GSM-R

GSM-R base station on the new Ingolstadt – Nuremberg line

Global System for Mobile Communications - Rail (way) ( GSM-R or GSM-Rail ) is a digital mobile radio system that is based on the widespread GSM mobile radio standard, but has been expanded for use on the railways . It became the successor system to many different and incompatible analog radio systems. In Germany, several analog train radio systems were replaced, which is why GSM-R is also known as digital train radio . Together with the European Train Control System (ETCS), it is a fundamental component of the European Rail Traffic Management System (ERTMS).

history

In 1990 the German Federal Railroad (DB) started the DIBMOF project ( services-integrating rail mobile radio ). The radio system should integrate safety-related information (e.g. control of liner trains ), in-house services (e.g. train radio) and external services (e.g. passenger communication). The publicly funded research project should be completed in 1996.

At the same time, investigations were carried out to determine the extent to which messages could be transmitted to the train via digital radio at 900 MHz, either according to the GSM or the ETSI standard. In June 1990 the CEPT recommended two frequency ranges from 870 to 874 and from 915 to 919 MHz, following on from the GSM frequency band, for a future radio system for European railways. After an investigation by the frequency administrations, this area was reserved for railways in March 1991.

For reasons of cost and time, approaches to developing a separate Western European railway radio system were discarded and the introduction of a railway-specific GSM system was pursued: GSM-R. The GSM-R-specific properties are defined and published as Functional Requirements Specifications (FRS) and System Requirement Specification (SRS).

GSM-R is a mobile radio standard that has been maintained and further developed by the International Union of Railways ( Union Internationale des Chemins de fer , UIC) since 1992 . In addition to voice communication , GSM-R serves as a transport medium for ETCS data . In addition to train control , this data also enables remote train control , interlocking communication and the monitoring of technical operating parameters of the rolling stock. The UIC combined the development of GSM-R and the ETCS, which was also under development at the beginning of the 1990s, in a project group which, together with the European Railway Agency (ERA), led to the development of ERTMS.

The technical development was first coordinated as part of the EIRENE ( European Integrated Railway Radio Enhanced Network ) project. In the course of growing transport requirements and with the dissolution of the Eastern European economic organization Council for Mutual Economic Aid (RGW), the European Union (EU) with ERA took the lead in the field of train radio and worked on a uniform, standardized and Europe-wide interoperable solution. In the EC Directive 96/48 of July 23, 1996, interoperability for trans-European high-speed traffic is made a legal obligation from May 1999.

As a result, 32 European railway administrations committed to the introduction of GSM-R in 1997. This was the first time that the interoperability of mobile communication in rail operations was standardized in large parts of Western Europe. The functional requirements specification (FRS) was approved at the end of June 1998 by the general directors of the UIC railway companies. Another reason for the introduction of the new radio standard was that the analog radio systems were outdated and could no longer be operated economically. Deutsche Bahn alone has operated eight different analog radio systems since the 1960s: train radio, shunting radio , vehicle radio, operational and maintenance radio and others. Later, non-European railway administrations also decided to introduce GSM-R.

Since the end of 2006, the coordinated development has been carried out as part of the European Rail Traffic Management System (ERTMS) project. During this period, extensive practical tests, the first productive use of ETCS at various railway administrations and the beginning of the development of various improvements for Release 2 of ETCS Baseline 3, which was approved in 2016, will end during this period .

In January 2007, ProRail in the Netherlands was the first railway infrastructure operator to switch to GSM-R and shut down its analog network. By autumn 2007, GSM-R was installed across Europe over a length of around 60,000 km and in operation over almost 40,000 km. A total of 148,000 km should be equipped.

The Railway Interoperability & Safety Committee of the European Union voted unanimously on February 10, 2016 for a revision of the Technical Specifications for Interoperability (TSI ZZS), which includes baseline 1 of the GSM-R specification. Significant innovations in the specification were support for General Packet Radio Service (GPRS) and better damping against interference from public mobile radio systems. With EU Regulation 2016/919 of May 27, 2016, three ETCS versions - each in conjunction with GSM-R Baseline 1 - were declared binding.

technology

The technical architecture of a GSM-R network largely corresponds to a normal GSM network. It basically has to guarantee the communication between the mobile device and the permanently installed message infrastructure. The modular network technology can be divided into the following three sub-areas:

• Base Station Subsystem (BSS)
• Network Switching Subsystem (NSS)
• Operational Support System (OSS)

The so-called air interface and the data transmission possibilities of the radio system essentially determine the performance. This capacity is called bandwidth and characterizes the usable frequency range.

Frequency ranges

The basis of all technical implementations is the reservation of radio frequencies initiated by the UIC at an early stage. The aim was to end any other uses of the reserved area in all countries and to make optional areas usable. The actual allocation of the frequency ranges is carried out by the national regulatory authorities. Roaming between GSM-R and public GSM networks is possible.

The Federal Network Agency responsible in Germany reserves the 4 MHz wide UIC frequency band, which is currently used for GSM-R:

• Uplink : 876-880 MHz
• Downlink : 921-925 MHz

The UIC frequency band is used by 19 GSM channels with a channel spacing of 200 kHz from the R-GSM frequency band.

In addition, a 3 MHz wide frequency band ('extended' GSM-R, E-GSM-R or ER-GSM) may be used in Germany (and also in Austria and Switzerland):

• Uplink: 873-876 MHz
• Downlink: 918-921 MHz

E-GSM-R enables the use of a further 15 GSM channels with a channel spacing of 200 kHz. The use of E-GSM-R has so far been severely restricted. Neighboring radio applications such as

• the uplink of the public mobile phone providers in the E-GSM frequency band (880–915 MHz) or
• Short Range Devices (SRD) (863-870 MHz) and
• military radio applications (870-873 MHz and 915-918 MHz)

must not be disturbed or interfere with the reliable use for rail applications. However, it is an option for the parallel introduction of new, more powerful radio technologies for rail applications that can also use its frequency ranges after GSM-R has been switched off.

Following an ECC decision in 2018, the lower part of the E-GSM-R band (up to 919.4 MHz) is to be opened for SRD applications. There are also efforts to introduce a fourth RFID channel at 919.9 MHz.

Device category

GSM-R radio modules are divided into device categories. The device categories have an English name and abbreviation.

List of the most important GSM-R device categories

abbreviation	designation	description
cab radio	Cabine radio	In the cab permanently installed telephone for voice communication via the digital train radio
EDOR	ETCS data only radio	Data radio module permanently installed on the rail vehicle for data communication between the EVC and the RBC for the ETCS train control system. EDOR does not allow voice communication.
GPH	General Purpose Handheld	Mobile phone for general purposes along railway line (s) in a protected environment ( indoor ). GPH mobile phones are less well protected against the ingress of solids and liquids ( protection class ) and are more sensitive to knocks and impacts ( IK shock resistance level ) than OPH mobile phones. GPH mobile phones are usually equipped with a smaller battery than OPH mobile phones and are therefore not suitable for continuous autonomous operation during an 8-hour work shift. GPH cell phones are only conditionally suitable for use in the track area.
OPH	Operational Purpose Handheld	Mobile phone for general purposes along railway line (s) in unprotected surroundings ( outdoor ). OPH cell phones are suitable for use in the track area. OPH mobile phones are well protected against the ingress of solid bodies and liquids ( protection class ) and are well protected against knocks and impacts ( IK shock resistance level ). OPH cell phones are usually equipped with a large battery for autonomous continuous operation during an 8-hour work shift.
OPS	Operational Purpose Handheld for Shunting	Mobile phone for shunting personnel in unprotected surroundings ( outdoor ). OPS mobile phones are suitable for voice communication during maneuvering . The shunting staff often uses the digital train radio from the OPS mobile phone to communicate with the engine driver via the cabine radio . With the control tone sent regularly by the OPS mobile phone, the engine driver in the driver's cab can detect a fault in the communication link and initiate braking . OPS mobile phones are equipped with a dead man's device. If the dead man's device detects that the shunting staff is unable to act, the control tone remains silent and the engine driver initiates braking . Many manufacturers equip OPH cell phones with the dead man's device and the control tone and sell these as OPS cell phones.

The exact requirements for the individual device categories are defined in the EIRENE FRS.

Analog or digital company radio is used for shunting communication in track areas without GSM-R mobile radio coverage . This commercial radio takes place on radio frequencies outside the ER-GSM frequency band. In addition to a GSM-R radio module, modern communication solutions for shunting personnel are also equipped with a company radio module. In areas without GSM-R mobile coverage, for example in siding , shunting communicates via the mobile radio module. When the shunting personnel are back in the area of ​​GSM-R mobile radio coverage, for example in the train station , shunting communication takes place via the GSM-R radio module.

Transmission power

Transmission power of the GSM-R radio modules

The transmission power of the GSM-R radio modules is limited for health reasons. Cell phone antennas on the vehicle roof may transmit at a higher transmission power than cell phones worn on the body. By time division multiplexing (TDMA) the average is transmission power of a GSM-R radio module significantly less than the peak transmission power.

