GSM-R[GSM-Railway]

(is the standard

wireless communications platform for railway communications and
applications.)

Introduction

With implementation of GSM-R now well underway on Europes railways, and interest developing beyond its frontiers,
the ERTMS/GSM-R project of the UIC has the task of maintaining the GSM-R specifications, developed under the earlier EIRENE
project, managing the UIC roll-out plan for the system and handling issues and problems that arise as the work is progressing.
Through its constituent working groups the ERTMS/GSM-R project brings together existing and future implementers of GSM-R,
assisting the former in realising their objectives and keeping the latter and the railway industry in general - informed of
developments. Close cooperation is maintained with ETSI through ETSI Project Rail and with the GSM-R Industry.

The GSM-R web-site is intended to provide its visitors with information on the system and its implementation state of the art,
including the latest versions of the EIRENE specifications and the full range of specifications.

Background
Why GSM-R?
The way from the idea to GSM-R

Why GSM-R?

During the course of their work in the period 1985 to 1989, the UIC radio frequency group concluded that efforts would have to
be undertaken to negotiate, with the European Frequency Committee (CEPT), for the allocation of a certain spectrum of the
GSM-band to the railways, due to the permanent increasing needs to secure frequencies to underpin future railway needs. This
request was supported by a pre-study on the usability of either GSM or TETRA for the future railway mobile communications.
Some studies were undertaken to assess possible frequency needs (Studies to define a traffic model for three representative
areas, London, Paris and Munich, were carried out) and in parallel the advantages and disadvantages of the two potential
systems ( GSM or TETRA) were discussed.

Finally a decision was taken to adopt GSM, which was, at that time, the only system in commercial operation with products
available. This was a very important consideration as one of the main objectives was, to use a system, which was already
proven and where off-the-shelf products were available, with the minimum of modifications. However, even at that time it was
clear, that GSM could not fulfil all the requirements necessary for an efficient railway service. Therefore it was necessary to
identify and specify the above mentioned ASCI features.

The request for frequencies resulted in a recommendation from CEPT, to provide a spectrum of 4 MHz out of the GSM-band and
to allocate this for railway use only. This recommendation was later modified into a decision, which required the national
frequency authorities to free this spectrum, which was already used (mainly by military services), by 2005 at the latest.

The way from the idea to GSM-R

Following the decision to adopt GSM, the UIC launched a project in 1992, together with the EC and the railways, called EIRENE
(European Integrated Radio Enhanced Network). The aim of this project was, to specify the functional and technical
requirements for mobile networks which would both fulfil the needs of railways and ensure interoperability across borders. That
involved the description of mandatory requirements for operational communication services, in and between networks of
neighbouring railways, with the goal to allow, in the future, uninterrupted train-services, when crossing borders.
Two leading working-groups were established within this project, a functional group and a project team. The functional group
had the task to prepare a Functional Requirement Specification (FRS), which would mainly describe the mandatory features
necessary for interoperability . In addition, a description of some optional features were envisaged to also take account of
national requirements.

The project team had the task to develop the System Requirement Specification (SRS), based on the functional requirements.
This document also set out to define the technical specialities related to railway operation and the specification of the additional
ASCI features. As these ASCI features were based on the GSM standardisation it was necessary to work together with specialised
ETSI working groups to find the right definitions for these features and to incorporate them into the standards.

A first draft of these EIRENE specifications was finalised by 1995.

To validate, that these specifications could be transferred into technical implementations, a further project was launched in 1995
with the involvement of the UIC, three major railways, the EC and a limited number of GSM suppliers, who were willing to
support GSM-R. This project was named MORANE (Mobile oriented Radio Network), supported by the railways in France, Italy and
Germany and set up in Paris. Three pilot-lines were planned and realised :

Florence Arezzo
Stuttgart Mannheim
Paris (suburban area)

With the help of the manufacturers, three small networks were set up and the relevant components for networks and mobile
equipment provided. The three systems were independent and not interconnected. Nevertheless, it was possible to prove,
during the lifetime of this project, that all the mandatory functions could be implemented and tested. One issue that remained
was the testing of inter-working and thus interoperability.

In 1997, the UIC prepared a Memorandum of Understanding (MoU), committing the railways, who signed this MoU, to no longer
investing in analogue radio systems, and only investing in the implementation of GSM-R. It also included the major statements,
that early implementers would help the other railways starting an implementation, through the exchange of knowledge and
experience.

