Transcript Cross Acceptance

EUROPEAN COMMISSION
DIRECTORATE-GENERAL FOR
MOBILITY AND TRANSPORT
Directorate B - European mobility network
B.2 - Single European rail area
Regulatory Framework of GSM-R
Amsterdam, May 23rd 2013
Content
1
Railway regulation
2
Interoperabiliy & Railway autorisation for placing in service
3
Cross country interoperability for GSM-R
4
Way forward for GSM-R
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Content
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Railway regulation
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Who are we?
European Council
(summit)
European Parliament
Court of
Justice
Court of
Auditors
European Investment
Bank
Council of Ministers
(Council of the EU)
European Commission
Economic and Social
Committee
Committee of the
Regions
Agencies
European Central
Bank
DG
MOVE
ERA
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The EU approach : Creating a common
European railway area
The cornerstones of the EU approach to improve the performance
of rail transport are:
 Open access in rail transport to favour competition and create
incentives for product innovation and service quality
(Contribute to the progressive creation of the internal market
in equipment and services)
 Fostering the interoperability of the national networks
(and hence international services) through technical
harmonisation
 Develop a common rail safety approach to facilitate
market access while maintaining a reasonably high level
of safety
 Develop the trans-European Network for rail
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DG MOVE
DGnamely:
MOVE
DG MOVE develops transport policies for the EU,
 Completing the European internal market (seamless
integration of all modes of transport)
 Developing an agenda for innovation (sustainable transport
technologies)
 Building the EU's core trans-European infrastructure
network
 Projecting the EU's mobility and transport objectives and
defending EU political and industrial interests on the world
stage.
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The European Railway Agency
The European Union has established some 30 Community Agencies to accomplish
very specific technical, scientific or managerial tasks, in the framework of the
European Union’s law (environment, chemicals, foods, medicines, health &
safety at work, aviation, maritime,…)
The European Railway Agency : established in 2004, HQ: Valenciennes /Lille (FR)
Regulation 881/2004 (amended by 1335/2008):
Art 1: The Agency has the mission of reinforcing safety and interoperability of
railways throughout Europe. This involves the development and
implementation of Technical Specifications for Interoperability, and a common
approach to questions concerning Railway Safety, according to the Safety
Directive (2004/49 amended by 2008/110) and Interoperability Directives
(96/48 and 2001/16, both amended by 2004/50 and recasted by 2008/57).
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Duties of ERA
In the domain of European Rail Traffic Management System
(ERTMS):
 System authority for specifications on ETCS and GSM-R
 To own the process for handling, assessment and incorporation
of changes (change management) for the reference set of
ERTMS specifications
 To ensure the configuration control of the reference baselines
and the quality and completeness of the ERTMS
 To recommend to the EC the adoption of new TSIs
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Since Directive 91/440/EC
The European railway sector has changed considerably since Directive 91/440/EC
established the principle of splitting the unitary railways of Member States
into infrastructure providers and railway undertakings.
New players:
Infrastructure managers
Railway undertakings (incumbents and new entrants)
Vehicle keepers/owners/lessors
Entities in charge of maintenance (ECMs)
Regulatory bodies
National safety authorities
Rail industry
Conformity assessment bodies
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Content
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Interoperability & Railway autorisation for placing in
service
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Interoperability Directive
Rail system divided in sub-systems
INFRASTRUCTURE
CONTROL
ENERGY
COMMAND
ROLLING
MAINTENANCE
STOCK
OPERATION
AND
TRAFFIC
MANAGMT
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TELEMATICS
FOR
PASSENGERS
TELEMATICS
FOR FREIGHT
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European Specifications for
Interoperability
Directive
(EC)
TSIs
(Agency)
Decision by Council and EP:
transposed to national law
Technical Specification for Interoperability
Commission Decision/Regulation: Mandatory
EN standards
(CEN, CENELEC, ETSI)
Standarisation: Voluntary
National Standards
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Interoperability legislation in EU:
a lot of texts
INF
ENE
CCS
MODULES
RST
REFERENCE
DOCUMENT
Other
SRT
TSIs
APIS
2008/57/EC
2009/131/EC
2011/18/EU
PRM
OPE
TAP/TAF
ERATV
REGISTERS
RINF
NVR
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Technical Specifications for
Interoperability - TSIs
- The TSIs are part of the EU legislation
The role of the Agency is to prepare recommendations and propose them to
the Commission for formal adoption.
