PUBLIC

INTERFERENCES
TO GSM-R
SNCF
Strategy, Innovation, Research & Regulation Department

ERA INTERFERENCE WORKSHOP

LILLE
NOVEMBER 5th, 2012
1
Paris
LONDON
5 mars 2012
January 25, 2012
FACTS (1/4)
Important differences between public and GSM-R operations :
Public operators usually deploy a dense coverage which allows reselection based on quality,
minimizing the impact of interferences. Moreover in the public domain, interferences are to some
extent acceptable by the users (even if not wanted)
GSM-R deployment is linear : at a precise location, the coverage is provided by a single cell
(frequency). If this frequency is interfered, no backup exists. The quality of the transmission link has
a direct impact on railway operations leading to trains disturbance (with ETCS 2) and potentially
safety problems (loss of emergency calls).

The situation on the field today is evolving :

UMTS is being deployed in the 900MHz. Impact of LTE is not yet visible on the field.
Testing has been conducted : UMTS impacts far more GSM-R than GSM (sensitivity to UMTS
emissions can be seen up to 10MHz above the GSM-R band). Compared to the public GSM,
UMTS deployment will cause a higher number of interferences on the field.
Overall, the impact on GSM-R transmission can only be assessed by looking at the cumulated
public signal.
FACTS (2/4)

In support of RFF actions towards the French regulators, SNCF

reacted towards ARCEP and ANFR to point out the specificities of
GSM-R in the context of Railway Operations letter on 15/04/11

on 06/11/11, the ARCEP answered in addition to a cooperative process with the

telecom operators, SNCF shall take measures and precautions allowing it to comply with
its own safety and punctuality objectives !

the ANFR did not answer, which in French legislation means that the request is not
accepted
FACTS (3/4)

A cab radio / EDOR is an onboard equipment containing different components : a MMI, a

core box with the application, a GSM-R transceiver - which is the component affected by
interferences -, antenna and cabling
Radio characteristics of the GSM-R interoperable constituents TODAY in the TSI inherit
from a global radio environment BEFORE introduction of UMTS and LTE in the 900MHz
band.
SNCF cab radio / EDOR programme in France as today :
SNCF has a single provider (consortium of different railway integrator and GSM-R industry
members) and has deployed over 7000 cab radios today and 9500 cab radios by 2014. The
solution deployed today is based on the current TSI.
Our procurement contract of the current cab radio equipments expires in 2015 and only a
maintenance contract is foreseen afterwards. An additional contract will be put in place for
additional deployments / replacements after 2015
FACTS (4/4)

To illustrate the context of GSM-R operations for a Railway Undertaking, a typical software
upgrade of a cab radio / EDOR takes
2 years to specify, develop and validate
2~3 years minimum to deploy on the fleet

Whatever solution would be specified for the on-board (improved GSM-R transceiver or
filtering), we deal here with a hardware modification :
Feasibility assessment may be needed if it involves modifications of the locomotive (external filters
for example)
Rolling out is not a plug and play operation : it will require a specific organisation where vehicles will
be taken out of their service for some hours. 4 to 5 years are foreseen here.
OVERALL the period for improving the situation is long and the costs are high
 CONCLUSION
The following messages shall be heard :
A major step has not been properly handled when allowing UMTS and LTE in the 900 MHz band
(considering coexistence with already deployed GSM-R)
Unavailability of the GSM-R signal will jeopardize railway operations by creating unsafe situations
and production losses
Economical impact on the railway business when trains delays occur

What is needed : a first essential and necessary step is

to define harmonised coordination levels (maximum cumulated public emissions levels at the train
antenna) based on the TSI mobile capabilities
AND
to create a legally binding instrument to be applied by National Regulators

This paves the road to specify harmonised and interoperable mitigation solutions applicable to GSM-R
deployments.

Adapting the GSM-R deployments will generate high costs which cannot be afforded by the
railways. A European migration programme is needed with appropriate funding.
 How to subsidy mobile equipment?
This is not easy!
- The EU rules about subsidising vehicles (EU and state aids) are restrictive (limitation to a rate of 50%)

- In case of national funds, there are big risks of discrimination: will each MS finance its part for vehicles registered in
their NVR? With the same rate?

- The amount is important: even if to-day no technical solution exists yet assessed on the shelves, a first estimation for
the SNCF fleet is several dozens of millions

- SNCF cannot afford to finance such costs. The EU principle is the one who pollutes pays, not the one who is polluted!
THANK YOU FOR YOUR ATTENTION

THANK YOU FOR YOUR ATTENTION !