This MoU was signed at that time by 32 railways all over Europe. As of to-day, the number of signatories has increased to 37,
including railways outside of Europe. In addition to the declaration of willingness set out in the MoU, the UIC also instigated an
Agreement of Implementation (AoI), where the signing railways committed themselves to start their implementation of the
national GSM-R system in 2003 at the latest. This AoI was signed by 17 railways.

The two Projects EIRENE and MORANE were finally concluded at the end of 2000 with the delivery of the FRS and SRS versions 4
and 12, respectively, the delivery of the MORANE FFFIS and FFFS documents and a final report incorporating the result of the
measurement campaigns from all three trial sites.
To complement the work carried out in EIRENE and MORANE the UIC started a new project, called ERTMS/GSM-R to take account
that ERTMS is a system, formed by three elements ::

GSM-R as a radio telecommunication system and bearer system for ETCS

ETCS as the future European train control system
The future Traffic Management Layer, which was conceived during the EU project Optirails and has since been
developed into a working system in the Europtirails project.

The new ERTMS/GSM-R project combined experiences from the trial-sites and knowledge from early implementing railways. This
common development has continued up to to-day. Within this project there are three permanent working groups and a number
of Ad Hoc groups integrated. These groups are:

ERIG (European radio Implementation Group)

Functional Group
Operators Group

ERIG forms the assembly of railways having signed the MoU and the AoI.

The main goal of this group is to exchange information about ongoing implementations based on results already achieved and
discussion about gaps in the specifications or implementation reports related to national or international functions Information is
also given on the work of the different permanent and Ad Hoc-groups and the presentation of actual Change requests together
with their status. This group is mainly a dissemination platform.

Functional Group (FG) The main task of this expert group is to maintain the FRS, to check incoming implementation reports
concerning impact to functional requirements and to raise change requests related to the FRS. The FG is also responsible for
creating a new version of the FRS. The FG works with OG and the GSM-R industry Group (IG) to find the right solutions and
requirements. The FG takes responsibility for the migration of functional requirements towards new and future technologies to
ensure consistent railway operation.

Operators Group (OG) The name of this group could more appropriately, be called the Technical Group. The main task of this
expert group is to maintain the SRS, to define technical solutions for functional requirements, to liaise with ETSI, the
standardization Body for GSM related to railway requirements, to create change requests, based on implementation reports, to
liaise with the TIG (technical part of the Industry Group) to find solutions and to ask for technical improvement. The OG is also
responsible for creating a new version of the SRS and upgrading of former MORANE documents.

When it is necessary to work on specific subjects, in a more detailed way, the OG forms Ad Hoc Groups with experts from the
GSM-R industry and from the railways. These groups prepare the ground for a deeper analysis of specific subjects, which cannot
be developed, in detail, in the permanent working groups.

In parallel to this railway oriented working groups the GSM-R suppliers have formed a separated group, called IG ( (GSM-R)
Industry Group) which works on two aspects :

a marketing part, looking for common approaches to promote GSM-R worldwide

a technical part, which forms the interface to the railway groups FG and OG

To protect the specific railway features of GSM and to improve the development of the GSM standard, UIC has created, together
with ETSI, an interface group that has the status of a technical committee in ETSI. Based on liaison-statements with the different
committees in ETSI this group is in a position to improve the standards and to protect them against commercial encroachment
from public suppliers.

2. GSM-R Network Management, Frequency

management
Project Manager : Dan Mandoc (email: mandoc@uic.org)

Start date: 01/01/2010 - End date: 31/12/2012

The European Train Control System (ETCS) at Level 2 should replace lineside signalling, and should provide a full automatic train protection
including train supervision. In order to achieve these goals, there is a need of a data service, which will help to overcome future restrictions
especially in dense area. Following this line, A-GSMR will assess the readiness of IP-based solutions (e.g. GPRS) to be available for ETCS level 2
to overcome future restrictions especially in dense areas. A-GSMR will also gather and manage the frequency needs for railways, related to all
frequencies and the common needs. The A-GSMR will act as an interface between railways and European frequency authorities and as the centre
of competence in the field of telecommunication for railways.

The major activities in 2008 will be:

a) GPRS for ETCS, Finalise the work plan EEIG/UNISIG/UIC work plan on the feasibility of the GPRS for ETCS. The test campaigns are ongoing,
most of them have been performed. Beginning 2010 the final report will be issued. The test campaigns are perfomed in Belgium. Italy and
Sweden, in Lab, on Conventional Lines (Belgium, Sweden) and on High Speed Lines (Italy).

