive diversity effect which can mitigate the deep drop of received power from interference and/or multipath effects. The transmit distance with keeping enough link quality was over 3 500 m distance from Base Station, that may be longer than the distance in similar case in open-site. This shows the millimetre wave propagation is suitable for condition of tunnel.

Under the high speed train scenario, the result of frame error rate shows that the antenna diversity technique is also effective even under train-speed over 300 km/h in open-site where the Doppler effects degrade the throughput.

These result shows the millimetre wave can be used for high speed train communications.

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5.[7.] ConclusionThe large contiguous bandwidth can be obtained for mobile service applications in the frequency range 43.5-47 GHz and 92-109.5 GHz. These frequency bands can be used for railway radiocommunication systems to provide broadband signals for not only train control operations but also passenger communication services.

[Japan’s note: The conclusion will be further developed at the next meeting.]

Annex

Article 5 to Chapter II to Radio Regulations

40-47.5 GHzAllocation to services

Region 1 Region 2 Region 3

40-40.5 EARTH EXPLORATION-SATELLITE (Earth-to-space)FIXEDFIXED-SATELLITE (space-to-Earth) 5.516BMOBILEMOBILE-SATELLITE (space-to-Earth)SPACE RESEARCH (Earth-to-space)Earth exploration-satellite (space-to-Earth)

40.5-41FIXEDFIXED-SATELLITE(space-to-Earth)

BROADCASTINGBROADCASTING-SATELLITEMobile

5.547

40.5-41FIXEDFIXED-SATELLITE(space-to-Earth) 5.516B

BROADCASTINGBROADCASTING-SATELLITEMobileMobile-satellite (space-to-Earth)5.547

40.5-41FIXEDFIXED-SATELLITE

(space-to-Earth)BROADCASTINGBROADCASTING-SATELLITEMobile

5.547

41-42.5 FIXEDFIXED-SATELLITE (space-to-Earth) 5.516BBROADCASTINGBROADCASTING-SATELLITEMobile5.547 5.551F 5.551H 5.551I

42.5-43.5 FIXEDFIXED-SATELLITE (Earth-to-space) 5.552MOBILE except aeronautical mobileRADIO ASTRONOMY5.149 5.547

43.5-47 MOBILE 5.553MOBILE-SATELLITERADIONAVIGATIONRADIONAVIGATION-SATELLITE5.554

47-47.2 AMATEURAMATEUR-SATELLITE

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Allocation to services

Region 1 Region 2 Region 3

47.2-47.5 FIXEDFIXED-SATELLITE (Earth-to-space) 5.552MOBILE5.552A

86-111.8 GHz

Allocation to servicesRegion 1 Region 2 Region 3

86-92 EARTH EXPLORATION-SATELLITE (passive) RADIO ASTRONOMY SPACE RESEARCH (passive) 5.34092-94 FIXED 5.338A MOBILE RADIO ASTRONOMY RADIOLOCATION 5.14994-94.1 EARTH EXPLORATION-SATELLITE (active) RADIOLOCATION SPACE RESEARCH (active) Radio astronomy 5.562 5.562A94.1-95 FIXED MOBILE RADIO ASTRONOMY RADIOLOCATION 5.14995-100 FIXED MOBILE RADIO ASTRONOMY RADIOLOCATION RADIONAVIGATION RADIONAVIGATION-SATELLITE 5.149 5.554100-102 EARTH EXPLORATION-SATELLITE (passive) RADIO ASTRONOMY SPACE RESEARCH (passive) 5.340 5.341102-105 FIXED MOBILE RADIO ASTRONOMY 5.149 5.341105-109.5 FIXED MOBILE RADIO ASTRONOMY SPACE RESEARCH (passive) 5.562B 5.149 5.341109.5-111.8 EARTH EXPLORATION-SATELLITE (passive) RADIO ASTRONOMY SPACE RESEARCH (passive) 5.340 5.341

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References

[1] Report ITU-R M.2395 - Introduction to railway communication systems in certain countries

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