The Agency develops the recommendation with the help of working groups
with experts representing the sector organisations and National Safety
Authorities.
- Each TSI shall (amongst other items):
• Lay down essential requirements for each subsystem
• Determine the interoperability constituents and interfaces
• Establish the functional and technical specifications to be met by
subsystems and their interfaces
• State which procedures are to be used to assess the conformity
• Indicate the strategy to implement the TSI
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Applicability of TSIs
The TSIs are applied:
• From the date indicated in the legal text (in force from dd/mm/yy)
• For NEW or UPGRADED/RENEWED railway subsystems
• (TSI are not retroactive)
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Decision-making procedure
since 2004
Adopt TSIs
Commission
Member states Formal opinion on TSIs
and Commission:
Committee
Labs, Conformity
assess bodies,
national safety
authorities, CSM
assessors,
IMs, RU,…
Implement
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Develop and propose TSI :
Recommendation & Impact
Assessment
European
Railway
Agency
Social Partners
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Groups of experts
representing the
industry/sector
Railway Customers
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Authorisation for placing in
service (NEW VEHICLES)
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Authorisation for placing in
service (EXISTING VEHICLES)
- According to 2008/57/EC, the MS
shall decide if a new
authorisation is needed.
-
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A Common Safety Method (CSM)
assessment body is involved in
the verification of safe
integration when required by
Article 15(1) of Directive
2008/57/EC as described in the
CSM on Risk Assessment.
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Actors in the Authorisation for
Placing in Service
Design, production and
final testing
Authorisation for
placing in
service (NSA)
Placing in service,
operation and
maintenance
Return of experience
Technical characteristics
Operational/maintenance rules linked to the design
Technical compatibility
Safe integration
Conformity
with TSIs
Check by
NoBo
Provisions and processes of
SMS
Conformity with RA according to
NNTR
CSM
Check by DeBo
Supervised by NSA
Check by
Assessment
Body
Notified Body = NoBo
NNTR = Notified National Technical Rules
Designated Body = DeBo
SMS = Safety Management Systems
Risk Assessment = RA
NSA = National Safety Authority
CSM = Common Safety Methods
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Who does what?
Common Safety Methods
on Risk Assessment
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Safe integration evidences between
relevant subsystems (from NoBo,
DeBo and applicant- certificates, risk
assessment and technical files)
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Safety Assessment report
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Content
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Cross country interoperability for GSM-R
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GSM-R based in GSM
GSM-R is based in GSM R4/R99 technology and includes railway specific
requirements/applications and a specific additional frequency range
 Other options, i.e: enhanced Railway Emergency
Call (eREC), enhanced Location Dependent
Addressing (eLDA)
 Short Message Service to Functional Number
l Applications
Railway functional
And System
Requirements
(EIRENE)
 Functional Numbering
 Location Dependent Addressing
 High speed – up to 500 km/h
 Voice Group Call Service (VGCS) / REC
 Voice Broadcast Service (VBS)
 Enhanced Multi Level Precedence and Preemption (eMLPP)
GSM enhancements
for railways ( ETSI EN 301515
& TS 102 281)
 All functionalities available for GSM-R including
 General Packet Radio Service (GPRS)
 Enhanced Data Rates for GSM Evolution
Standard GSM functionality
R band: 876-880 MHz/921-925 MHz
… but voice terminals have to be able to use 876-915 MHz/921-960 MHz (R, P and E bands)
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GSM-R is used for what?
why? Consequences of failure
- For VOICE communication:
• mandated in CCS TSI for all new train and lines built, upgrades and
renewals
• aim: to replace the obsolete analogue systems used with a common
system
• main uses: Railway Emergency Call and calls for train operation
• If it fails: no voice communication to traffic control center, no REC possible
- For DATA communication for ETCS L2 (European Train Control System Level 2):
• ETCS is the train control part of the Trackside Subsystem, mandated in CCS
TSI for all new trains and lines built, renewed or upgraded
• GSM-R is the sole transport bearer allowed for the bidirectional data flow
between train and ETCS track systems
• If it fails: the train reacts braking until it reconnects or it stops, causing
delays
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GSM-R is used where?