GSM-R Progress Map

GSM-R Implementation Status beginning 2009

Beginning 2010, 6 administrations have migrated or first step migrated to GSM-R: Germany (24000 Km), Italy (8500 Km +1100
km HSL), Netherlands (3000 Km)Norway (3000 km) and Sweden (8500 km).

Norway has finished deploying the GSM-R network, Q4 2007 they wish to migrate to the new system; Sweden has finalized their
Step1 ( 8500 km) in 2003, they are now in tender for the remaining low traffic lines (1500 km); Germany finalized Step 1 end
2007 - around 24000 km; they are now implementing Step 2, which means additional 5000 km; Step 1 for Italy means 7500 km
of Conventional Lines and 110 km for HSL; Conventional Lines were finalised end 2007; Finland has finalised the
implementations of the GSM-R network end 2009 - 4970 km.

Meanwhile, as seen in the map railway administrations are in full implementation stage, like: Austria, Belgium, Bulgaria, Czexh
Republic, Greece, Finland, France, Lithuania, Slovakia, Spain, Switzerland and UK.

Hungary, Denmark and Portugal are in tender process; Croatia, Poland, Romania, Slovenia are preparing for tender. Outside
Europe, GSM-R is installed in China and India, and under deployment in Algeria, India, Turkey, and Saudi Arabia.
In Europe, from total railway network taken into account, which means 221.025 km, 150.650 are foreseen to be covered with
GSM-R, which means 68, 16 %

Taking as reference 1st of January 2010, 79.300 km of railway network are equipped with GSM-R, from which 65.800 Km are in
operation, which means 43, 7% from the planned network

According to the National Implementation Plans, 50% of the GSM-R planned network in Europe is expected to be to be in
operation end 2010.

Glossary
Balise

A passive or active device normally mounted in proximity to the track for communications with passing trains. A standard for
passive balises has been devised within the EUROBALISE project.

Broadcast Call

A call made to all members of a pre-defined group within a local geographical area. Only the initiator of the call may talk with all
other group members listening only.

Base Station Controller (BSC)

Coordinates the actions of BTS. Manages the radio interface, by remote control of BTS; the main functional areas of the BSC are
the radio network management, the BTS management, the interface with the transmission network, the handling of MS
connections.

Base Transceiver Station (BTS)

Acts as the interface between MSs and the network, by providing radio coverage functions from their antennas.

Cab Radio

The radio and associated user and other interfaces installed in the cab of a locomotive and for use principally by the locomotive
driver. Definition also includes those radios supporting ATC.

Call Type

A prefix used to identify the User Number dialled.

Chief Conductor

A member of the train crew with overall responsibility for passenger related Railway activities on-board the train.

Coach Number

A number assigned to an item of rolling stock on a permanent basis. The coach number may form a component of a functional
number used to address users/systems on an item of rolling stock.

Controller

An individual responsible for the conduct of some aspect of train operations (also known as dispatcher). For the purposes of this
specification the following functional roles of controllers are defined: ? primary controller; ? secondary controller; ? traffic
controller; ? power supply controller. Dependent upon local circumstances, a number of functional roles can be carried out by a
single controller or a single functional role can be carried out by a number of controllers.

Direct Mode

The term for back-to-back or set-to-set radio communications without the use of any ground infrastructure.

Driver Safety Device

An on-train system which monitors the alertness of the driver and provides warning and alarms to other systems as appropriate.

EIRENE Network

An EIRENE network is a railway telecommunications network, based on the ETSI GSM standard, which complies with all related
mandatory requirements specified in the EIRENE FRS and SRS. An EIRENE network may also include optional features and these
shall then be implemented as specified in the EIRENE FRS and SRS. The EIRENE network excludes terminals.

EIRENE Network Access Number

A number dialled as an access code to allow use of functional numbers not compliant with the ITU-T Rec E.164.

EIRENE System

An EIRENE system is a railway telecommunications system based on the ETSI GSM standard, which complies with all related
mandatory requirements as specified in the EIRENE FRS and SRS. An EIRENE system may also include optional features and
these shall then be implemented as specified in the EIRENE FRS and SRS. The EIRENE System includes terminals.

Engine Number

A number assigned to an item of traction stock on a permanent basis. The engine number may form a component of a functional
number used to address users/systems on an item of traction stock.Fiche

A UIC fiche or leaflet is a document adopted by UIC members. Statements within the fiche may comprise specifications which
are binding on UIC members (obligatory specifications) or optional (recommended specifications). The existing track-to-train
radio standard is contained within UIC fiche 751-3.

Functional Addressing/Numbering

A term used to describe the process of addressing a call using a number representing the function a user is performing, rather
than a number identifying the users terminal equipment.

