Ref. Ares(2020)804394 - 07/02/2020

Deliverable D 3.1 Requirement Analysis and Technologies Evaluation for Train’s Wireless Backbone

Project acronym: FR8RAIL Starting date: 01/09/2016 Duration (in months): 24 Call (part) identifier: S2R-CFM-IP5-01-2015 Grant agreement no: H2020 - 730617 Due date of deliverable: Month 18 Actual submission date: 10-04-2018 Responsible/Author: Francisco Parrilla Ayuso - Indra Sistemas SA Dissemination level: PU Status: Final

Reviewed: YES

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Document history Revision Date Description 1 27/11/2018 First draft 2 10/04/2018 First Deliverable for TMT revision

Report contributors Name Beneficiary Short Details of contribution Name David Batista Plaza INDRA First Draft Francisco Parrilla Ayuso INDRA First Draft Marina Alonso INDRA First Draft Adrián Alberdi INDRA First Draft Benjamin Baasch DLR First Draft revision and contribution Julio Galipienzo CAF First Draft revision and contribution Anders Ekmark TRV First Draft revision and contribution Roald Lengu ASTS First Draft revision and contribution Jaizki Mendizabal CEIT First Draft revision and contribution Jon Goya CEIT First Draft revision and contribution

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Table of Contents 1 Executive Summary ...... 7 2 Abbreviations and acronyms ...... 9 3 Background ...... 10 4 Objective/Aim ...... 11 5 Analysis Evaluation of the State of the Art Technologies ...... 12 5.1 State of the Art of Railway Freight Operation ...... 12 5.1.1 Purpose and Scope ...... 12 5.1.2 Objectives ...... 12 5.1.3 Characteristics of the subsystem ...... 12 5.1.4 Characteristics of loading units ...... 13 5.1.5 Characteristics of the rolling stock ...... 14 5.1.6 Transhipment methods ...... 14 5.1.7 Train Integrity ...... 14 5.1.8 Transports systems in the European Union ...... 15 5.1.9 Interoperability in Sweden and Norway ...... 16 5.2 State of Art of Freight Wagons ...... 17 5.2.1 Purpose and scope ...... 17 5.2.2 Objectives ...... 17 5.2.3 Structures and mechanics ...... 17 5.2.4 Gauging and track interaction ...... 18 5.2.5 Brake ...... 18 5.2.6 Environmental Conditions ...... 19 5.2.7 System protection ...... 19 5.2.8 Maintenance practices ...... 19 5.3 State of Art of Wireless Communication Technologies ...... 22 5.3.1 Purpose and scope ...... 22 5.3.2 Objectives ...... 22 5.3.3 Available terrestrial wireless technologies ...... 22 5.3.4 Non-terrestrial technologies...... 39 5.3.5 Long Term Evolution (LTE) ...... 39 5.3.6 Successful Implementation Cases in Railway environment ...... 40 5.3.7 Technologies Comparison...... 42 G A H2020 – 730617 [FR8-WP3-D-ISS-019-02 D3.1] P a g e 3 | 139

5.3.8 Conclusions ...... 44 5.4 State of Art of Wireless Transponder Solutions ...... 45 6 Reference Scenario ...... 52 6.1 Scenario 1: Hannover-Würzburg...... 52 6.1.1 General considerations ...... 54 6.2 Scenario 2: Zurich-Brugg ...... 56 6.3 Scenario 3: Sundsvall-Gavle ...... 57 6.3.1 Description of the line ...... 57 6.3.2 Description of the locomotive ...... 60 6.4 Reference Scenario Description ...... 60 7 Requirement Analysis ...... 63 7.1 Introduction ...... 63 7.2 Proposed Use Cases ...... 64 7.2.1 Use Case 1: Continuous Condition Monitoring On-board Freight Wagons ...... 65 7.2.2 Use Case 2: Automatic Coupler ...... 65 7.2.3 Use Case 3: Cargo Monitoring System...... 66 7.2.4 Use Case 4: On-board Positioning ...... 66 7.2.5 Use Case 5: On-board Train Integrity (OTI) ...... 67 7.2.6 Use case 6: Wayside – On-board monitoring data integration ...... 67 7.3 Beyond the State of the Art ...... 68 7.3.1 UC1: Continuous Condition Monitoring On-Board Freight Wagons ...... 68 7.3.2 UC2: Automatic Coupler ...... 69 7.3.3 Cargo Monitoring System ...... 70 7.3.4 UC4: On-board Positioning ...... 71 7.3.5 UC5: On-board Train Integrity ...... 71 7.3.6 UC6: Wayside – On-board monitoring data integration ...... 72 7.4 User/Business Needs ...... 72 7.5 Top Level Requirements ...... 75 8 Conclusions ...... 76 9 References...... 77 Appendix A. Top Level Requirements Detail ...... 81

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List of Figures Fig. 1: Terrestrial Networks ...... 23 Fig. 2: Throughput of 802.11p and 802.11b ...... 26 Fig. 3: End-to-End Delay of 802.11p and 802.11b ...... 26 Fig. 4: Delivery ratio of 802.11p and 802.11b ...... 26 Fig. 5: AIOTI High Level Architecture ...... 46 Fig. 6: AWN Gateway Architecture ...... 46 Fig. 7: DEWI bubble Architecture ...... 48 Fig. 8: DEWI bubbles ...... 49 Fig. 9: SIP architecture ...... 50 Fig. 10: Hannover-Würzburg route ...... 53 Fig. 11: Ground layout of High-Speed line Hannover-Würzburg ...... 55 Fig. 12: Zürich-Brugg route ...... 56 Fig. 13: Sundsvall-Gavle route ...... 57 Fig. 14: Track on Gavle ...... 58 Fig. 15: Diagram of today's speed for fast trains on the Gävle-Sundsvall route...... 59 Fig. 16: View of the port under construction linked to the freight railway line ...... 59 Fig. 17. Freight Telematic System (FTS) ...... 63 Fig. 18. Wagon On-Board Unit (wOBU) ...... 64

List of Tables Table 1: Typical maintenance interval for various wagon component from a Swedish freight operator/maintenance workshop ...... 20 Table 2: 802.11ah characteristics ...... 25 Table 3: 802.11p characteristics ...... 27 Table 4: 802.15.1 Bluetooth characteristics ...... 28 Table 5. 802.15.4 ZigBee characteristics ...... 29 Table 6. IEEE 802.15.4 6loWPAN ...... 30 Table 7. 802.15.4 Thread characteristics ...... 31 Table 8. 802.16 WiMAX characteristics ...... 32 Table 9. Z-Wave characteristics ...... 33 Table 10. ANT characteristics ...... 34 Table 11. NB-IoT characteristics ...... 35 Table 12. LoRaWAN characteristics ...... 36 Table 13. Sigfox characteristics ...... 37 Table 14: Symphony Link characteristics ...... 38 G A H2020 – 730617 [FR8-WP3-D-ISS-019-02 D3.1] P a g e 5 | 139