- GSM-R is installed in over 70.000 km of lines in EU. Over 50.000 cab radios
(terminals on board of the locomotives)
- Planned: 160.000 km of lines
- ETCS L2 deployment in EU:
(data from ERA Biennial report on progress of interoperability in the EU,
2011)
- Around 2.000 km of L2 lines in construction
- Around 3.400 km of L2 lines in service and testing.
- 1.200 EDORs (data terminals on board) activated
Only 4,8% of the lines with GSM-R are fitted with ETCS L2:
 evolution/deployment in parallel for voice and data application
 use for ETCS L2 will grow in the future
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GSM-R and OPE TSI
- Harmonised Operational Rules are in OPE TSI (Operation and and Traffic
management). Decision 2012/757/EU, in force by 1 January 2014
- Use of Train Running Number to identify a vehicle in a route: recorded in
the GSM-R cab radio, sent through the GSM-R network to the traffic
management center.
- Operational rules specified in the Appendix for :
- Railway Emergency call
- What to do when the voice radio is not available. Specified
availability is 95% based on a coverage level of 38.5 dBmV/m (-98
dBm)
- Insertion of Functional Numbers & Train Running Number
- Selection of network at the borders
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GSM-R in CCS TSI
- Control command and signalling TSI - Commission Decision 2012/88/EU, of 25
January 2012. Published in the Official Journal 23/02/2012. Into force: 6 months
after its notification to the Member States (Article 8).
- Defines:
• Basic parameters of Control-Command and Signalling Subsystems.
• 2 subsystems with different parts:
- Trackside Subsystem : 3 parts
- Onboard subsystem: 2 parts
Radio communication = GSM-R
Train control = ETCS
Radio communication = GSM-R
Train control = ETCS
Train detection
•
GSM-R "Interoperability Constituents" (IC) :
GSM-R Cab Radio
GSM-R ETCS Data only Radio
GSM-R SIM card
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GSM-R in CCS TSI
- Requirements mandated for the IC have to be verified by a notified conformity
assessment body (NoBo) = EC Certificate of Verification
- Requirements mandated for the subsystems and basic parameters are assessed by
NoBo.
- EIRENE is listed in the CCS TSI in the Annex A document list , but only a number of
requirements are mandated: classified as “Mandatory for Interoperability “ (MI)
requirements.
• to outline the main needs for Railway interoperability
• to minimise costs in Certification
What does a network/train need to operate GSM-R?
MI requirements + Standards (M, O requirements)
What does a network/train need to be interoperable with respects to GSM-R?
MI requirements
- The collection of MI requirements in the CCS TSI is called Baseline (B0 r3)
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Effects of a modification of
MI requirements
- After the decision is taken in the ERA CCM Process, change to be introduced in EIRENE
with category MI
- New Recommendation from ERA to the Commission to modify the version of the
document in the Annex A of the CCS TSI, to be accompanied by a impact assessment
report
- To be approved in the RISC by Member States
- To be included in a Decision issued by the Commission
- Decision to be published in Official Journal (with date of enforcement)
- From date of enforcement:
- all the new/renewed/upgraded subsystems and ICs will take the change into
account: will be verified/certified against this new requirement
- For the existing ones, up to the owner of the vehicle to retrofit it, and up to each
MS to determine if new authorisation is needed (re-verify/certify the
subsystems/IC).
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Content
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Way forward for interferences on GSM-R
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Coexistence needed
- Rail transport is a priority. But Railway undertakings are (sometimes) in a
difficult position.
- ERTMS is a major European Project under deployment.
- Telecommunication technologies evolve: deployment of 3G/4G and LTE in
Europe is a priority.
- This changes the radio environment:
COEXISTENCE is needed.
ACTIONS are needed, but FROM ALL the parties involved
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Proposed way forward on the
railway side
- For the interferences issues, what can be done from the railway sector? Some
stakeholders request an onboard filter. Is it a solution?
- a European approach is preferred. Otherwise, national solutions jeopardize
interoperability.