Transmission power of the GSM-R radio modules

abbreviation	designation	GSM power class	Max. Top performance	Max. average continuous power
cab radio	Cabine radio	2	8 W (39 dBm )	1000 mW
EDOR	ETCS data only radio	2	8 W (39 dBm )	1000 mW
GPH	General Purpose Handheld	4th	2 W (33 dBm )	250 mW
OPH	Operational Purpose Handheld	4th	2 W (33 dBm )	250 mW
OPS	Operational Purpose Handheld for Shunting	4th	2 W (33 dBm )	250 mW

The TPC transmission power control reduces the transmission power used by the GSM-R radio module to the currently required minimum.

Transmission power of the GSM-R base station

The transmission power of the downlink must not be significantly higher than the transmission power in the uplink , otherwise situations would arise where only simplex communication from base station to GSM-R radio module would be possible (downlink), but communication from GSM-R radio module to the base station would be impossible (uplink). GSM-R base stations usually have a maximum transmission power in the range of 5 to 40 watts (46 dBm ). If sector antennas are used to transmit the GSM-R mobile radio signal, the effective radiated power ERP of a GSM-R base station is usually in the range of 100 to 1000 watts .

The transmission power control TPC reduces the transmission power used by the GSM-R base station for each traffic channel (TCH) to the currently required minimum. The transmission of one or more GSM channels with pure traffic channels (TCH) can be stopped by the GSM-R base station when not in use, which reduces power consumption and radiation exposure.

Railway-specific functions

Initially, the function of GSM-R was divided into two operating modes, depending on whether a GSM-R network was available or not. These modes differ from one another in essential parameters. The direct mode for short-range communication without a GSM-R network should work in a similar way to voice radio. However, it was no longer available with the revised FRS version 8. Thus, GSM-R only supports communication via permanently installed cellular antennas. All voice and data communication is handled via at least one GSM-R cellular antenna. Direct radio communication between two GSM-R radio modules outside the range of a GSM-R cellular antenna is not possible.

In the GSM mode , operating parameters specified according to the GSM standard are used. A GSM-R network in GSM mode largely corresponds to a publicly accessible GSM network, but the UIC requires additional services, and some parameters from standard GSM have been specified more closely. In order to use all applications of the GSM-R network for the dispatchers and dispatchers , special Fixed Terminal Systems (FTS) are used. GSM-R can only be used with special GSM-R-compatible mobile radio devices and special GSM-R-compatible SIM cards . The differences are in detail:

• The support function numbers for voice and data calls is required.
• Function call numbers must be resolved by the network and displayed in text form on the end devices.
• Call delivery depending on the location of the caller must be possible. In this way, depending on where you are, the responsible dispatcher can always be reached with the same number .
• The implementation of a railway-specific emergency call is required.
• The implementation of the Advanced Speech Call Items (ASCI) is required.
• The implementation of the GSM service Voice Broadcast Service (VBS) is required. This is a hunt group call for one-way communication; H. the caller can speak, all called parties can only listen (announcement service).
• The implementation of the GSM service Voice Group Call Service (VGCS) is required. This is a collective call that is delivered to entire user groups at the same time and in which all participants can speak.
• The support of function numbers for VBS and VGCS is required. Addressing options such as all trains or all train personnel must be supported.
• A special routing mode must be implemented for voice connections. This includes the switching of a link assurance signal , which regularly indicates the existence of a connection to all parties involved in the form of a control tone.
• Implementation of the Enhanced Multi-Level Precedence And Pre-emption Service (eMLPP) is required. Each call must be assigned a priority level, the network must support the displacement of calls with lower priority by calls with a higher priority, and displaced calls are to be ended. The following priority levels are assigned in GSM-R:
  • Prio 0: Railway- specific emergency calls ( railway emergency )
  • Prio 1: ETCS applications
  • Prio 2: Emergency route, tunnel emergency call
  • Priority 3: operational connections (dispatcher to train driver or dispatcher to dispatcher) and shunting mode ( railway operation )
  • Priority 4: dispositive connections, other calls e.g. B. Driver-driver communication ( railway information ) and group calls from maintenance personnel ( public emergency and group calls from maintenance personnel in the same area )
• A specific data service for ETCS must be implemented.
• Data fields for GSM-R-specific data must be created in the SIM cards used.
• The support of end devices that move at a speed of up to 500 km / h must be ensured.
• A supply level of at least -98 dBm (corresponds to 38.5 dBμV / m) with a supply probability of 95% for voice connections and non-safety-critical applications must be ensured.
• A power level of at least -95 dBm (corresponding to 41.5 dB microvolts / m) with a probability of 95% supply for tracks with ETCS Level 2 / 3 can be ensured at speeds up to 220 km / h,.
• Call setup times for rail-specific emergency calls must be less than two seconds in at least 95% of cases.
• Call setup times for group calls between subscribers in a call area must be less than five seconds in at least 95% of cases.
• Permanently installed end devices must continue to work for at least one hour if the power supply fails, whereby the device can be used for 15 minutes.

The GSM mode of GSM-R was specified for the entire R-GSM frequency range.

Function numbers

The implementation of function call numbers means that the network provides not only the individual call numbers linked to the SIM card , but also additional call numbers for certain terminals and functionaries.

In this way, functionaries in a train (e.g. the train driver or train driver or, in the case of DB Fernverkehr, the train boss), the crew of a locomotive, a shunting or maintenance group, a specific dispatcher or the train data recorder can be reached without the respective individual phone number to have to know. It is also possible to address functionaries in groups, for example the entire crew of a train or all engine drivers who travel a certain route.

The first digit of a GSM-R phone number indicates the call type , the type of phone number. Here stands

• 1 for short numbers (e.g. 1-3-00 for the dispatcher who is as close as possible to the location),
• 2 for train function numbers (e.g. 2-00884-01 for the leading driver of train 884),
• 3 for locomotive function numbers (e.g. 3-80-152005-01 for the leading driver on the locomotive 91 80 6 152 005-5),
• 4 for wagon function numbers (e.g. 4-80-8681863-01 for the leading driver on the control car 50 80 86-81 863-2),
• 5 for Voice Group Call Service and Voice Broadcast Service ,
• 6 for maintenance and shunting services (consisting of a five-digit location number and a four-digit function code),
• 7 for Train Controller Function Numbers (e.g. dispatcher; e.g. 7-600300-01),
• 8 Mobile Subscriber Number (to form the MSISDN ),
• 9 breakout codes (900–909) for international GSM-R calls (900) and to the railway telephone network (901), as well as numbers for special national systems (e.g. at DB Netz AG for train preparation messages ) and
• 0 for access to the public telephone network (PSTN).

Specific emergency call

The railway-specific emergency call is a call using VGCS, which, depending on the location of the caller and the emergency number called, is delivered to defined user groups, specially signaled and automatically connected. The call setup is shortened by the special signaling and calls with lower priority are suppressed. Every GSM-R terminal must have a special red button for this type of emergency call. It is not the user who decides which emergency number to call but how the device is used. For example, a GSM-R terminal that is registered in the network for a shunter will automatically configure the correct emergency number. The information required for this is stored on the SIM card of the end device and in the MSC. On the instructions of the Federal Railway Authority (EBA), rail emergency calls are recorded on the network side for later analysis of the accident and archived for a longer period of time.

An emergency call received on a locomotive is automatically output via a loudspeaker in the driver's cab. This means that the driver does not need to be involved in order to hear the emergency call.

The following call group IDs are defined for the addressable emergency call groups:

• 299 Emergency call for train groups and drivers
• 539 Emergency call for station and security staff (not assigned in the DB AG network)
• 569 Emergency call for technical and maintenance personnel ( Trackside maintenance groups )
• 579 dispatcher emergency call (not assigned in the network of DB AG)
• 599 marshalling group emergency call

Challenges

Interference from neighboring UMTS / LTE-900 cellular signal

In order to save costs, the railway infrastructure operators sometimes only installed a minimal mobile network infrastructure. It was usually designed in such a way that in the event of failure of a mobile radio station (BTS) the field strength of the GSM-R mobile radio signal received by the train radio on the affected section of the route just reached the prescribed minimum of -98 dBm. The EIRENE SRS version 15 specification requires this on railway lines with optical signaling and -95 dBm for driver's cab signaling under ETCS L2 up to 220 km / h.