Table 15. Technologies characteristics comparison ...... 43 Table 16: Typical frequencies for transponder systems ...... 47 Table 17 Hannover–Würzburg scenario’s parameters ...... 53 Table 18 Hannover–Würzburg scenario’s parameters ...... 54 Table 19 Hannover–Würzburg scenario’s parameters ...... 54 Table 20: Hector train characteristics ...... 60 Table 21: Composition of different wagons in Hector rail ...... 60 Table 22: UC1 Innovation 1: Add-on application to existing vehicles ...... 68 Table 23: UC1 Innovation 2: Real Time wagon condition monitoring ...... 69 Table 24: UC2 Innovation 1: After completing a service coupling ...... 69 Table 25: UC2 Innovation 2: After an accidental uncoupling ...... 69 Table 26: UC2 Innovation 3: Service uncoupling ...... 69 Table 27: UC2: Innovation 4: Trainset composition ...... 70 Table 28: UC3 Innovation 1: Cargo Status Tracking ...... 70 Table 29: UC3 Innovation 2: Logistics Predictive Planning ...... 70 Table 30: UC4: Innovation 1: Stand-alone positioning ...... 71 Table 31: UC4: Innovation 2: Collaborative positioning ...... 71 Table 32: UC5: Innovation 1: Reduced OPEX time and costs ...... 71 Table 33: UC5: Innovation 2: Automatic and Continuous OTI ...... 72 Table 34: UC6: Innovation 1: Wayside – on board monitoring data integration ...... 72

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1 Executive Summary

One of the most important goals of ‘Telematics & Electrification’ Work Package (WP3) is aimed to demonstrate how Wireless Senor Networks (WSN) can provide new functionality and provide added value to freight railway transport.

A wireless infrastructure is believed to be the best option to avoid high complex and expensive wired networks installations over the trains, which do not produce dynamic, flexible and configurable compositions.

Telematics technologies will provide essential input information for different applications such as condition based and predictive maintenance, logistic services, traffic management, real time network management and intelligent gate terminals.

The development of a wireless communication backbone infrastructure along freight trains will provide seamless on-board communications services for sensors, actuators part of telematics applications providing new services for both wagon and cargo monitoring applications. This report gives an overview of the state of the art of existing technologies (including current freight operations, freight wagons and wireless backbone infrastructure).

This document will also establish an exhaustive analysis of the requirements of WSN technology with special focus on specific requirements taken out from railways freight transport needs, focusing on using low-power communication protocols with required bandwidth for on-board applications.

The needed WSN requirements will be the basis to implement applications, such as automatic train set-up functionalities and other applications to provide information about the train (train integrity and End of Train) to the Traffic Management System. This technology will be easily and cost-effectively deployed over freight rolling stock, without creating special requirements, therefore maximizing market uptake of the solution.

Based on this, this document is structured through the following chapters: - Introduction: In this section, the content of the work is included: objectives, inputs available, expected main results and links to other WPs of FR8RAIL project and to other projects. - Analysis Evaluation of the State of the Art: In this section the state of the art of railway freight operation, freight wagons and wireless communications technologies are introduced. For the communication technologies, the different characteristics of each Communication protocol are presented. - Reference Scenario: The different real scenarios that will be used throughout the document as a base for the analysis and evaluation are described.

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- Requirement Analysis: This section presents the process followed towards the definition and analysis of the requirements. For this process, first Use Cases were specified. Then, from these Use Cases, Business and Operational needs were extracted. Finally, the analysis of these needs produces the Top Level Requirements of the wireless communication backbone of the freight train. - Conclusions: Final conclusions are drown from the previous sections.

Keywords: WOBU, WSN, OTI, WMS, CMS, FREIGHT OPERATION, USE CASE, BUSINESS NEEDS, REQUIREMENTS, STATE OF THE ART, COMMUNICATION TECHNOLOGIES

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2 Abbreviations and acronyms

Abbreviation / Acronyms Description ACL Access Control List AES Advanced Encryption Standard AFH Adaptive Frequency-Hopping AP Access Point BN Business Needs BSS Basic Service Set CMS Cargo Monitoring System DB Deutsche Bundesbahn DSB Danske Statsbaner EoT End of Train FTS Freight Telematic System ICGE InterCargo Express (ICGE) IND Indra Sistemas SA IoT Internet of Things IP Innovation Program ISM Industrial, Scientific and Medical ITS Industrial, Scientific and Medical MAC Media Access Control MCS Modulation and Coding Scheme LOBU Locomotive On-Board Unit OBSS Overlapping BSS SPU Sensor Processing Unit TD Technology Demonstrators TIM Traffic Indication MAP TGV Train à Grande Vitesse TMS Traffic Management System TMT Technical Management Team TSI Technical Specification for Interoperability UR User Requirements V2I Vehicle to Infrastructure V2V Vehicle to Vehicle WAVE Wireless Access in Vehicular Environments WMS Wagon Monitoring System wOBU wagon On-Board Unit WP Work Package WPAN Wireless Personal Area Network WSN Wireless Sensor Network WSPS Wheel Slide Protection System

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3 Background

The present document constitutes the Deliverable D3.1 “Requirement Analysis and Technologies Evaluation for Train’s Wireless Backbone” in the framework of the S2R FR8RAIL WP3 of IP5, Task 3.1.

Evaluation of several Wireless Communication Technologies, Railway Freight Operation and Wagons and evaluation of reference scenarios build the basis for this deliverable. Contributions from railway mobility and logistics service providers and suppliers of railway equipment are an integral part of this deliverable.

All other deliverables of WP3 ‘Telematics & Electrification’ are connected with this report. This deliverable describes the “state of the art” and identifies the requirement analysis and technologies evaluation for train’s wireless backbone. Existing synergies within Shift2rail, with IP2 TD2.5 (On Board Train Integrity) will be used, and in following stages the development of specific application of wireless-backbone technology for on- board EoT solution is envisaged. IP2 WP3 (Adaptable Communications) and IP2 WP7 (Smart Wayside Objects) are aligned with the study of the State of the Art communications protocols detailed in chapter 2. WP3 is closely allied with WP6 ‘High level System architecture and integration’ and WP2 ‘Condition based and Predictive Maintenance’. WP3 has full relation with the Open Call project INNOWAG too.

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4 Objective/Aim

The objective of WP3 is the definition of the requirements of telematics technologies (including hardware, software and algorithms), which will provide essential input information for different applications such as condition based and predictive maintenance, logistic services, traffic management, real time network management and intelligent gate terminals.

