by Josef Doppelbauer, Executive Director for Space for Innovation in Rail, Vienna, 19 March, 2019

1. The Regulatory Perspective Towards
GNSS Adoption in Rail
Space for Innovation in Rail, Vienna, 19 March, 2019
Josef Doppelbauer, Executive Director

2. 2
Background – why Rail Needs to Innovate?
• Mobility and Transport are essential for society and economy
• The transport system needs to be efficient, environmentally friendly,
and non-intrusive
• In order for Rail to play a key role in the transport system of the future,
rail needs to be competitive:
– Make rail more attractive (accessible, comfortable, reliable)
– Take CAPEX and OPEX out
– Become part of the integrated multi-modal transport chain to deliver
"Mobility as a Service (MoaaS)"

3. 3
The Regulatory Context for Rail
• Quality of rail services in Europe depends on
excellent compatibility between the
characteristics of the network and those of the
vehicles
• Performance levels, safety, quality of service and
cost depend upon that compatibility
• Fixed subsystems shall comply with the TSIs and
national rules in force at the time of the request
for authorisation of placing in service
• Vehicles shall comply with TSIs and national
rules in force at the time of the request for
authorisation of placing on the market
• In carrying out their duties and fulfilling their
responsibilities, infrastructure managers and
railway undertakings should implement a
safety management system
Interoperability and Safety

4. 4
Towards Autonomous Trains
Secure Wireless
Communication
(bidirectional)
Control and
Automation
Geographic
Safety Logic
Sensors
Energy
(Battery/Fuel)
Energy density (MJ/kg)
• Batteries < 1
• Gasoline (Diesel) 47,5
• Hydrogen 142
Position
Time
Speed
• Simplification
• On-board becomes
more important

5. 5
Space-based Technology Helps to Decrease
Costs and to Increase the Efficiency of Railways
Odometry
Wheel sensor,
Doppler RADAR, etc.
Balise
Reader
Balises
Odometry
Wheel sensor,
Doppler RADAR, etc.
GNSS
Receiver
Current Systems With GNSS
Less CAPEX and OPEX
The receiver uses
GNSS data to
determine position,
velocity and time
Train positioning is
currently based on balises
mounted at specific
intervals along the railway
track
(massively redundant
system - frequent
reading vs. balise
linking)
Example: Signalling
No trackside infrastructure for positioning

6. 6
ERTMS: Compatibility is Key to Success
Single European
Railway Area
ERTMS
Eliminate barriers between
networks
Establish strong separation
between network and onboard
ERTMS (European Rail Traffic Management System) is a major industrial project
aiming to replace Europe’s different national train control and command systems
with a single, coordinated solution
GNSS technology has the potential to revolutionize ERTMS.
The position (of a train/vehicle) will be ultimately be measured in geographic
coordinates (cross-modal coordination).

7. 7
The Future of Train Operation
Train 2Train 1
safe distance
to go
safe distance
to go
Switch 2Switch 1Speed v1 Speed v2
Wireless communication train to train
TMS
Wireless communication track to train
to other TMSsto other TMSs
Rail is one-dimensional – unlike car or aircraft, no possibility to change course
”Safe distance to go” is braking distance to standstill
With quasi-continuous availability of GNSS signal, safety principles of
rail (fail stop) can be reconsidered (”time to alarm”/failure detection time).
This also makes the system more resilient in degrade mode.

8. 8
Train Dynamics
v
x
Coasting/gliding Deceleration/braking
Speed (km/h) Speed (m/s) D brake (m)* t brake (s)*
350 97,2 9452 194
300 83,3 6944 167
200 55,6 3086 111
100 27,8 772 55,6
40 11,1 123,5 22,2
*) Deceleration 0,5 m/s2
D brake

9. 9
Example of GNSS Requirements for Rail
Source: GRAIL project
In GNSS applications, Rail relies on systems that are not controlled by Rail – need for SLA

10. 10
Technical Challenges for GNSS in Rail
• Time and space dependency of the Signal
• Along-track accuracy and track discrimination (≤ 3 m)
• Multipath Non-Line-of-Sight Interferences
• Degraded performances
• Obscuration (tunnels, deep cuttings, shade of high hills/mountains)
• High latitudes or out of coverage for EGNOS obscuration
GNSS applications in other sectors must be monitored (air, automotive),
these could provide economy of scale for the user equipment

11. 11
We Need to Think Systems
Carbody – 30 years
Bogies – 15 years
Propulsion – 5 to 10 years
Interiors – 5 to 10 years
SW – 1 to 3 years
Average life-time in rail Fixed infrastructure – 100 years
Modularity is vital
Innovation and Interoperability are no contradiction –
there is no innovation without interoperability

12. 12
Compatible Evolution of the ERTMS Onboard
Modularisation vs. Black Box: need to define the appropriate system building blocks and
its associated interfaces

13. 13
The Agency as System Authority for ERTMS
Article 27, Regulation (EU) 2016/796
1. The Agency shall act as the system authority to ensure the coordinated
development of the ERTMS within the Union, in accordance with
relevant TSIs. To that end, the Agency shall maintain, monitor and
manage the corresponding subsystem requirements, including the
technical specifications for ETCS and GSM-R.
2. The Agency shall define, publish and apply the procedure for managing
requests for changes to the ERTMS specifications. To that end, the
Agency shall set up, maintain and update a register of requests for
changes to ERTMS specifications and their status, accompanied by the
relevant justifications.

14. 14
Security
Civil GNSS signals have not been designed to be resilient to intentional attacks such as
spoofing - a common receiver can be tricked to accept a counterfeit GNSS signal.
Galileo incorporates in its service baseline Navigation Message Authentication (NMA)
service to ensure data authenticity, and a Commercial Authentication Service (CAS)
Accurate position, time, and speed are vital for safe train operation

15. 15
Innovation, Interoperability and Safety
Step 1:
Laboratory
evidence
(confined/isolated
areas)
Step 2:
Supervised field
trials
Step 3:
Restricted
deployment
(defined groups of
users in defined
areas)
Step 4:
General
deployment
› Rules vs risk based (TSI OPE vs SMS)
› Design Organisation Approval
› Staged (safety) authorisation
(cf. Cybersecurity)
Innovation allows the mitigation
of hazards
Innovation needs to be supported by regulation
Rail AutomotiveLand Transport Aviation
We need to achieve consistency across modes of transport and mutual recognition