That was not a problem as long as the European mobile phone providers only broadcast mobile phone signals for GSM in the neighboring E-GSM frequency band . For a number of years now, European mobile phone providers have also been allowed to broadcast broadband UMTS or LTE signals in the E-GSM frequency band (UMTS 900 / LTE 900). These UMTS or LTE mobile radio signals in neighboring frequency ranges could lead to 3rd order intermodulation in previous GSM receivers . The two useful signals mix at non-linearities in the receiver branch and one of the mixed products is created , which in turn falls within the reception range of the GSM train radio. In fact, the two useful signals could not be described as interferers, but rather were problems with the existing receiving devices that had been ignored until then. The disturbances occur in particular when traveling on railway sections that are poorly supplied with GSM-R and where UMTS or LTE cellular antennas with high transmission power are located nearby. As a result, the third-order intermodulation product also delivers a high signal level to the receiver and the broadband UMTS / LTE useful signal also generates a broadband mixed product. ${\displaystyle 2\cdot f_{1}-f_{2}}$

In Sweden, the GSM-R cellular network had to be upgraded with numerous new cellular antennas for over 15 million euros due to interference from neighboring UMTS / LTE 900 cellular signals. This increases the signal level to such an extent that the required redundant connection to the GSM-R cellular network is still guaranteed. The minimum signal strength of the Swedish GSM-R cellular network had to be improved from -95 dBm to -83 dBm because of the broadband interference.

Ways to avoid the problem are

• Agreements with the operators of the public cellular networks about
  • a frequency change so that the mixed product no longer falls within the GSM-R frequency range
  • a reduction in the transmission power so that the mixed product delivers a lower signal level to the receiver
  • joint planning and, if necessary, use of transmitter locations
• Upstream a filter matched to the GSM-R frequency range in front of the train radio

According to a specialist article, these problems practically did not occur in Switzerland. The reasons given are special legal regulations and the structure of the GSM-R network.

Since 2016, with the introduction of GSM-R Baseline 1, the use of filters on vehicles has been mandatory, which shows the solution to the technical problem without changing the system.

The future conversion from GSM-R to a successor system, based on LTE from today's perspective, represents a special situation. Due to the lack of freely available frequency spectrum, a minimum range of the spectrum currently used for GSM-R has to be given up during the conversion period and for that Use newly established LTE signal. Corresponding investigations were completed by ERA in 2016 and the basic technical implementation is considered possible.

Support of a packet-oriented data service for ETCS Level 2

Earlier EIRENE specifications only allow the use of the connection-based data service (Circuit Switched Data, CSD) for data transmission between ETCS headquarters (Radio Block Center, RBC) and the ETCS vehicle computer ( European Vital Computer , EVC) for ETCS L2 . The GSM-R radio capacities required for ETCS L2 in the area of marshalling yards and railroad nodes are insufficient if only the connection-based data service is used. CSD is a very inefficient data service. When using a radio channel, a time slot is permanently reserved for a subscriber during the connection even if no data is being sent or received.

This radio capacity problem is solved by using the packet-oriented data service (Packet Switched Data, PSD) for ETCS L2. Instead of connection-oriented, the data transmission between the RBC and the EVC is packet-switched. The packet-oriented data service for ETCS L2 is part of the GSM-R Baseline 1 specification . In order for the packet-oriented data service to be used for ETCS L2, the on-board equipment, the track-side equipment (registration balises, RBC) and the cellular network must be PSD-compatible. Since 2016, the standard for packet-oriented data transmission has been authorized by the UIC, taking into account simultaneous CSD use.

Since practically only the UIC frequency band can be used for GSM-R in Europe , the following technical possibilities result.

The UIC frequency band consists of 19 GSM channels with a channel spacing of 200 kHz. In frequency planning, 2 GSM channels are usually calculated with 15 traffic channels ( TCH ) and one control channel . Every train registered at the Radio Block Center uses an entire traffic channel (full rate) at CSD, with a data transmission rate of 4.8 kBit / s (TCH / F4.8). 2 GSM channels offer the capacity for a maximum of 15 trains. Due to the redundancy requirements and the superimposed radio cells, the real radio channel capacity of GSM-R shrinks considerably, even with simple, linear routes. Field tests showed that when the packet-oriented data service for ETCS L2 is used instead of the CSD, the train capacity per radio cell increases by the factor:

• 5 × GPRS
• 7 × EGPRS (EDGE) in railway nodes with low travel speeds
• 5 × EGPRS (EDGE) on high-speed railway lines ( Doppler effect reduces the data transmission rate )

elevated. The technical challenge in implementing a packet-oriented data service for ETCS L2 is to meet all QoS requirements. These are defined in the UNISIG subset 093 .

In the connection-based data service CSD, the transmission of an ETCS driving permit takes about 0.8 s. In particular, meeting the requirement of “maximum end-to-end transmission time” is significantly more difficult with a packet-oriented data service than with a connection-based data service. This requirement defines the maximum number of milliseconds by which the transmission of an ETCS telegram from the sender to the recipient via the cellular network may be delayed. The requirement for the maximum packet transmission time through the transmission chain is, for example, safety-critical in the case of externally triggered emergency braking (by a stationary security system or the dispatcher ) of vehicles. The faster the vehicle's emergency braking can be triggered, the shorter the braking distance .

PSD is a best effort service: data packets can only be sent if the air interface has free transmission capacity. In an interference-free, not overloaded GPRS cellular network, a data packet with 32 bytes of user data is transmitted from the transmitter to the receiver in less than 100 milliseconds. If the cellular network is overloaded due to excessive data traffic, the data packets accumulate in the transmission electronics queue. In the event of an overload, the same data packet only reaches the recipient after more than 1000 milliseconds. In the worst case, the data packet will not be sent (discarded) by the sending electronics because the sending queue is too long. In order for the time-critical ETCS data packets to be transmitted with PSD as quickly as possible, the mobile network operators must provide sufficient transmission capacity and QoS mechanisms must be implemented in the transmission electronics. With the documentation as the ERA standard together with ETCS, the technical problem is solved and the companies can carry out the practical implementations.

With the ETCS equipment planned for Denmark by 2021 , GPRS will be used in areas with high sales volumes.

use

Portions of this article appear since 2009 is out of date to be .
Please help to research and insert the missing information .

Worldwide use of GSM-R, as of April 2009

country	operator	status	Route length planned with GSM-R (km)	Users
Algeria	ANESRIF	under construction
Australia	RailCorp	under construction	40
Belgium	SNCB / NMBS	in operation	3000	400
Bulgaria	NRIC	under construction	1020
Denmark	Banedan mark	in planning	2000
Germany	DB Netz AG	in operation	29300	31346
Croatia		in planning	1280
Finland	RHK	in operation (shutdown planned for 2018)	4970	100
France	RFF (since 2015: SNCF Réseau )	in operation	14400
Greece		Test operation	707
Great Britain	Network Rail Limited	in operation	14780	8452
India	IR	in operation, expansion planned	2541
Ireland	CIÉ	under construction
Israel	Israel Railways	in planning	800
Italy	RFI	in operation	10199	3000
Lithuania	Lietuvos Gelezinkeliai	in operation	1179
Luxembourg	CFL	in operation	271
Morocco		under construction
Mexico		under construction	35
Netherlands	ProRail	in operation	3050	6900
Northern Ireland		Feasibility studies
Norway	JBV	in operation	3800	4420
Austria	ROeEE / ÖBB Infra	in operation	about 3300	820
Poland	PKP	under construction (under contract)	15000
Portugal		in planning	2600
Romania		in planning	750
Russia		Feasibility studies
Saudi Arabia		under construction	2493
Sweden	Banverket , Trafikverket since 2010	in operation (replacement planned from mid-2020s)	9850	4300
Switzerland	SBB / CFF / FFS	in operation	3100	5100
Slovakia		in operation	884
Slovenia	AZP	Introduction started in August 2013, network-wide on December 19, 2017; includes 244 base stations and 112 repeaters	1226
Spain	ADIF	in operation	10189	1900
South Africa	PRASA	Commissioned in 2013	1200
Czech Republic	České dráhy	in operation	5400	300
Turkey		under construction	1720
Hungary	PU	under construction	900
United States	US / DOT	Feasibility studies
People's Republic of China	CR Group	in operation	3896

Germany (Deutsche Bahn)

The owner and operator of the German GSM-R network is DB Netz AG. The general contractor and manufacturer of the Deutsche Bahn mobile network was the Canadian company Nortel , after which the former European agent Kapsch Carrier Com (KCC) continued the business after its dissolution . Since February 2008, base stations from Nokia Siemens Networks (now Nokia Solutions and Networks, NSN) have also been set up. The dual-mode GSM-R terminals, which in addition to the GSM-R standard also support analog train radio, were supplied to Deutsche Bahn by Hörmann Funkwerk Kölleda GmbH via Nortel Networks.

In 1998, Deutsche Bahn decided to completely convert the analog train radio that was introduced in the 1970s to GSM-R. Before that, in January 1998 the first GSM-R radio tests were carried out on the route between Stuttgart and Bruchsal . In 2001, GSM-R on a 15 km-long test section Bitterfeld - Graefenhainichen the route Berlin-Halle taken fully into operation.