The development comprises mainly a wagon On-Board Unit, different modules of a wagon and cargo monitoring system for maintenance and logistic purposes, systems for on board and wayside communication. In this deliverable the wOBU development will be analyzed. The wOBU will be the basis for being able to implement applications, such as automatic train set-up functionalities as well as a technical solution to provide information about the train to the Train Control and Monitoring System (TCMS).

In advance, the objectives will be the choice of a suitable hardware (such as sensors, communication technologies) based on an existing prototype provided by PJM, the development of algorithms and big data analysis, the implementation and the testing of the prototypes.

The main results are the safety-related requirements in the design process of proposed wireless- backbone infrastructure. They will facilitate the later adaptation of the wireless backbone technology to more specific safety requirements coming from specific safety-related applications.

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5 Analysis Evaluation of the State of the Art Technologies

Along this chapter, a basis for exploring the State of the Art of Railway Freight Operation, Freight Wagon and Wireless Communication Technologies is introduced. The outcomes of the study are used for reference scenarios and to highlight the innovations introduced through the development of the wOBU. These results are presented in Chapter (Chapter 6.3: Beyond the State of the Art). 5.1 State of the Art of Railway Freight Operation

5.1.1 Purpose and Scope In this subchapter a deep state of art review of current Freight Operation is performed. The state of art will provide the framework for the reference scenarios.

5.1.2 Objectives The objectives of this section are:

 To describe technical and functional specifications of the subsystem  To analyse specific loading units and rolling stock  To introduce transhipment methods  To identify current train integrity solutions  To analyse the rail transport system in the European Union  To describe the interoperability in Sweden and Norway

5.1.3 Characteristics of the subsystem The information contained in this section has been extracted from the Technical Specification for Interoperability (TSI) relating to the operation and traffic management subsystem (1). This section establishes the functional and technical specifications of freight operation in the European Union. The specifications of freight operation are composed of specifications relating to staff, specifications relating to trains and specifications relating to train operation.

5.1.3.1 Specifications relating to staff The railway undertaking operating the train supplies the driver with “Driver’s Rule Book” that has complete documentation in order to explain the necessary procedures for operation in normal and in emergency situations and the procedures of the rolling stock used on the route. The railway undertaking must also provide information (rules, procedures, rolling stock characteristics, etc.) to all members of the staff (within the train or not) who are involved on safety-critical tasks, both in normal and emergency operation modes. Relating to infrastructure manager’s staff responsible for authorising train movements, the railway undertaking must provide the “Book of Forms and Communication Principles” in order to ensure safety-related communication between infrastructure manager’s staff and train crews. G A H2020 – 730617 [FR8-WP3-D-ISS-019-02 D3.1] P a g e 12 | 139

5.1.3.2 Specifications relating to trains The railway undertaking must ensure that the visibility of an approaching train must be clear and recognizable, relating both front end and rear end. The specific rules for freight trains crossing a border between members of European Union comprise the next elements:

 Two steady red lights, or  Two reflective square plates with white side triangles and red top and bottom triangle.

For trains not crossing a border, each Member State must notify the Commission which rules apply on its network. These specific rules must also include the specific rules for trains crossing a border. Relating to train audibility, the railway undertaking must ensure properly a working audition of the warning devices which indicates the approach of the train. These devices must be within the driver's reach. Relating to train composition, the following elements shall be taken into account:

 The wagons must be fit to run at the operational speed of the train.  The combination of vehicles composing the train must satisfy the constraints of the route.  Weight and kinematic gauge must be within the maximum permissible for the route and axle load requirements must be complied.

The transport of dangerous goods must be supervised by the railway undertaking taking into account the provisions specified in Directive 2008/68/EC of the European Parliament (2).

5.1.3.3 Specifications relating to train operation In degraded operation, users and train drivers must be informed of any situation that avoids keeping the required safety level. The railway undertaking must also have contingency plans to reduce the decreasing of safety levels. During the emergency operation mode, the system must be able to inform drivers, staff and rail workers about the correct measures to manage emergency situations (like collision avoiding, incidents involving dangerous goods, derailment possibilities, …) and restore the line to normal operation.

5.1.4 Characteristics of loading units First of all, there are several factors which influence the size of a load unit, like maximum size of individual items, the available space on rail wagons, etc. The Centre for Railway Technology describes in the report about high-speed rail freight (3) two different types of loading units: rolling bins and air cargo loading units. Rolling bins are loading units which dimensions do not exceed 1040x920x1435 mm (WxDxH) with G A H2020 – 730617 [FR8-WP3-D-ISS-019-02 D3.1] P a g e 13 | 139

capacity for 500 kg. This kind of loading unit allows manual handling and it is possible to couple together several bins in order to make load/unload operations more efficient. Air Cargo loading units do not have a standardized dimension. Unlike rolling bins, air Cargo loading units are not equipped with wheels. Rolling floors are used to make the loading unit movement easier. There are two main types of air cargo loading units: air cargo pallets and air cargo containers.

5.1.5 Characteristics of the rolling stock There are two main types of rolling stock vehicles for high speed rail freight (3).

 Wagons coming from typical freight car constructions, which are designed for speed up to 160-200 km/h. At high speed, the rolling stock performance is limited by the running gear and braking technology.  Vehicles coming from passenger rolling stock and adapted to carry freight.

An in depth analysis of the State of the Art of the freight wagon working at the maximum standard speed (120km/h) can be found in the following section.

5.1.6 Transhipment methods In order to optimize the loading/unloading operation, which represents a critical moment in the transport chain (3), and the processes attached to the freight route, transhipment (shipment of goods or containers to an intermediate destination, then to yet another destination) methods must be defined for each specific route. All these processes must be reliable, quick, safe and cost- efficient. According to the automation level, transhipment methods can be manual, semi- automated or automated.

5.1.7 Train Integrity The train integrity in the mid-19th century was achieved by a visual inspection of the train at each block section exit to check that the last vehicle carried an end of train marker (often a red lamp). This method was relegated to the history book long ago. The system relied too much on the human interaction (4) to check the integrity. The next iteration was the use of train detection systems (TDS). This On Track equipment is still used today in most railway operation.

 Axle counter: An axle counter (5) is a device on a railway that detects the passing of a train between two points on a track. It detects the passing of a train by counting the number and direction of the passing axles across the system. This stablishes the Train Integrity at the interlocking level.  Track circuit: A track circuit system (6) is a subsystem of the interlocked railway operation that ensures the integrity of the passing train by locking different moving blocks where a presence was detected.

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The conversion of the European railway environment towards the ERTMS system level three. With this new paradigm, the On Track equipment has to disappear. Is at this point when the On Board Train Integrity (OTI) comes into play. To be able to increase the capacity of the Freight Lines the integrity of the train has to be determined without On Track equipment. The first On Board Train Integrity devices used consists of a cable loop across the length of the train. A worker must place a cable loop over the complete composition looping around the End of Train. This causes long OPEX times and costs.