Functional Identity

The full alphanumeric description of the function performed by a called or calling party within the functional numbering scheme,
identifying them by function or role rather than by a specific item of radio equipment or user subscription. The functional
identity can include characters and/or numbers.Functional Number

The full number used within the functional addressing scheme to contact an end user/system by function or role rather than by
a specific item of radio equipment or user subscription.

Group Call

A call made to all members of a pre-defined group within a local geographical area. Only one member of the group may talk at
any instant with all other group members listening only.

Handover
The process by which connection between the GSM mobile and the GSM network is maintained as the mobile moves from area
to area, by passing communication channel control from one base station to another or between different channels in one cell.

High Speed Line (HSL)

A section of route forming part of the European High Speed Rail Network and any additional routes specified as such by national
administrations.

Home Location Register

HLR is a centralised network database that stores and manages all mobiles subscriptions belonging to a specific operator the
information stored includes subscriber identity (IMSI, MSISDN), subscriber supplementary services, subscriber location
information, subscriber authentication information.

Link Assurance Signal (LAS)

A form of unidirectional signalling transmitted periodically or constantly from one radio to another to allow the receiving user to
detect a break in radio transmission during critical manoeuvres (eg during shunting).

Location Dependent Addressing (LDA)

A term used to describe the process of addressing a particular function (typically a controller) based on the current location of
the user (typically a train).

Multi-Party Call

A voice communication method whereby a number of parties defined by the call initiator may participate in the call. All parties
may talk simultaneously.

Multiple Driver Communications

A term used to describe communications between the drivers of each active cab in a train comprising multiple traction vehicles.

Operational Communications

These are railway communications directly concerned with train movements or train operation. For example controller-driver
communications.

Power Supply Controller

A controller responsible for the management of the traction power supply.

Primary Controller

The location and direction of movement of any particular train permits the unique identification of a Primary Controller. The
Primary Controller is currently the co-ordinator of train emergency calls. The Primary Controller is normally responsible for the
operation of a designated area of track. The exact responsibilities of the Primary Controller are determined on a national
basis. Radio Block Centre

An ERTMS/ETCS term referring to a centralised safety unit to establish and control train separation using radio as the train to
ground communication medium. Railway Access Code

A prefix used to identify an EIRENE network outside the network the calling party is operating in.

Railway Emergency Cal (REC)

A high priority call for informing drivers, controllers and other concerned personnel of a level of danger requiring all Railway
movements in a pre-defined area to stop. Two types of Railway emergency calls are defined: ? Train emergency calls (for Railway
 emergencies whilst not involved in Shunting operations). ? Shunting emergency calls (for Railway emergencies whilst involved in
Shunting operations). Roaming

The use of a mobile on any communications network other than the users home network. Routing database The database that
contains the registered relationships between the functional number and the MSISDN. Secondary Controller

A Secondary Controller is a train controller who holds responsibility for the safe running of trains on a designated area of track
(e.g. a signaller). Secondary Controllers require the facility to communicate with trains in all situations in order to perform their
function. The split of responsibilities between Primary Controllers and Secondary Controllers is determined on a national
basis. Shunting Emergency Call

A Railway emergency call used to instruct shunting teams to cease shunting movements immediately.

Shunting Team

A group of people manoeuvring trains in order to change their composition. Communications for shunting are particularly critical
when a driver at the front of a train is pushing it backwards towards buffers or other potential obstructions. In this case a lookout
is often required to report progress to the driver. Stock Number

A number assigned to an item of traction or rolling stock on a permanent basis. A stock number may form a component of a
functional number used to address users/systems on an item of traction or rolling stock.

Traffic Controller

A controller who has responsibility for the scheduling of trains and the flow of trains over the network. For example, traffic
control personnel are responsible for such activities as holding connecting services and minimising disruption to the timetable.
The traffic control function has no formal safety responsibility.

Train Controller

A controller who has responsibility for the safe movement of trains.

Train Number

A number given to a train by operational staff for a particular journey. A train number may form a component of functional
number used to address users/systems on a train.

Tromboning

Tromboning may occur when a call is placed to a roaming mobile in the same country as the call originator. Tromboning is the
term given to the routing of a call via the mobiles home country and back. This is obviously unde sirable.

GSM-R Technology

Driven by the intention of the member States of the European Union to introduce a Pan-European Rail Traffic Network and
assure railways business competitiveness, 32 countries decided to work together on the specification of a European standard for
train control and communication system. Railways identified their common operational requirements and various technologies
were evaluated.