In July 1999, DB Telematik took over the planning of the German GSM-R network on behalf of DB Netz. After that, network operation was also temporarily taken over. On October 1, 1999, Deutsche Bahn presented its plans for setting up a GSM-R network. By the end of 2002, 27,000 route kilometers should be covered with 2,800 base stations. According to plans from 2001, around 1.5 billion euros should be invested in the route infrastructure and 250 million euros in the train terminals by 2004. The first route based only on digital train radio (GSM-R) was the high-speed route Cologne – Rhine / Main , which went into operation on August 1, 2002.

It was controversial to what extent private railway companies can be forced to switch to GSM-R. Critics complained that the new system would bring little benefits to companies, but would impose high costs. At the end of 2003, a compromise was negotiated between the transport company and DB Netz. By the end of 2004, the basic level (basic project) of the GSM-R system with around 2600 base stations had been completed.

By December 2009, digital shunting radio was put into operation in 1,050 of 1,350 shunting areas. In April 2010, more than 25,000 kilometers of the route network were switched to GSM-R train radio. In 2016, around 29,000 of a good 33,000 route kilometers in the Deutsche Bahn network were equipped with GSM-R. On the remaining routes, communication takes place via analog train radio or the public GSM network. In preparation for the introduction of ETCS, an increased radio level of at least -95 dBm (in accordance with EIRENE SRS ) and increased BTS availability were achieved along new and upgraded routes with a scope of 3444 km . Over 9800 Deutsche Bahn vehicles had been converted for GSM-R by 2007. The network includes around 7,000 locations. The owner and operator of the German GSM-R network has been DB Netz AG since January 1, 2013.

The core components of the GSM-R cellular network (NSS) will be updated to 3GPP Release 4 by the end of 2017 and the previous number of seven MSC will be reduced. In mid-2015, Deutsche Bahn awarded new orders to modernize the BSS part of the GSM-R network. Up to 3000 base stations (BTS) , base station controllers (BSC) and transcoders (TRAU) are to be replaced by 2024 . The order has a total volume of 200 million euros. One lot went to Nokia, the second to a consortium of Huawei and Siemens.

On the night of September 10, 2017, the new MSC in Frankfurt am Main went into operation; on 20./21. October followed Leipzig, on 12/13. November Munich, 8/9 December 2017 Berlin, on 13./14. January 2018 followed Stuttgart, on 10/11. February Hanover as well as on 3rd / 4th March 2018 finally food.

In the GSM-R network of Deutsche Bahn, according to the register of slow driving areas, there should be more than a thousand spots with inadequate radio coverage of up to a kilometer in length. According to information from DB Netz, the radio coverage is limited to around 250 sections of varying size, mostly a few hectometers. The quality of the radio coverage is checked for commissioning and as part of regular measurement drives, at the latest every 24 months. According to the Federal Railway Authority, availability on the entire Deutsche Bahn network is 99 percent. 95 percent are required across Europe.

Use of the GSM channels of the UIC frequency band and the ER-GSM frequency band in Germany

Channel ( ARFCN )	Inland D	Border area F - D - CH	Border area D - CH	Designation of the frequency band
940	GSM-R D	-	-	ER-GSM
941	GSM-R D	?	?	ER-GSM
942	GSM-R D	?	?	ER-GSM
943	GSM-R D	?	?	ER-GSM
944	GSM-R D	?	?	ER-GSM
945	GSM-R D	?	?	ER-GSM
946	GSM-R D	?	?	ER-GSM
947	GSM-R D	?	?	ER-GSM
948	GSM-R D	?	?	ER-GSM
949	GSM-R D	?	?	ER-GSM
950	GSM-R D	?	?	ER-GSM
951	GSM-R D	?	?	ER-GSM
952	GSM-R D	?	?	ER-GSM
953	GSM-R D	?	?	ER-GSM
954	GSM-R D	?	?	ER-GSM
955	GSM-R D	-	-	R-GSM
956	GSM-R D	GSM-R F	GSM-R CH	R-GSM
957	GSM-R D	GSM-R CH	GSM-R CH	R-GSM
958	GSM-R D	GSM-R F	GSM-R CH	R-GSM
959	GSM-R D	GSM-R CH	GSM-R CH	R-GSM
960	GSM-R D	GSM-R F	GSM-R D	R-GSM
961	GSM-R D	GSM-R F	GSM-R CH	R-GSM
962	GSM-R D	GSM-R CH	GSM-R CH	R-GSM
963	GSM-R D	GSM-R D	GSM-R D	R-GSM
964	GSM-R D	GSM-R F	GSM-R D	R-GSM
965	GSM-R D	GSM-R CH	GSM-R CH	R-GSM
966	GSM-R D	GSM-R D	GSM-R D	R-GSM
967	GSM-R D	GSM-R D	GSM-R D	R-GSM
968	GSM-R D	GSM-R CH	GSM-R CH	R-GSM
969	GSM-R D	GSM-R D	GSM-R D	R-GSM
970	GSM-R D	GSM-R D	GSM-R D	R-GSM
971	GSM-R D	GSM-R CH	GSM-R CH	R-GSM
972	GSM-R D	GSM-R D	GSM-R D	R-GSM
973	GSM-R D	GSM-R F	GSM-R D	R-GSM

The GSM-R network of Deutsche Bahn supplies around 3800 base stations around 29,500 route kilometers (as of 2018). Around 800 additional base stations would be required to supply the entire route network. At the end of 2019, 29,751 of 33,291 operating kilometers were equipped with GSM-R.

In May 2019, a guideline was announced to promote the replacement of existing GSM-R radio modules with interference-free modules or the use of appropriate filters. This means that up to 20,000 traction vehicles are to be converted within four years. The subsidy amounts to 50% of the eligible costs or expenses, but not more than 3,000 euros per converted GSM-R terminal.

In the course of the digital node Stuttgart , the establishment of a redundant radio network (including BTS and BSC) is planned for ETCS areas “without signals”.

Switzerland (Swiss Federal Railways)

Cab radio control panel for SBB

At the beginning of 1999, the Swiss Federal Railways (SBB) placed the first order to set up and operate a GSM-R network. The SBB commissioned the supply of a 36 km long pilot route between Zofingen and Sempach . The first test drives were planned for the second half of 1999. In 2003 SBB placed the order for the construction and operation of a GSM-R network along all main lines and the most important secondary lines. The SBB had equipped the main lines with GSM-R for over 430 million Swiss francs . Because of many objections , the costs exploded and the construction of the GSM-R cellular network on numerous secondary lines was not yet completed before 2015. The network now includes around 1,340 antenna locations and is being expanded further.

The permanently installed part of the cellular network was supplied by Nokia Siemens Networks and is still operated today. The SBB operate the Swiss GSM-R mobile network on the 4 MHz wide UIC frequency band:

• Uplink: 876-880 MHz
• Downlink: 921-925 MHz

The UIC frequency band consists of 19 GSM channels with a channel spacing of 200 kHz:

Use of the GSM channels of the UIC frequency band in Switzerland

Channel ( ARFCN )	Inland CH	Border area F - CH	Border area F - D - CH	Border area D - CH
955	GSM-R CH	-	-	-
956	GSM-R CH	GSM-R F	GSM-R F	GSM-R CH
957	GSM-R CH	GSM-R CH	GSM-R CH	GSM-R CH
958	GSM-R CH	GSM-R F	GSM-R F	GSM-R CH
959	GSM-R CH	GSM-R CH	GSM-R CH	GSM-R CH
960	GSM-R CH	GSM-R F	GSM-R F	GSM-R D
961	GSM-R CH	GSM-R F	GSM-R F	GSM-R CH
962	GSM-R CH	GSM-R CH	GSM-R CH	GSM-R CH
963	GSM-R CH	GSM-R F	GSM-R D	GSM-R D
964	GSM-R CH	GSM-R F	GSM-R F	GSM-R D
965	GSM-R CH	GSM-R CH	GSM-R CH	GSM-R CH
966	GSM-R CH	GSM-R F	GSM-R D	GSM-R D
967	GSM-R CH	GSM-R CH	GSM-R D	GSM-R D
968	GSM-R CH	GSM-R CH	GSM-R CH	GSM-R CH
969	GSM-R CH	GSM-R F	GSM-R D	GSM-R D
970	GSM-R CH	GSM-R CH	GSM-R D	GSM-R D
971	GSM-R CH	GSM-R CH	GSM-R CH	GSM-R CH
972	GSM-R CH	GSM-R CH	GSM-R D	GSM-R D
973	GSM-R CH	GSM-R F	GSM-R F	GSM-R D

The digital train radio is via the GSM-R cellular network. The shunting service and construction service also use the GSM-R cellular network. The GSM-R cellular network is also required for train journeys with ETCS Level 2 . The train crew is equipped with mobile phones that do not support the UIC frequency band and therefore cannot receive or transmit the GSM-R mobile radio signal. The train crew's cell phones are operated with GSM-R SIM cards and use the core components of the GSM-R cellular network (e.g. HLR ), thus using rail-specific programs (e.g. app and / or SIM toolkit ) GSM -R special functions such as the function call numbers can be implemented. Thanks to roaming, the train crew's cell phones use the cell phone signal from public cell phone providers at home and abroad.