5.1.8 Transports systems in the European Union In this subsection, different examples of transport systems in European Union (3) are analysed in order to give a first approach about the state of the art of freight operation in several countries. 5.1.8.1 Sweden In Sweden, there are two main uses for freight rail operations: • Dedicated mail for the Swedish post office • Express parcel service

The Swedish mail train network consists of a line from Stockholm which bifurcates into three branches to Sundsvall, Gothenburg and Malmö. 5.1.8.2 Denmark In Denmark, the mail trains reach a maximum speed of 140 km/h, which implies that they cannot be considered high-speed (>=160 km/h). Each boogie has a loading capacity of 32 tonnes of 63 wheeled mail containers. The railway undertaking (DSB) runs 70 mail trains among seven terminals along Denmark rail network.

5.1.8.3 France TVG Postal manages the freight rail operations in France. At the beginning (1997), the top speed was 160 km/h, but it increased to 200km/h in the following years. The freight trains consist of BB 22200 locomotives equipped with speed limiters and covered bogie wagons with sliding walls. 5.1.8.4 England The rail plan for England covered an amount of 65 mail trains, from London to Glasgow, Edinburgh, Norwich and Tonbridge. The rail network comprises 45 stations and all terminals are electrified. The kind of load units mainly used are York-container, a universal rolling bin. 5.1.8.5 Germany InterCargo Express (ICGE) express freight trains was introduced by the Deutsche Bahn for intermodal traffic. Each train has a loading capacity of 900 tons and the average speed is about 130 km/h. Load losses occur mainly around the terminals. However, the traffic is highly reliable and punctual. DB Cargo guarantees a punctuality of 94%.

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5.1.9 Interoperability in Sweden and Norway International passenger and international freight services outside the corridors are coordinated between countries that have cross-border traffic. For Sweden, it means Malmbanan / Ofotenbanan, the border lanes of southern Norway, Haparandabanan and the Öresund traffic. Malmbanan is our heaviest transported railway and one of Sweden's most important railways for transport of people and goods. Iron-ore trains freight run on the 50-mile stretch between Boden and Riksgränsen and on to Narvik in Norway. Malmbanan is the only railroad in Sweden that allows 30 tons of axle load, which means 8 600 tonnes of heavy and 750 meter long trains with a total of 68 cars. Between Kiruna and Narvik, there are a total of 22 ore trains per day in both directions and between Malmberget and Luleå ten trains a day. The northern circulation (Kiruna-Narvik) carries 15 million net tons of ore per year. The demand increases with longer and heavier trains on the stretch. Since Malmbanan is single- track, the railways have a central role to play in ensuring that traffic is in good capacity. The discussion to build a railway track started in 1898 and it was officially opened on November 15, 1903. Luossavaara-Kiirunavaara Aktiebolag (LKAB) has been charged with high transport costs in relation to its competitors, so it has been anxious to manage the traffic on its own. In 1993, it was allowed to take over traffic rights. A few years later, SJ and NSB operated the traffic as contractors for LKAB, but in 1996 it was completely transferred by LKAB's subsidiary Malmtrafik in Kiruna AB (MTAB). This company, in turn, has a Norwegian subsidiary (MTAS) for the traffic on the Norwegian side. Norwegian Ofotbanen A / S ran a time during the 21st century trains on both the Norwegian and Swedish sides of the track, including here with the Norwegian diesel locomotive type Di3. It has length of 18600 mm with 102 tonnes weight of 1305kW power. There are two versions of which they can go up to speed of 105 km/h and 143 km/h. There are other locomotives running in the same route mainly SJ Rm with 3x36,00 kW and IORE with 2 x 5400 kW. Recently, a new locomotive with axle load of 32.5 tons compared to previous train to increase capacity. A project has also been started together with LKAB and Bane Nor (Norwegian Transport Administration) to investigate the possibility of increased axle load on the Kiruna-Narvik route. During the initial times, there were several regulations between LKAB and Ban Nor. When the trains are crossing the border, they have to have border checkup with signing the papers. In addition, there are different communication systems at those times, and hence, trains are equipped with both systems (Di3). Drivers also need to train on both types of locomotives and communication systems. The maintenance works under each country was carried out separately that makes even more complex. This was changed after 1990s where both operation and infrastructure side was divided within LKAB. Afterwards, the locomotives and the infrastructure were assigned with same electrical systems, and equipped with GSM. It was first implemented by Trafikverket and then by Ban Nor. Now, there are no issues in training the drivers as both operate seamlessly. The maintenance G A H2020 – 730617 [FR8-WP3-D-ISS-019-02 D3.1] P a g e 16 | 139

works on both countries are seamlessly coordinated for better operations. This is also one of the part of long term strategies to ensure better operations and maintenance of infrastructure and rolling stock because of future potential in this line.

5.2 State of Art of Freight Wagons

5.2.1 Purpose and scope The information of this section has been extracted from the Technical Specification for Interoperability (TSI) on the Freight Wagon Subsystem (7). This section will show the different standards used for the design of the Freight Wagons. This sets the basis covered by every Freight Wagon used in European Railways. From this, every country can develop stricter rules to control the Freight Wagons. This State of the Art will set the basis for developing Reference Scenarios in the next session. This basis will be applied to every Freight Wagon mentioned on them. All of these Wagons will follow at least this standard.

5.2.2 Objectives The aims of this section are:

 Identify current Freight wagon technologies.  Characterize these technologies.  Set the technological basis to set the reference scenarios. From these technologies the best fitting ones will be selected to conform the basis on which the reference scenario will be built.

5.2.3 Structures and mechanics The coupler is the mechanical interface between the units conforming a train. It is responsible for transmitting tractive and compressive forces between wagons, but also should allow curve inscription and sometimes it is responsible for coupling the Brake Pipes. However, the most common type of pneumatic coupling is the manual coupling of the Brake Pipes, by means of the air chocks, located at the ends of the wagon. Most of the current fleets are provided with the Screw Coupler. This is an old classic device that requires manual operation for coupling and uncoupling. It is based on a chain that is fixed to a hook on the other wagon. A screw device is responsible for tightening the connexion, to reduce mechanical play. Most of the existent wagons in Europe, are provided with the so called UIC tunnel. This is a provision in the carbody, to allocate the future central buffer coupler. This space is left on both sides of the wagon structure, and sometimes includes an opening on the headstock. For wagons equipped with the standard UIC Screw Coupler, this provision is empty. The future central buffer