GSM was selected as the technology for railway communication:

1995 - frequency bands 876-880 and 921-925 MHz were allocated 19 channels dedicated to railway applications
Special railway performance and operational requirements were identified
1995 2000 specifications were defined (EIRENE - European Integrated Radio Enhanced Network) and validated
(MORANE - MObile radio forRAilway Networks in Europe) by a group of manufactures and operators
 The standards bodies adopted the system
1997 - MoU to GSM-R commitment was signed in 1997 by 32 railways
1997 - GSM-R is mandated by European Directive

A GSM-R platform offers enhanced functionalities and improved performance in terms of quality of service while guaranteeing
data and voice communication at speed up to 350 km/h. For more information please see GSM-R the only approved world
telecom standard for railways.

The GSM-R standard specification is subdivided in two EIRENE (UIC GSM-R specification project) documents:

FRS Functional Requirement Specification

SRS System Requirement Specification

UIC issued the first formal versions FRS 5/SRS 13 in December 2000. Version FRS 6/SRS 14 was issued almost 3 years later in
October 2003 followed by version FRS 7/SRS 15 another 2 years later in May 2006.

GSM-R: What Is It, And Why Does It Matter?

At the end of the last century, all national railways had their own incompatible analogue systems for railway
communications. The GSM-R standard was not only meant to take a leap into the digital age; equally important
was the goal of interoperability between various railway companies. A group of manufactures came together to
define a universal standard for railway communication, which resulted in the GSM-R standard. Specifications
were laid down by EIRENE(European Integrated Radio Enhanced Network) and were validated
by MORANE (Mobile Radio for Railway Networks in Europe), and were eventually adopted by the relevant
standardization bodies.

In Europe, where cross-border interoperability is particularly important, the European Commission mandated
the European Railway Agency to implement GSM-R (http://europa.eu/) on all so-called TEN (Trans European
Network) routes. Being de-facto the only standard for advanced digital railway communications, GSM-R is used
today throughout Europe, Asia, North-Africa, and Australia, replacing dozens of legacy standards.

GSM-R is used for voice communication with the traffic controller and for data communication between the train
and the RBC (Radio Block Centre). This works as follows: when a train passes over a transponder (balise), its
exact speed and location are automatically transmitted to the control center. The control center then sends back
to the train a permission to enter the next track, as well as the allowed maximum speed. This makes trackside
signals redundant.

For more on the uses of GSM-R, see the overview of features in the GSM-R framework.

Why A GSM Standard Specifically For Railways?

As GSM-R consultant Martijn Kuijpers of the telecom consultancy Clear CinCom explains in his interview with
us, planning a GSM-R network is quite different from a regular GSM network: "Normally, a network planner
tries to cover a two dimensional area with as little base stations and antennas as possible. But GSM-R doesn't
cover a wide area; a train route is rather a long, almost one-dimensional line. That in itself makes GSM-R
unique from the perspective of a radio planner. On top of that, requirements are much stricter for GSM-R.
Quality of Service must be guaranteed at all times, otherwise rail travel wouldn't be safe. This impacts
everything: from the initial network design, to the way of validating and optimizing the GSM-R network -
because this needs to be done at very high speeds. That is why even expert companies like Nokia Siemens
Networks still call on small, specialized agencies like ours to help them face GSM-R challenges".
Why Switch From An Analogue System Of Railway Control
To GSM-R?
For many railway operators, the switch to GSM-R is simply necessary. If they are not required by law, such as
the European companies, their old analogue systems will age. It becomes harder and harder to find the right
replacement parts, as all new system will be digital. For most railway operators, the question is when to
upgrade, not if. Luckily, provided the GSM-R network is set up properly, GSM-R can be quite efficient. This is
likely to be even more so in the future, as GSM-R networks and providers are expected to shift
to LTE/SAE technology.

LTE/SAE - Is It The Future Of GSM-R?

GSM-R is built on the proven GSM standard for cellular wireless communication. This means that all sorts of
existing hardware can be easily modified by vendors and manufactures in order to work on the GSM-R platform.

The current GSM-R standard is based on second generation GSM (2G). The upcoming adoption of LTE/SAE
technology is set to improve quality and lower costs of GSM-R networks. As the third generation of GSM evolves
towards LTE/SAE, GSM-R is expected to evolve as well. That means that GSM-R networks will be able to work
with LTE/SAE based equipment. This has the potential to greatly reduces costs while improving reach and
reliability (less latency, higher data speeds).

GSM-R (GSM-Railway) is the standard wireless communications

platform for railway communications and applications.