On Swiss railway lines without track-side ETCS Level 2 equipment, the GSM-R network is only partially set up with a redundant Base Station Controller (BSC) mobile radio infrastructure. In the event of a GSM-R failure (e.g. BSC failure ) or a lack of GSM-R mobile radio reception, the driver can continue to use digital train radio thanks to roaming in the public GSM mobile network (GSM-P / GSM-Public). The current GSM-R network coverage can be seen in the RADN route tables. The GSM-R rollout plan provides an overview of the GSM-R network coverage on the standard-gauge railway lines of the Swiss infrastructure operators. The information on GSM-R network coverage also applies to railway tunnels , where GSM-R mobile radio coverage is implemented via the tunnel radio system . The tunnel radio system may be missing on standard-gauge route sections with insufficient GSM-R network coverage. Therefore, if there is no GSM-R network coverage, especially in shorter standard-gauge railway tunnels, there can be no mobile radio reception (GSM-R / GSM-P).

For train journeys under the security responsibility of ETCS L2, the GSM-R cellular network must meet increased availability requirements for security reasons . For ETCS L2, all cellular components of the GSM-R cellular network must have a redundant structure. The locomotive has two EDORs for the ETCS vehicle computer (EVC). The central GSM-R mobile radio infrastructure components of the Network Switching Subsystem (NSS) are designed redundantly (e.g. MSC ). Two BSC independently supply the same railway section with GSM-R mobile radio reception.

If ETCS Level 2 routes are supplied externally , the same route section is supplied by at least one cellular antenna (BTS) connected to BSC A and by at least one neighboring cellular antenna (BTS) connected to BSC B. The cellular antennas connected to BSC A are independent of the cellular antennas connected to BSC B. If a cellular antenna (BTS) fails, the neighboring cellular antennas take over the supply of the section affected by the failure. If one BSC fails, the second BSC with its mobile radio antennas ensures GSM-R reception on the entire route section. Even in the event of a BTS or BSC failure, a minimum GSM-R signal level of at least -95 dBm must be guaranteed on ETCS L2 routes with driver's cab signaling up to 220 km / h.

In the case of tunnel coverage of ETCS L2 routes, two completely independent tunnel radio systems usually ensure the redundant GSM-R mobile radio supply in the railway tunnel. Two radiation cables are installed in parallel in each tunnel section. The first radiation cable is connected to the tunnel radio system A. The second radiation cable is connected to tunnel radio system B. If the radiation cable of tunnel radio system A fails due to a technical defect, the radiation cable of tunnel radio system B takes over the GSM-R mobile radio supply in this tunnel section.

In order to save costs, the European railway infrastructure operators implemented only a minimal cellular network. According to EIRENE SRS, a minimum GSM-R signal level of -98 dBm is required for optical signaling. Only with the use of an external antenna on the GSM-R mobile radio device is interference-free, high-quality voice and data communication possible in vehicles, even with a very weak signal level of -98 dBm. The permanently installed train radios (CAB radio) and the two EDORs for the EVC are connected to one or more external antenna (s) installed on the car roof. All in -train repeaters used in Switzerland must have a band stop for the UIC frequency band . Due to the band-stop filter, cellular reception from public cellular phone providers (GSM-P) is better with a GSM-R mobile phone in the passenger cars equipped with it than with GSM-R.

Swisscom will cease broadcasting the 2nd generation mobile signal (GSM-P) at the end of 2020. All Swiss public mobile phone providers have similar plans to shut down the 2nd generation mobile network (GSM). It is therefore very likely that GSM-R will be the last Swiss GSM cellular network in operation from 2021. By the end of 2020, all Swiss standard-gauge railway lines must be equipped with GSM-R mobile radio coverage. The digital train radio devices only support the 2nd generation cellular signal (GSM). If there is no GSM-R mobile radio reception, communication via digital train radio will no longer be possible from 2021. Until then, if there is no GSM-R cellular reception, the public GSM cellular network can be used for digital train radio thanks to roaming . The train crew is equipped with mobile phones that enable roaming in the third generation public cellular network ( UMTS ).

France (Réseau ferré de France)

The then French network operator Réseau ferré de France (RFF) awarded a contract for GSM-R equipment to the Synerail consortium in spring 2010 . By 2015 ^[obsolete] , around 14,000 kilometers of route should be equipped with GSM-R as part of the more than one billion euro PPP project . This included operation for 15 years.

Other users

In 1997, the Dutch network operator ProRail initially commissioned a GSM-R feasibility study. Tendering and awarding of the contract followed in 1998 and 1999. Once the system was set up, it was operational from the beginning of 2004.

The Rome – Naples high-speed line formed the nucleus for the Italian GSM-R network. In Italy only a limited band (2 × 2 MHz) was initially available, the remaining frequencies were initially used by other applications.

In Belgium, the GSM-R equipment project started in 2003.

Also in 2003, the Finnish railway authority Ratahallintokekus (RHK) decided to equip all main lines with GSM-R. After the GSM-R equipment, plans are now being made in Finland to replace the GSM-R network with VIRVE , a TETRA -based communication system, by 2018 . Disturbances in the GSM-R network caused by public GSM mobile phone providers and the weakening of GSM mobile phone reception in trains by GSM-R are cited as motives. According to the Finnish government, the costs of continuing to operate the GSM-R network to be expanded are significantly higher than the system change. At the same time, an EU decision on the successor to the GSM-R system should not be awaited. Finland plans to apply to the European Commission for an exemption from the GSM-R equipment requirement. The new TETRA-based communication system has the advantage of using a lower frequency range to achieve a greater range of the base stations. In the neighboring Russian broad-gauge network , the KLUB-U train control system is used, which uses both TETRA-based railway radio and is ERTMS-compatible, so that the same gauge still has the advantage of a common radio standard.

In cooperation with Nortel , Kapsch set up a GSM-R network in the Slovak Republic for the railways (ŽSR) and put it into operation at the beginning of September 2006.

In Slovenia , too , Kapsch and Iskratel will build a GSM-R by 2015 over a distance of 1200 kilometers.

Nokia launched the world's first GSM-R network in Sweden.

In China, GSM-R was in operation or under construction on a total of 2100 km route in 2006. 300 base stations are used on the 1142 km long Tibet Line, at an altitude of up to 5200 m.

At the beginning of 2015, the Spanish infrastructure operator ADIF placed a 339 million euro contract running until 2024 to operate, maintain and modernize the GSM-R network along its high-speed lines.

In March 2016, the contract to set up a GSM-R network in Luxembourg was awarded. The network should be set up in early 2017. Commissioning was finally completed in January 2019.

In East Africa, a number of routes are being considered or planned that will use GSM-R (with ERTMS Regional ) uniformly . The 19 routes considered are in Burundi , Congo , Kenya , Rwanda , South Sudan , Tanzania and Uganda .

Indian Railways plans to expand the GSM-R network from 2,541 km (as of January 2018) to 20,000 km in order to cover the entire core network. It is known as Mobile Train Radio Communication ( MTRC ).

Successor systems

GSM-R is based on GSM, a second generation (2G) cellular standard. UMTS as a third generation (3G) mobile radio standard is generally not used for rail-specific applications. However, there are studies where UMTS has been successfully tested as a component of standardized IP transmissions in the area of ​​branch lines together with other technical means.

Most GSM-R cellular networks are continuously being modernized and already allow the use of packet-oriented data services via the GPRS or EDGE extension. If the GSM-R mobile network supports the GPRS extension, we are talking about a mobile network of the two and a half generation (2.5G). Many GSM-R cellular networks in operation have already been updated to the 3GPP Release 4 standard . With 3GPP Release 4, the core components of the GSM-R cellular network (e.g. NSS and GPRS core components) are provided redundantly and are then set up at geographically different locations.

A 3GPP Release 4 cellular network is an intermediate step to the All- IP network. In the All-IP network, all permanently installed components of a cellular network are connected to one another via an IP network. In the final stage, third-party and neighboring systems (e.g. RBC ) will also be connected to the GSM-R cellular network via an IP network. When the GSM-R cellular networks are modernized, they are usually converted directly to All-IP networks, which reduces a subsequent migration to LTE-R to the changed radio technology area (access network).

LTE-R

The following parts (Section successor system LTE R) appear since 2019 is out of date to be : The Future Railway Mobile Communication System (FRMCS) will be based on 5G and not on LTE (4G). A standard was never developed from the LTE-R concept; only a few countries outside Europe use LTE as rail radio.
Please help to research and insert the missing information .

The usable cell phone frequencies are a precious commodity. Due to the ongoing development of mobile radio technology, the existing mobile radio frequencies can be used more efficiently because the spectral efficiency is improved. Long Term Evolution ( LTE ) is a fourth generation cellular standard (4G, 3GPP Release 8). LTE uses a cellular frequency band 15 times better than EDGE and 4 times better than UMTS Release 6. It is structurally an all-IP network. The rail-specific adaptation of LTE is called LTE-R. It is defined and specified in the Future Railway Mobile Communication System (FRMCS) project . The third World Conference on Rail Transport Telecoms on May 17 and 18, 2017 was dedicated to the transition from GSM-R to FRMCS. Version 3.0.0 of the implementation-independent user requirements specification for FRMCS appeared in January 2018.