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coupler will allocate its draftgear inside this tunnel, and the coupler head will be fixed to it, leaving only the coupler head outside of the wagon structure. The coupler draftgear is the element responsible to fix the coupler head to the wagon structure. It provides axial elasticity to reduce the impact levels transmitted between wagons, and thus, the risk of derailment. Some coupler heads are provided with autocentering joints. This system requires a geometry of the coupler head and the draftgear, and is used to minimize the risk of derailment or climbing. When the vertical offset between coupled wagons is high, during braking, the autocentering joint introduces a centering moment, opposing to this offset. UIC considers provisions on the wagon to allocate the coupler suspension. This is the elements used to keep the coupler head horizontal, absorbing vertical impacts. According to the UIC, the wagons could use suspension type 1 or 2. UIC considers the installation of bars, at both ends of the wagon, parallel to the headstock, ending at both lateral sides of the wagon, to allocate manual levers that will be used for the manual uncoupling mechanism of the central buffer coupler. This reduces the risk of damage to the operating staff, because removes the need to enter the area between wagons. All these systems must be able to resist the, external or internal, forces involved on the normal operation of the wagon. These are defined on the 5th amendment of the EN 12663-2:2010 (8). Toughness is defined as not producing cracks, permanent deformations, or failures. The integrity of the unit must be determinable from the outside of the wagon at a glance. This includes covers, doors, hatches, etc.

5.2.4 Gauging and track interaction This refers to the calculation of the designs applied to the rolling stock system, the Freight Wagons in particular. The conformity between the reference profile shall be stablished by the kinematic method described in EN15273-2:2009 (8). The wagons must be compatible with one or more Train Detection Systems (Track Circuits, Axle Counters, or Loop Equipment). The freight wagon must ensure safe running on twisted tracks. All these must provide the same level of safety at the maximum speed of the line. The axle shall ensure the transmission of forces and torque in accordance with the area of use. In case the axle allows the gauge variation it shall ensure the safe locking of the wheels and of the corresponding brake equipment. This must be for automatic and manual gauge variations.

5.2.5 Brake The function of the train brake system is to ensure that the train can be slowed, stopped or immobilised in a flat area or in a slope. With The factors to inform about the breaking power the braking power, the available adhesion and some train parameters, the braking performance can be determined. The brake must have three functional statuses: G A H2020 – 730617 [FR8-WP3-D-ISS-019-02 D3.1] P a g e 18 | 139

 Continuous, brake release or application is controlled from a centralized location (loco).  Automatic, all units must brake when the control channel from the centralized location applies the brake.  Disengageable, when the wagon is isolated, the brake must be activated. This applies to the Service (speed reducing and stopping) and Parking (immobilization) brakes. To ensure these minimum braking requirements, the braking equipment must be able to perform an emergency brake without losing braking performance due to thermal or mechanical effects. The Wagon must have a Wheel Slide Protection System (WSP) to control the braking performance during difficult braking (slope, hard conditions).

5.2.6 Environmental Conditions The Freight Wagons must be designed to ensure the operation at least in one of the next temperature ranges: [-25 40], [-40 35], or [-25 +45]. The Wagons compliant with the second temperature range must also be able to work on a more severe ‘snow, ice and hail’ conditions.

5.2.7 System protection The system has to ensure the fire safety. This includes, fire prevention and fire spreading limitation. The electrical installations and equipment of any unit shall be designed so as to protect persons from electric shock. To ensure this, the impedance between the Wagon and the Rail must be low so that the voltage difference is not hazardous. The Wagons must allow the placement of reflection panels on the last wagon. This panels must be placed below 2000mm above the Rail.

5.2.8 Maintenance practices The technical files comprise some general documentation, the maintenance design justification and the maintenance description file. The general documentation includes drawings and descriptions of the wagon and its subsystems, requirements related with the maintenance, and configuration files. The maintenance design justification includes precedents, principles and methods used to design the maintenance plan, limits of the Wagon, other important maintenance data, and tests performed on the Wagon. The maintenance description file describes how the maintenance of the Wagon can be conducted. Including, tests, corrective and scheduled maintenance activities. Maintenance programs are systematically designed to assure a well-functioning, dependable and safe rail freight system. In order to achieve this, maintenance service providers together with freight operators try to work out an optimum combination of different maintenance policies. These policies include: G A H2020 – 730617 [FR8-WP3-D-ISS-019-02 D3.1] P a g e 19 | 139

 Corrective maintenance: This include, remedial actions (such as repair, replacement) to restore a failed component, sub-system, assembly or module.  Predetermined maintenance: This include all actions that carried out at fixed interval (kilometer based, calendar time-based, mission-based or even usage intensity based. Example, of such actions is manual inspection by maintenance personal, wheel turning at specified vehicle kilometer.  Condition based maintenance: This include all actions that are triggered based on condition monitoring of certain characteristics. Intervention for the system are prompted when thresholds of the monitored characteristics are reached. On-board or way side monitoring technologies and computer-based management systems are vital elements to the successful implementation of this policy.

The preventive maintenance strategy is predominantly predetermined maintenance based on different work intervals. The intervals usually last between three and six years, while component maintenance is often kilometer-based, see ¡Error! No se encuentra el origen de la referencia.. During a maintenance check, preventive maintenance occurs where the service provider restores the functionality of the freight wagon sub-systems. In addition, before the scheduled work starts, a fault-finding inspection will be carried out to detect any condition anomaly that is not included in the scheduled work, but important for the reliable and safe operation of the wagon. Generally, for freight wagon maintenance, wheel maintenance takes the biggest costs. Wheel maintenance can amount up to 50% of the total maintenance (9).

Component Maintenance action Interval (km)

Wagon Inspection 80 000 Drawgear Control 250 000

Frame Control 500000

Brake system Control 75000

Wheel Control 30000

Drawgear Overhaul 75000 Bearing box Overhaul 800000

Bogie Overhaul 1000000 Brake system Overhaul 1000000

Wheel Overhaul 200000

Table 1: Typical maintenance interval for various wagon component from a Swedish freight operator/maintenance workshop (7)

A state of the art approach to freight wagon maintenance is predictive maintenance with effective condition monitoring systems. The condition monitoring systems of railway vehicles can be divided G A H2020 – 730617 [FR8-WP3-D-ISS-019-02 D3.1] P a g e 20 | 139

into two different types based on their placement; wayside monitoring systems and on-board monitoring systems. Further, they can be classified either as reactive or predictive based on the principle and philosophy of their operation. The reactive systems are used to detect and identify component in its faulty state after failure occurrence. They give lagging indications for non- performance or performance deviation of different components. The predictive systems give leading indications of impending failure of a component and provide possibilities for predictive analytics and proactive maintenance. Most of the condition monitoring systems for railway vehicles are focused on the wheel and bogies since these are the critical parts that have the largest impact on the overall vehicle performance and are also the major cost drivers.