- However, there is today no harmonised values and therefore no harmonised
specifications for filters
PROPOSED WAY FORWARD
•
First step: modification of the CCS TSI to reduce the mandatory bandwidth for voice
radio
•
Second step: definition of harmonised solution
•
Third step: evolution of the railway communication system: migration/coexistence of
technologies
To be discussed in RISC on 4-5-6 June 2013 (Railway Interoperability and Safety
Committee)
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First step from railway side
 Modify CCS TSI
 To reduce the mandatory band for voice radio equipment to the R band, i.e. modify
"MI" mandatory requirement for bandwidth
 It is not possible to modify the installation parameters/ insertion losses (since there
is no European harmonized specification of filters)
 Roadmap:
 End 2013
New Recommendation from ERA to the Commission to modify the version of the
document in the CCS TSI, to be accompanied by an impact assessment report
 Q1 2014
To be included in a Decision issued by the Commission
 Q1 2014
To be approved by Member States in the RISC
 Mid 2014
Decision to be adopted and published in Official Journal
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Second step from railway side
To work on a harmonized solution
• To move towards a black box approach where values at
interfaces are defined, and different technical solutions are
possible.
To do so:
• take time for the harmonization, with the involvement of the
interested parties (telecom manufacturers/public
operators/railways)
=> study and impact assessment => new Recommendation to
Commission ASAP
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Our expectation regarding
telecomms
•
National coordination / harmonized coordination process in all MS
- A harmonized way for reporting GSM-R interferences to the National
Radio Authorities is needed.
- There is also a need for an harmonised view /technical bundle of best
practices and solutions, sustainable in time, APPLIED by all: a harmonized
approach for resolving interferences will support interoperability.
- The NRAs need to be aware of the legal basis and the decision tools to be
able to decide which party has to modify something in their network in
order to coexist.
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Our expectation regarding
telecomms (ctd)
•
National coordination / harmonized coordination process in all MS
- We cannot establish what is a prerequisite, but the environment has to
be defined (worst case scenario expected) in order to define the technical
solutions.
-Measurements should be carried out by using current and
improved cab radios. They should provide a view on the different
impact coming from UMTS, LTE and GSM.
- Consider that harmonized reference levels for expected
emissions along railway lines (wanted/unwanted/out of band
noise… ) will help the characterization (to be able to specify
harmonized solutions and for coordination)
•
Public operators and GSM-R operators should be fully compliant
with their specifications and licenses. Possible improvements for
the new licenses granted.
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Looking forward to the
proposals from other sides
From the railway side, we have outlined a way
forward to improve the coexistence…
AND
contribution from industry, public operators ,
telecom regulators, etc… is essential.
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EUROPEAN COMMISSION
DIRECTORATE-GENERAL FOR MOBILITY
AND TRANSPORT
Directorate B - European mobility network
B.2 - Single European rail area
Thank you
Content
BACKUP SLIDES
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National Rules
Article 17.3 of the interoperability directive
Member States shall draw up, for each subsystem, a list of the technical rules
in use for implementing the essential requirements and notify this list to the
Commission when:
— no relevant TSI exists, or
— a derogation has been notified under Article 9, or
— a specific case requires the application of technical rules not included
in the relevant TSI.
— In addition, for open points in TSI.
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National Reference
Documents
ERA publishes National Reference Documents for
the authorisation for placing in service of railway
vehicles.
•To make national rules for vehicle authorisation
transparent
•Are basis for comparison of national rules between
member states (identification of communalities of national
rules between member states for mutual recognition)
•Listing all parameters to be checked for the authorisation
of placing in service of vehicles
•Identifying the rules applies by MS for authorisation of
placing in service of vehicles
•Referencing all rules to one of the parameters to be
checked
•Classifying all rules into groups
•Outlining the national Legal Framework covering the
authorisation of placing in service of vehicles
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Evolution of the MI requirements
- Need of changing an MI requirement : ERA
Change Control Management process
 Why? Error detection or related to
ongoing/new projects
 Steps: study if the request is a new
functionality or error correction
•
Technical solution
•
Impact analysis :
•
Operational
•
Economical
•
Study of other alternatives
If the only alternative is to change the
requirements or if there is an error correction …
- Need of changing a non MI requirement in
EIRENE: out of ERA CCM process
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In the current TSI…
•
In current CCS TSI:
•
Onboard subsystem for voice has to be able to cover the
full GSM band
•
ETCS data only radio can cover only the R band
•
Losses between the antenna and the radio equipment are
defined
-> A filter could only be installed if the resulting onboard
subsystem is compliant with all the above:
a) subsystem used for voice should cover the full GSM band
b) losses should be kept inside the allowed limits
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