LTE-R fulfills the ETCS requirement "Maximum end-to-end transfer delay" on PSD better than GSM-R with GPRS / EDGE. In an interference-free, not overloaded LTE cellular network, a data packet with 32 bytes of user data is transmitted from the transmitter to the receiver in less than 25 milliseconds. LTE-R is already in active operational use outside Europe and replaces both previous analog and GSM-based rail communication. The imminent shutdown of the GSM mobile network (Switzerland from 2020) will greatly increase the maintenance costs for the GSM-R components and thus also accelerate the migration to the next radio technologies. While the PSD to be introduced under GSM-R promote the migration to ALL-IP networks, these data networks are qualitatively stable with the next technical developments. In contrast, due to slow institutional coordination, it is not certain whether the EU will roll out LTE-based radio technology or the already available 5G radio technology.

In Europe, the LTE-R mobile radio signal is expected to be broadcast with a bandwidth of 1.4 MHz within the 4 MHz wide UIC frequency band that is already in use. Similar to the transition to GSM systems, the European rail infrastructure operators must also ensure that rail vehicles are supplied with existing systems in the successor systems. Only when all vehicles are compatible with LTE-R ( network access criterion ) can the rail infrastructure operator switch off the GSM-R cellular network. If the GSM-R mobile radio signal is no longer broadcast, the entire bandwidth can be used according to the UIC standard.

photos

• 

  GPH mobile phone Sagem TiGR 155R

• 

  Sagem TiGR 350R OPH mobile phone

• 

  Cab radio

• 

  Compact GSM-R train radio

• 

  Dual-mode train radio in 19 "technology

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  Emergency button on a cab radio

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  A GSM-R station from the DB.

• 

  The S8002, an outdoor station for GSM-R from Nortel

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  The BS 241-II, an outdoor station for GSM-R from Nokia Siemens Networks

• 

  Redundant antennas for tunnel supply with GSM-R

literature

• Michael Dieter Kunze: GSM-R . In: Jochen Trinckauf , Ulrich Maschek, Richard Kahl, Claudia Krahl (eds.): ETCS in Germany . 1st edition. Eurailpress, Hamburg 2020, ISBN 978-3-96245-219-3 , pp. 90-101 .
• Bernd Kuhlmann: Railway mobile communications: What is, what can GSM-R do? In: Verkehrsgeschichtliche Blätter , Volume 41, No. 4 (July / August 2014), pp. 96–98.

Web links

Commons : GSM-R  - collection of pictures, videos and audio files

Wiktionary: GSM-R  - explanations of meanings, word origins, synonyms, translations

• GSM-R / EIRENE at the UIC
• GSM rail. Matthias Fonfara, archived from the original on March 25, 2010 (private website via GSM-R). 
• Mobile communication network of the SBB
• GSM frequency and provider overview DE, AT, CH, GB
• Maps of GSM-R base stations and antennas (incomplete) in OpenStreetMap: OpenRailwayMap and Overpass query
• UIC FRMCS website