Predictive systems are capable of measuring, recording and trending the ride performance of vehicles and condition characteristics of railway vehicles. From the collected information, it is possible to analyze the condition of the equipment to predict possible failures that may occur in a near or distant future. This makes it easier to plan maintenance activities ahead and also to utilize the equipment in a more efficient way. Some examples of such systems and detector technologies are:  Acoustic bearing detector: The development of the acoustic detectors arose out of the limitations of the Hot Box detector and a need for a more predictive system to monitor the health of the bearings. There are different systems using a set of microphones that are located at the side of the track to detect and record the acoustic signature of the axle bearings on vehicles passing at normal track speeds.  Vehicle performance monitoring/ Wheel condition monitoring: Useful for monitoring the performance of the vehicles, bogies and the individual wheelsets on the track and for the detecting defect such as lateral displacement, hunting and excessive angle of attack. There are systems using the contact forces as well as non-contact monitoring systems. The contact systems are often based on strain gauges and/or accelerometers, and can measure the forces (lateral and vertical) that the vehicles induce into the track the wheel/rail force. This makes it possible to identify vehicles with a high lateral-vertical force (L/V) ratio that are at risk of causing a derailment. The non-contact systems often use lasers and vision technology. An example of non-contact technology is Truck/Bogie Optical Geometry Inspection. The system uses an optical monitoring system, laser and a camera to measure the position of the wheelsets, the angle of attack, hunting behavior and the lateral position of the wheels in relation to the rail.  Wheel condition monitoring: The significant impact of wheel-rail interface on the entire performance of railway systems makes the monitoring of wheel condition very important. Wheel condition monitoring includes assessment of wheel profiles, wear, cracks and other anomalies. Wheel profile monitoring can be done using contact system such as Miniprof or automated wheel profile measurement systems (WPMS). A typical WPMS consists of four units one on each side of each rail. These units contain a laser, a high-speed camera, and an electronic control system. When a train passes the units, the wheel triggers a sensor and the protection cover opens, the laser beam starts to shine, and then the camera takes pictures of the laser beam projected onto the surface of the passing wheels. These pictures are thereafter processed and the different profile parameters indicating the conditions of the wheel are estimated.

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 Non-destructive examination (NDE) technologies: Non-distractive examination methods, such as ultrasonic, eddy current testing, magnetic particle testing, die penetration testing can be used to identify cracks (surface and sub-surface) and defects in vehicle components. Mainly ultra sound scanning is useful in identification of fatigue cracks in under frames and axels.  Vision technologies: Vision technology can be used for monitoring in a large amount of applications such as break pad inspections to get an automated inspection process. It can also be used for detecting faulty springs, axles, missing end cap bolts, faulty handbrakes, under frame cracks and deficiencies, buffer faults, air pipe connection faults and coupler faults.

5.3 State of Art of Wireless Communication Technologies

5.3.1 Purpose and scope The purpose of this section is to form a basis for exploring and developing technical means using radio communication technologies in order to enable wireless communication along freight trains. That technical means will be able to provide seamless on-board communications services for sensors, actuators and telematics applications installed on rolling stock and wagons of train compositions. Therefore, it will provide added-value services for both wagon and cargo monitoring applications. Wireless Sensor Network (WSN) technology will be deeply analysed and specified with special focus on specific requirements taken out from railways freight transport needs, focusing on using low-power communication protocols with required bandwidth for on-board applications. The scope of the chapter embraces following areas: type of wireless technology including its characteristics, type of technology operator and necessary requirements for practical use and deployment.

5.3.2 Objectives The aims of this section are to:  Identify available moving and point to point wireless technologies  Characterize them from the point of view of performance and general applicability  Describe their advantages and disadvantages for freight application

Based on the analysis, the main goal is to propose the candidates from the listed wireless technologies which provide smart auto-configuration and self-discovering services to settle those special needs of freight trains, mostly related with dynamic and variable train compositions.

And when selected in future developments, the second goal is to identify the means and processes necessary to successfully apply them for the mentioned purpose.

5.3.3 Available terrestrial wireless technologies In the following paragraphs available standardized wireless technologies are described in detail.

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Only those which could satisfy the expected requirements (included in sections 2.1 and 2.2), are characterized in higher detail.

5.3.3.1 Communication application areas In order to do a valuable analysis, it is essential to understand what the application area and the Use Cases are.

The main application areas for freight data transmission are:  Metropolitan networking  Country-wide and international networking  Industrial control networking  Monitoring and measurement data acquisition  Intelligent Transportation Systems – ITS  Internet of Things – IoT

5.3.3.2 Data rate and ranges of wireless technologies The next figure shows the range of the wireless technologies in relation to the available data rates. Based on this figure the most appropriate technologies are then described in more detail. Those technologies which provide sufficient range and fulfil high train speed requirements will be considered. These requirements are:  350km/h maximum speed  27.5m maximum wagon length.

Fig. 1: Terrestrial Networks

The following technologies are explained below:

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 IEEE 802.11 Family o 802.11ah (HayLow) o 802.11.p  IEE 802.15 Family o Bluetooth o ZigBee o 6loWPAN o Thread  WiMAX (802.16)  Z-wave  ANT/ANT+  LPWAN o NB-IOT o LoRaWAN o Sigfox o Symphony Link  LTE

5.3.3.3 IEE 802.11 familiy 5.3.3.3.1 Standard 802.11ah (HayLow) IEEE 802.11ah is a wireless networking protocol that is an amendment of the IEEE 802.11-2007 wireless networking standard (11). It uses sub-1 GHz license-exempt bands to provide extended range Wi-Fi networks, compared to conventional Wi-Fi networks operating in the 2.4 GHz and 5 GHz bands. The benefit of 802.11ah is its extended range, making it useful for rural communications and offloading cell phone tower traffic (12). Compared to cell phone networks it is more suitable for relatively static networks without real-time switching the connections among end client devices. It uses the 802.11a/g specification that is down sampled to provide 26 channels, each of them able to provide 100 kbit/s throughput. It can cover a one-kilometer radius (12). It aims at providing connectivity to thousands of devices under an access point. Data rates up to 234 Mbit/s are achieved only with the maximum of four spatial streams using one 16 MHz-wide channel. Various modulation schemes and coding rates are defined by the standard and are represented by a Modulation and Coding Scheme (MCS) index value. Power saving stations are divided into two classes: Traffic Indication Map (TIM) stations and non- TIM stations. TIM stations periodically receive information about buffered traffic for them from the access point in so-called TIM information element, hence the name. Non-TIM stations use the new Target Wake Time mechanism which allows to reduce signaling overhead (13). G A H2020 – 730617 [FR8-WP3-D-ISS-019-02 D3.1] P a g e 24 | 139

The partition of the coverage area of a Basic Service Set (BSS) into sectors, each containing a subset of stations, is called sectorization. This partitioning is achieved through a set of antennas or a set of synthesized antenna beams to cover different sectors of the BSS. The goal of the sectorization is to reduce medium contention or interference by the reduced number of stations within a sector and/or to allow spatial sharing among overlapping BSS (OBSS) Access Points (AP) or stations. Security is comparable to 802.11a/b/g/n standards.