Individual evidence

1. ↑ ^{a b} Albert Bindinger: prospects for an increase in performance in railway operations by modern operations control . In: Deutsche Bahn . tape 68 , no. 7 , 1992, ISSN  0007-5876 , pp. 730-735 .
2. ^ Eduard Murr: Functional further development of the line train control (LZB) . In: Deutsche Bahn . tape 68 , no. 7 , 1992, ISSN  0007-5876 , pp. 743-746 .
3. ↑ ^{a b} Michael Zeilhofer, Karl Schweigstetter: DIBMOF and DEUFRAKO-M . In: Deutsche Bahn . tape 68 , no. 7 , 1992, ISSN  0007-5876 , pp. 747-751 .
4. ↑ ^{a b} Functional Requirements Specification - Version 8.0.0. (PDF; 1.0 MB) In: Website. European Railway Agency , December 21, 2015, accessed January 11, 2018 . 
5. ↑ ^{a b c d e} System Requirements Specification - Version 16.0.0. (PDF; 1.8 MB) In: Website. European Railway Agency , December 21, 2015, accessed January 11, 2018 . 
6. ↑ What is ERTMS? In: uic.org. UIC, April 20, 2009, accessed December 6, 2017 . 
7. ↑ GSM-R challenge and future of digital radio . In: Your train . No. 3 , 2006.
8. ↑ Directive 96/48 / EC of the Council of 23 July 1996 on the interoperability of the trans-European high-speed rail system
9. ↑ GSM-R basic package installed. In: dein-bahn.de. February 12, 2009, archived from the original on April 2, 2009 ; accessed on September 19, 2019 . 
10. ↑ EIRENE approved . In: Eisenbahn-Revue International . No. 9 , 1998, ISSN  1421-2811 , pp. 380 .
11. ↑ The GSM-R network - its components and features. (No longer available online.) In: Deine-bahn.de. February 2004, archived from the original on January 9, 2018 ; accessed on January 8, 2018 . 
12. ↑ Chris Jackson: ERTMS moves on: 'there is no way back' . In: Railway Gazette International . tape 163 , no. 10 , 2007, ISSN  0373-5346 , p. 608 f . (English).
13. ↑ Signaling TSI revised. In: railwaygazette.com. February 12, 2016, accessed April 30, 2016 . 
14. ↑ Regulation (EU) 2016/919 of the Commission of May 27, 2016 on the technical specification for the interoperability of the "train control, train protection and signaling" subsystems of the rail system in the European Union (text of relevance to the EEA) , accessed on 15. June 2016
15. ↑ Overview of the GSM-R technology - system description and network architecture. DB Netz , 2017, accessed on January 13, 2018 . 
16. ↑ Ordinance of the Federal Minister for Transport, Innovation and Technology regarding frequency use (Frequency Usage Ordinance 2013 - FNV 2013). (PDF) Frequency usage plan. December 16, 2018, pp. 139, 141 f. , accessed on June 27, 2019 (Annex 2). 
17. ^ Swiss National Frequency Allocation Plan and Specific Assignments. (PDF) Edition 2019. In: bakom.admin.ch. Swiss Confederation, October 31, 2018, p. 63 f. , accessed on June 27, 2019 . 
18. ↑ Jens Köcher: Cognitive radio as a possible section for FRMCS . In: signal + wire . tape 111 , no. 5 , May 2019, ISSN  0037-4997 , p. 25–33 (The document refers to ECC Decision (EU) 2018/1538).
19. ↑ https://www.etsi.org/deliver/etsi_ts/102900_102999/10293302/02.01.01_60/ts_10293302v020101p.pdf ETSI TS 102 933-2 GSM-R improved receiver parameters; Part 2: Radio conformance testing
20. ↑ EIRENE FRS
21. ↑ http://ssse.ch/sites/default/files/page_images/%3Cem%3EEdit%20Basic%20page%3C/em%3E%20SWISSED14%20Presentations/Ergonomen_SBBTC_SWISSED_mueller%20born_finV1_140901.pdf LISA - User-centered Design for the new. Centered Design for the SBB Shunting Radio (English)
22. ↑ https://www.etsi.org/deliver/etsi_ts/102900_102999/10293302/02.01.01_60/ts_10293302v020101p.pdf ETSI TS 102 933-2 GSM-R improved receiver parameters; Part 2: Radio conformance testing
23. ↑ https://www.etsi.org/deliver/etsi_ts/100900_100999/100910/08.20.00_60/ts_100910v082000p.pdf ETSI TS 100 910 (English)
24. ↑ http://www.comlab.hut.fi/studies/3275/Cellular_network_planning_and_optimization_part5.pdf Cellular Network Planning and Optimization Part V: GSM (English)
25. ↑ https://gsm-optimization.blogspot.ch/2012/09/power-control-overview.html GSM Optimization: Power Control Overview
26. ↑ http://www.ralf-woelfle.de/elektrosmog/redir.htm?http://www.ralf-woelfle.de/elektrosmog/technik/regel.htm Elektrosmoginfo
27. ↑ ^{a b} Functional Requirements Specification - Version 8.0.0. (PDF; 1.0 MB) In: Website. European Railway Agency , December 21, 2015, p. 59 , accessed on January 11, 2018 . 
28. ↑ GSM-R Implementation and Procurement Guide. (PDF; 4.6 MB) In: Website. International Union of Railways , March 15, 2009, accessed January 11, 2018 . 
29. ↑ Radio Transmission FFFIS for EuroRadio. (PDF; 1.4 MB) In: Website. European Railway Agency , June 15, 2016, accessed January 15, 2018 . 
30. ↑ System Requirements Specification - Version 16.0.0. (PDF; 1.8 MB) In: Website. European Railway Agency , December 21, 2015, p. 111 , accessed on January 11, 2018 . 
31. ^ DB Netz AG (Ed.): Ril 859.1001 .
32. ↑ Thomas Hasenpusch: Compatibility measurements UMTS / LTE / GSM -> GSM-R. (PPT; 1.7 MB) In: Website. Conférence Européenne des Administrations des Postes et des Télécommunications , November 21, 2013, accessed on January 13, 2018 (English). 
33. ↑ Assessment report on GSM-R current and future radio environment. (PDF; 637 kB) In: Website. International Union of Railways , July 2014, accessed January 13, 2018 . 
34. ↑ ^{a b} Next Generation of Triorail GSM-R Modules. (PDF; 567 kB) In: Website. Triorail GmbH & Co. KG, D-85276 Pfaffenhofen (Ilm), December 2, 2016, accessed on January 13, 2018 (English). 
35. ^ Co-existence of UMTS900 and GSM-R systems. Retrieved December 18, 2017 . 
36. ↑ Wolfgang Schütz: Coexistence of GSM-R with other Communication Systems - ERA 2015 04 2 SC. (PDF; 2.8 MB) In: Website. European Railway Agency , July 15, 2016, p. 133 , accessed on April 4, 2018 . 
37. ^ Coexistence between GSM-R and 3G / 4G - Systems in the 900 MHz Frequency Band - Swedish View. (PDF; 1.3 MB) In: Website. Trafikverket (Swedish Transport Administration), March 11, 2016, pp. 17-19 , accessed on December 6, 2017 . 
38. ↑ ^{a b} Wolfgang Schütz: Coexistence of GSM-R with other Communication Systems - ERA 2015 04 2 SC. (PDF; 2.8 MB) In: Website. European Railway Agency , July 15, 2016, accessed April 4, 2019 . 
39. ↑ ^{a b} Frank Walenberg, Rob te Pas, Lieuwe Zuchterman: Making progresses towards standardized train control . In: Railway Gazette International . tape 168 , no. 3 , 2012, ISSN  0373-5346 , p. 35-38 .
40. ↑ GPRS-EGPRS guideline. (PDF; 1.6 MB) In: Website. International Union of Railways , February 15, 2016, accessed January 14, 2018 . 
41. ↑ https://cept.org/Documents/fm-56/39460/fm56-17-035_sbb-position-on-the-squeeze-option-for-er-gsm-band SBB Position on the “squeeze” option for ER -GSM tape
42. ↑ UNISIG Subset-093 Version 2.3.0, GSM-R Interfaces Class 1 Requirements UNISIG requirements for GSM-R for ETCS
43. ↑ Study on the introduction of ETCS in the core network of the Stuttgart S-Bahn. (PDF) Final report. WSP Infrastructure Engineering, NEXTRAIL, quattron management consulting, VIA Consulting & Development GmbH, Railistics, January 30, 2019, pp. 92, 286 , accessed on April 30, 2019 . 
44. ↑ ATLAS of ERTMS - Worldwide Implementation 2009. (PDF; 5 MB) In: Website. International Union of Railways , September 25, 2009, accessed April 11, 2018 . 
45. ^ Atlas of ERTMS Worldwide Implementation 2009; As of April 2009. (No longer available online.) Formerly in the original ; Retrieved December 27, 2009 .  ( Page no longer available , search in web archives )  
46. ↑ Kapsch CarrierCom conquers the African market: Large GSM-R project in Algeria. In: APA-OTS original text service. Austria Press Agency , April 12, 2011, accessed on April 11, 2018 . 
47. ↑ ^{a b} Finland to abandon GSM-R . In: Railway Gazette International . tape 171 , no. 2 , 2015, ISSN  0373-5346 , p. 10 (among other titles online ).
48. ↑ ^{a b} Loco pilots to be equipped with Mobile Train Radio Communication system . In: Transportation Monitor Worldwide . 1st January 2018.
49. ↑ Jeremaya Goldberg: Israel Railways to equip network with GSM-R. In: railjournal.com. July 25, 2016, accessed July 31, 2016 . 
50. ^ Société Nationale des Chemins de Fer Luxembourgeois: Rapport intégré 2018. Retrieved on July 5, 2020 (Annual Report of the National Society of Luxembourg Railways, page 17). 
51. ^ Alain Hocke: Building Africa's first LGV . In: Railway Gazette International . tape 168 , no. 6 , 2012, ISSN  0373-5346 , p. 35 ff .
52. ^ Roman DOWN, Gerhard Fritze: The EU test of the GSM-R network of the ÖBB-Infrastruktur AG according to the TSI ZZS . In: signal + wire . tape 108 , no. 6 , 2015, ISSN  0037-4997 , p. 40-47 .
53. ↑ PKP PLK selects 3 final bids for GSM-R implementation on more than 13,000 km of railways. In: railwaypro.com. September 27, 2017. Retrieved October 7, 2017 . 
54. ^ Keith Barrow: Trafikverket reveals 2018–2029 national infrastructure plan. In: railjournal.com. September 13, 2017. Retrieved October 7, 2017 . 
55. ^ ^{A b} Franc Klobučar: Modernizing Slovenia's rail network with effective traffic management systems . In: Global Railway Review . No. 6 , 2019, ISSN  2515-3013 , p. 52-55 .
56. ↑ Slovenia invests in the railway . In: Eisenbahn-Revue International . No. 5 , May 2019, ISSN  1421-2811 , p. 246-248 .
57. ↑ Nick Kingsley: Bringing Prasa into the wireless control era . In: Railway Gazette International . tape 170 , no. 9 , 2014, ISSN  0373-5346 , p. 110-112 .
58. ↑ Press release from Nokia Siemens Networks: Deutsche Bahn AG places NSN order to expand the GSM-R network of the railway ( Memento from May 14, 2012 in the Internet Archive )
59. ↑ Claus Kandels, Klaus-Dieter Wittenberg: The introduction of GSM-R at DB Netz AG - GSM-R as a technical network access criterion . In: Eisenbahn-Revue International , Issue 8–9 / 2004, ISSN  1421-2811 , pp. 345–348.
60. ↑ DB AG starts experiments with ETCS level 2 . In: Eisenbahn-Revue International , issue 4/2002, ISSN  1421-2811 , pp. 186-189.
61. ^ ^{A b} Klaus Burkhardt, Jürgen Eisemann: Technical network operation GSM-R . In: signal + wire . tape 97 , no. 7 + 8 , 2005, ISSN  0037-4997 , p. 12-16 .
62. ^ Message from DB AG: Development of one of the largest digital cellular networks for rail operations . In: Railway technical review . 1999, No. 11, 1999, p. 765.
63. ↑ Notification of the start of ERTMS test operations . In: Eisenbahn-Revue International , issue 5/2001, ISSN  1421-2811 , p. 197.
64. ↑ Martin Henke: GSM-R as network access criterion . In: Eisenbahn-Revue International , Issue 8–9 / 2004, ISSN  1421-2811 , p. 348.
65. ↑ GSM-R shunting radio. In: website. DB Netz , 2017, accessed on January 14, 2018 . 
66. ↑ GSM-R: New world of shunting radio . In: DB Welt , April 2010 edition, p. 10
67. ↑ ^{a b} German Bundestag (ed.): Train radio system GSM-R on the federal railways . Answer of the federal government to the small question of the MPs Matthias Gastel, Stephan Kühn (Dresden), Tabea Rößner, other MPs and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - Drucksache 18/7813 -. tape 18 , no. 8054 , April 8, 2016, ISSN  0722-8333 , p. 2, 3 ( PDF file ).
68. ↑ DB Netz AG, Dr. Reiner Behnsch: GSM-R and ETCS. Overview, status and interfaces . Lecture at the 52nd Railway Technology Conference of the VDEI. Magdeburg, September 6, 2007
69. ↑ Bernd Potthoff, Silvio Döring, Martin Becka, Stefan Lossa: Challenges in the migration from GSM-R to FRMCS . In: signal + wire . tape 112 , no. 3 , March 2020, ISSN  0037-4997 , p. 6–12 ( PDF ).
70. ^ D-Frankfurt am Main: Digital switching equipment . Document 2010 / S 143-220916 of July 27, 2010 in the Electronic Official Journal of the European Union.
71. ↑ Renewal for the GSM-R network . In: DB World . No. 7 , 2015, p. 14 .
72. ↑ GSM-R: Work on the Network Switching Subsystem (NSS) in September 2017. (No longer available online.) In: fahrweg.dbnetz.com. DB Netz, July 2017, archived from the original on October 1, 2017 ; accessed on October 1, 2017 . 
73. ↑ GSM-R: Working on the Network Switching Subsystem (NSS) in October 2017. In: deutschebahn.com. DB Netz, August 2017, accessed on December 23, 2017 . 
74. ↑ Work on the GSM-R network on November 12, 2017 in the southern region. In: deutschebahn.com. DB Netz, September 2017, accessed on October 6, 2017 . 
75. ↑ GSM-R: Work on the Network Switching Subsystem (NSS) in December 2017. In: dbnetze.com. DB Netz, October 2017, accessed on November 1, 2017 . 
76. ↑ GSM-R: Work on the Network Switching Subsystem (NSS) in January 2018. In: dbnetze.com. Deutsche Bahn, accessed December 10, 2017 . 
77. ↑ GSM-R: Working on the Network Switching Subsystem (NSS) in February 2018. In: deutschebahn.com. Deutsche Bahn, December 15, 2017, accessed on December 15, 2017 (was published on December 15, 2017). 
78. ↑ GSM-R: Work on the Network Switching Subsystem (NSS) in March 2018. In: deutschebahn.com. Deutsche Bahn, January 2018, accessed on January 4, 2018 (was published on January 4, 2018). 
79. ↑ Thomas Wüpper: Internal documents prove security deficiencies . In: Stuttgarter Zeitung . February 19, 2016, p. 10 ( online ).
80. ↑ Thomas Wüpper: Dead spots occupy the public prosecutor . In: Stuttgarter Zeitung . February 20, 2016, p. 11 ( online ).
81. ↑ Thomas Wüpper: Bavaria checks the radio network of the railway . In: Stuttgarter Zeitung . No. 43 , February 22, 2016, p. 7 (among other titles online ).
82. ↑ ^{a b} Radio bearer capacity and planning for ETCS. (PDF) (No longer available online.) Archived from the original on February 12, 2016 ; accessed on December 18, 2017 . 
83. ↑ https://cept.org/Documents/fm-56/39460/fm56-17-035_sbb-position-on-the-squeeze-option-for-er-gsm-band SBB Position on the “squeeze” option for ER -GSM tape
84. ↑ ^{a b} ARRANGEMENT between the Electronic Communications Office of the Republic of Latvia and the Administration of the Russian Federation concerning the use of the frequency bands 876-880 MHz / 921-925 MHz for GSM-R systems in border areas. Archived from the original on February 12, 2016 ; accessed on December 18, 2017 . 
85. ^ Bernhard Gschwendtner: Mobile communication in the railway environment . Infrastructure challenges. November 8, 2018, p. 3 (set of slides from a lecture at the Signal & Draht-Kongress 2018).
86. ↑ Infrastructure status and development report 2019. (PDF) Performance and financing agreement II. In: eba.bund.de. Deutsche Bahn, April 2020, p. 124 , accessed on May 17, 2020 . 
87. ↑ Announcement of the guideline for promoting the replacement of existing GSM-R radio modules with interference-free GSM-R radio modules or for the installation of corresponding filters . In: Federal Gazette . May 6, 2019, ISSN  0344-7634 ( online ).
88. ↑ Peter Reinhart: ETCS & Co for "maximum performance". (PDF) A workshop report on the Stuttgart digital node. DB Projekt Stuttgart – Ulm GmbH , November 21, 2019, p. 59 , accessed on November 22, 2019 . 
89. ↑ Marc Behrens, Enrico Eckhardt, Michael Kümmling, Markus Loef, Peter Otrzonsek, Martin Schleede, Max-Leonhard von Schaper, Sven Wanstrath: On the way to the digital node Stuttgart: an overview . In: The Railway Engineer . tape 71 , no. 4 , April 2020, ISSN  0013-2810 , p. 14-18 ( PDF ).
90. ^ Message from SBB: GSM network . In: Railway technical review . 48, No. 3, 1999, p. 176.
91. ↑ Siemens customer magazine "Monitor", March 2003, article "GSM-R - Installation at dizzying heights ( Memento from July 23, 2015 in the Internet Archive )
92. ↑ Cost explosion in SBB's own mobile network ( Memento from September 28, 2007 in the Internet Archive )
93. ↑ GSM-R - SBB's digital mobile radio. Archived from the original on May 18, 2015 ; accessed on December 18, 2017 . 
94. ↑ Railway expansion programs . (PDF) Status report 2019. In: admin.ch. Federal Office of Transport , p. 88 f. , accessed on May 17, 2020 . 
95. ↑ Swiss GSM-R rollout plan
96. ↑ b, c, d, e, / 1 / -1 / null / null / null / D / ProductSearch I-50079, limit values ​​for in-train repeaters for public mobile supply
97. ↑ Intrain-Repeater: band-stop for GSM-R
98. ↑ Swisscom press release of October 8, 2015: Swisscom is equipping its mobile network for the future
99. ↑ Report GSM-R for France . In: Eisenbahn-Revue International , Issue 5, 2010, ISSN  1421-2811 , p. 246
100. ^ Chiel Spaans: Migration to GSM-R in the Netherlands . In: signal + wire . tape 96 , no. 4 , 2004, ISSN  0037-4997 , p. 33-35 .
101. ↑ Alessandro Coraiola, Marko Antscher: GSM-R network for the high speed line Rome-Naples . In: signal + wire . tape 92 , no. 5 , 2000, ISSN  0037-4997 , p. 42-45 .
102. ↑ Amar Aouati: ERTMS / ETCS / GSM-R on the Belgian high speed lines L3 and L4 . In: signal + wire . tape 99 , no. 6 , 2007, ISSN  0037-4997 , p. 31-34 .
103. ^ First GSM-R network in Finland . In: signal + wire . tape 99 , no. 12 , 2007, ISSN  0037-4997 , p. 38 .
104. ↑ Kapsch receives order for GSM-R network in Slovenia Press release from Kapsch dated September 10, 2013, accessed on October 6, 2013
105. ^ Peter Winter: UIC conference for the introduction of the European Rail Traffic Management System . In: Eisenbahn-Revue International . No. 6 , 2006, ISSN  1421-2811 , p. 284 f .
106. ↑ World rail infrastructure market March 2015 . In: Railway Gazette International . tape 171 , no. 3 , 2015, ISSN  0373-5346 , p. 18th f . ( online ).
107. ^ Nokia Networks, Siemens and Thales win 339 million euro contract for high-speed railways communications systems. (No longer available online.) In: nokia.com. Nokia, May 28, 2015; archived from the original on June 17, 2016 ; accessed on June 17, 2016 (English). 
108. ↑ Kapsch CarrierCom wins Luxembourg GSM-R contract. In: railwaygazette.com. March 30, 2016, accessed May 8, 2016 . 
109. ↑ Luxembourg GSM-R rollout completed. In: railjournal.com. January 22, 2019, accessed January 25, 2019 . 
110. ↑ expansion beckons in East Africa . In: Railway Gazette International . tape 172 , no. 6 , 2016, ISSN  0373-5346 , p. 30-33 .
111. ↑ Teodor Gradinariu, Burkhard Stadlmann, Ioan Nodea: Satellite navigation traffic control system for low traffic lines - Actual status and future deployment in Romania. (PDF; 1.6 MB) In: Website. International Union of Railways , February 29, 2016, p. 6 , accessed January 11, 2018 (English). 
112. ↑ Press release: Kapsch CarrierCom is leading Deutsche Bahn into a new technological era on July 28, 2011
113. ↑ GSM-R network modernization. (PDF) Railway Solutions - Performance for a world in motion. (No longer available online.) In: nokia.com. Nokia, September 24, 2014; archived from the original on March 5, 2016 ; accessed on May 8, 2016 . 
114. ↑ GSM-R Network Evolution - ERA CCRCC Lille November 2013 ( Memento of September 24, 2015 in the Internet Archive )
115. ^ Solutions LTE Ground-to-Train for Railways. Nokia Networks, accessed December 11, 2017 . 
116. ↑ Press release: Deutsche Bahn awards contract to modernize the GSM-R network - Berlin, July 14, 2015 ( Memento from September 23, 2015 in the Internet Archive )
117. ↑ LTE and LTE-Advanced fact sheet. (PDF; 870 kB) In: Website. Federal Office of Communications , August 14, 2015, p. 7 , accessed on January 11, 2018 . 
118. ^ Future Railway Mobile Communication System. June 15, 2016, accessed April 11, 2018 . 
119. ↑ 3rd World Conference on Rail Transport Telecoms - From GSM-R To FRMCS. In: website. UIC (International Union of Railways), accessed on December 11, 2017 . 
120. ^ Future Railway Mobile Communication System - User Requirements Specification. (PDF; 2.1 MB) In: Website. International Union of Railways , January 31, 2018, accessed April 11, 2018 . 
121. ↑ Korea's First LTE-Railway Network Starts Official Service Base on Joint Efforts of Samsung and SK Telecom. In: website. Samsung, accessed December 11, 2017 . 
122. ↑ Frank Mademann: System architecture milestone of 5G Phase 1 is achieved. In: website. 3rd Generation Partnership Project , December 21, 2017, accessed January 11, 2018 . 
123. ↑ Coexistence of GSM-R with other Communication Systems - ERA 2015 04 2 SC. (PDF; 2, MB) In: Website. European Railway Agency , accessed January 11, 2018 .