Features Description

Points Static or slow moving

Nodes Static

Type Master/Client – Point to multipoint

Data rate 0,65 – 234 Mbit/s

Average 0,1 – 100 Mbit/s throughput Range 100 m – 1000 m

Frequency ISM band (868 MHz Europe, 908/916 MHz USA)

Spectrum use Public

Point to point Yes

Point to multipoint Yes

Latency 20-100 ms

Table 2: 802.11ah characteristics

5.3.3.3.2 Standard 802.11p (ETSI ITS-G5) IEEE 802.11p is an approved amendment to the IEEE 802.11 standard to add wireless access in vehicular environments. The IEEE 1609 Family of Standards for Wireless Access in Vehicular Environments (WAVE) is a higher layer standard based on the IEEE 802.11p. The WAVE standards define an architecture and a complementary, standardized set of services and interfaces that collectively enable secure vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) wireless communications (14). In Europe, 802.11p was used as a basis for the ITS-G5 standard, supporting the GeoNetworking protocol for vehicle to vehicle (V2V) and vehicle to infrastructure (V2I) communication (15). ITS G5 G A H2020 – 730617 [FR8-WP3-D-ISS-019-02 D3.1] P a g e 25 | 139

and GeoNetworking is being standardized by the European Telecommunications Standards Institute group for Intelligent Transport Systems. Comparing the performance of 802.11p and 802.11b (16) for different environments (highway, rural, and urban area), 802.11p shows better benefits than 802.11b in terms of throughput, delay, and delivery ratio. Main results for highway environment are shown as an example:

Fig. 2: Throughput of 802.11p and 802.11b

Fig. 3: End-to-End Delay of 802.11p and 802.11b

Fig. 4: Delivery ratio of 802.11p and 802.11b

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Main features of 801.11p are shown in the following table:

Features Description

Points moving (150 km/h or more)

Nodes Static/moving

Master/Client – Point to multipoint Type

Data rate 6 – 108 Mbit/s

Average >1 Mbit/s throughput Range 50 m – 300 m

Frequency 5,850 – 5,925 GHz

Spectrum use Unlicensed

Point to point In 5 GHZ band

Point to Usually 2,4 GHz multipoint Latency 40 - 200 ms

Table 3: 802.11p characteristics

5.3.3.4 IEEE802.15 family 5.3.3.4.1 IEEE 802.15.1 (Bluetooth) The principle application is in the area of low-power communications over short distances, mainly in one room. However, for advanced versions, higher range up to 100 m is described (17). Typical data rate is 700 kbit/s. Bluetooth operates at frequencies between 2402 and 2480 MHz, or 2400 and 2483.5 MHz including guard bands 2 MHz wide at the bottom end and 3.5 MHz wide at the top. Bluetooth uses a radio technology called frequency-hopping spread spectrum. Bluetooth divides transmitted data into packets, and transmits each packet on one of 79 designated Bluetooth channels. Each channel has a bandwidth of 1 MHz. It usually performs 800 hops per second, with Adaptive Frequency-Hopping (AFH) enabled (18). Supports stars type of network: point-to-point, point-to-multipoint.

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Features Description

Points Static or slow moving

Static Nodes

Type Master/Client – Point to multipoint

Data rate typ. 1 (up to 10) Mbit/s

Average typ. 0,1 – 0,5 (up to 5) Mbit/s throughput

Range 10 m – 100 m (usually up to 10 m; upper part of the range only with adequate antenna and higher transmit power)

Frequency 2,4 GHz ISM band

Spectrum use Public

Latency 10 ms

Table 4: 802.15.1 Bluetooth characteristics

5.3.3.4.2 ZigBee Zigbee is an IEEE 802.15.4-based specification for a suite of high-level communication protocols used to create personal area networks with small, low-power digital radios, such as for home automation, medical device data collection, and other low-power low-bandwidth needs, designed for small scale projects which need wireless connection (19). The 802.15.4 standard defines

 physical layer  media access control (MAC) layer For low-rate WPANs – wireless personal area networks. Several wireless technologies are built around this standard and add the necessary higher communication layers. This standard specifies operation in the unlicensed 2.4 to 2.4835 GHz (20), and 868 to 868.6 MHz (Europe) ISM bands. Sixteen channels are allocated in the 2.4 GHz band, with each channel spaced 5 MHz apart, though using only 2 MHz of bandwidth. The radios use direct-sequence spread spectrum coding, which is managed by the digital stream into the modulator. The transmission is secured with symmetrical 128 bit AES cryptographic protocol which is fully sufficient for most G A H2020 – 730617 [FR8-WP3-D-ISS-019-02 D3.1] P a g e 28 | 139

types of time limited transmission sessions. Multi-hop transmission is available hence different types of networks can be set up: star, tree and mesh. Hundreds of devices can be connected to one master through the network. Features Description

Points Static or slow moving

Nodes Static

Type Master/Client – Point to multipoint

Data rate 20/40 kbit/s for ISM band, 250 kbit/s for 2,4 GHz band Average 1 – 50 kbit/s throughput Range 100 m – 1000 m (usually up to 300 m; upper part of the range only with adequate antenna and higher transmit power) Frequency 2,4 GHz band, ISM band (868 MHz Europe, 908/916 MHz USA) Spectrum use public

Latency 10 ms

Table 5. 802.15.4 ZigBee characteristics

5.3.3.4.3 6LoWPAN 6LoWPAN is an acronym of IPv6 over Low Power Wireless Personal Area Networks (21). The 6LoWPAN group has defined encapsulation and header compression mechanisms that allow IPv6 packets to be sent and received over IEEE 802.15.4 based networks. IPv4 and IPv6 are the work horses for data delivery for local-area networks, metropolitan area networks, and wide-area networks such as the Internet. Likewise, IEEE 802.15.4 devices provide sensing communication- ability in the wireless domain. The base specification developed by the 6LoWPAN IETF group is RFC 4944. IEEE 802.15.4 nodes can operate in either secure mode or non-secure mode. Two security modes

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are defined in the specification in order to achieve different security objectives: Access Control List (ACL) and secure mode (22). Features Description

Points Static or slow moving

Nodes Static

Type Star – Cluster Tree – Point to multipoint

Data rate 250 kbps (2.4 GHz)

40 kbps (915 MHz) 20 kbps (868 MHz) Average throughput 1 – 50 kbit/s

Range 1 m – +75 m

Frequency 2,4 GHz band, ISM band (868 MHz Europe, 908/916 MHz USA) Spectrum use public

Latency 10 ms

Table 6. IEEE 802.15.4 6loWPAN

5.3.3.4.4 Thread Thread uses 6LoWPAN, which in turn uses the IEEE 802.15.4 wireless protocol with mesh communication, as does ZigBee and other systems. Thread however is IP-addressable, with cloud access and AES encryption. It currently supports up to 250 devices in one local network mesh (23). Unlike other proprietary networks, 6LoWPAN, like any network with edge routers, does not maintain any application layer state because such networks forward datagrams at the network layer. This means that 6LoWPAN remains unaware of application protocols and changes (24). This lowers the processing power burden on edge routers. It also means that Thread does not need to maintain an application layer. Thread promises a high level of security. Only devices that are specifically authenticated can join the network. All communications through the network are secured with a network key (25).

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Features Description

Points Static or slow moving

Nodes Static

Type Master/Client – Point to multipoint

Data rate 250 kbit/s for 2,4 GHz band

Average 1 – 50 kbit/s throughput Range 10 m – 100 m (usually up to 30 m)

Frequency 2,4 GHz band, ISM band (868 MHz Europe, 908/916 MHz USA) Spectrum use public

Latency 100 ms

Table 7. 802.15.4 Thread characteristics

5.3.3.5 Long Term Evolution (LTE) Even though LTE is considered a terrestrial wireless technology, due to its particular characteristics, this technology is going to be described in detail in chapter ¡Error! No se encuentra el origen de la referencia..

5.3.3.6 WiMAX (IEEE 802.16) WiMAX standard has been defined and developed in 2003 as an IEEE 802.16a standard (26). It is defined for long ranges of 10 km and above, predominantly at LOS (Line-of-sight). The focus is on high data rate and high ranges. Modulation type SOFDMA (used in 802.16e-2005) and OFDM256 (802.16d) are not compatible thus equipment will have to be replaced if an operator is to move to the later standard (e.g., Fixed WiMAX to Mobile WiMAX). An advantage of WiMAX is that enables communication over a maximum distance of 50 km compared to 100 m for Wi-Fi. Naturally, the longer the distance, the slower the data rate (27). Security of the transmission is provided by AES 128/256 bit symmetrical keys. Additionally, it is

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recreated at intervals for optimal security. The 802.16e-2005 amendment specifies Privacy and Key Management Protocol Version 2 as the key management implementation (28). Standard authentication protocol is employed - user and device authentication for WiMAX consists of certificate support using Internet Engineering Task Force (IETF) Extensible Authentication Protocol (EAP). Features Description

Points Static or moving

Nodes Static or moving (up to 120 km/h)

Type Master/Client – Point to multipoint

Data rate 6 – 376 Mbit/s

Average 1 – 50 kbit/s throughput Range 1000 m – 50 km (with decreasing available data rate; high rates only with MIMO) Frequency 2,4 GHz ISM, 2,5-2,7 GHz licensed, 3,5 GHz lic., 5,8 GHz unlic., 10,5 GHz lic. Spectrum use public/licensed

Latency 50 ms

Table 8. 802.16 WiMAX characteristics

5.3.3.7 Z-Wave Z-Wave is a wireless communications protocol used primarily for home automation. It is a mesh network using low-energy radio waves to communicate from appliance to appliance (29), allowing for wireless control of residential appliances and other devices, such as lighting control, security systems, thermostats, windows, locks, swimming pools and garage door openers. The Z-Wave standard is defined for short ranges around 100 m.

Typical data rate is 9,6, 40 and 100 kbit/s. However, this is highly different from the useful data rate (throughput) as it is expected that the nodes use the data transmission only at a fraction of the working time. Z-Wave works in the ISM band of 868 MHz (Europe), 915 MHz (US). The transmission is secured with symmetrical 128 bit AES (30) cryptographic protocol which is fully

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sufficient for most types of time limited transmission sessions except full-time 24/7. Up to 232 devices can be connected to the master node through the network. Each node may act as a repeater in the mesh network. Multi-hop transmission is available hence different types of networks can be set up: star, tree and mesh. The Z-Wave protocol is freely available. Even open-source software implementations are publicly available. Features Description

Points Static or slow moving

Nodes Static

Type Master/Client – Point to multipoint

Data rate 9,6/40/100 kbit/s

Average 0,1 – 1 kbit/s throughput Range 20 m – 150 m (typically up to 100 m)

Frequency ISM band (868 MHz Europe, 908/916 MHz USA)

Spectrum use public

Latency typ. 200 ms

Table 9. Z-Wave characteristics

5.3.3.8 ANT/ANT+ ANT is a proprietary (but open access) multicast wireless sensor network technology designed and marketed by ANT Wireless. It defines a wireless communications protocol stack that enables hardware operating in the 2.4 GHz ISM band to communicate by establishing standard rules for co-existence, data representation, signalling, authentication, and error detection (31). ANT- powered nodes are capable of acting as slaves or masters within a wireless sensor network concurrently. This means the nodes can act as transmitters, receivers, or transceivers to route traffic to other nodes. In addition, every node is capable of determining when to transmit based on the activity of its neighbours (29).

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ANT can be configured to spend long periods in a low-power “sleep” mode (consuming of the order of micro amps of current), wake up briefly to communicate (when consumption rises to a peak of 22mA (at -5dB) during reception and 13.5mA (at -5 dB) during transmission) and return to sleep mode (32). Each ANT channel consists of one or more transmitting nodes and one or more receiving nodes, depending on the network topology. Any node can transmit or receive, so the channels are bi- directional (33). Acknowledged messaging confirms receipt of data packets. The transmitter is informed of success or failure, although there are no retransmissions. This technique is suited to control applications (34). ANT+ is an interoperability function that can be added to the base ANT protocol. This standardization allows for the networking of nearby ANT+ devices to facilitate the open collection and interpretation of sensor data. For example, ANT+ enabled fitness monitoring devices such as heart rate monitors, pedometers, speed monitors, and weight scales can all work together to assemble and track performance metrics.

Features Description

Points Static or slow moving

Nodes Static

Type Master/Client – Point to multipoint

Data rate 12.8 kbit/s for Broadcast/ACK

20 kbit/s for Burst

60 kbit/s for Advanced Burst

Average 0.5 Hz to 200 Hz (8 bytes data)

throughput

Range 30 m – 100 m

Frequency 2,4 GHz band, ISM band

Spectrum use public

Latency 10 ms

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Table 10. ANT characteristics 5.3.3.9 LPWAN 5.3.3.9.1 NB-IoT IoT is a narrowband radio technology designed for the Internet of Things (IoT), and is one of a range of Mobile IoT (MIoT) technologies standardized by the 3rd Generation Partnership Project (3GPP) (35). NB-IoT reuses the LTE design extensively (36) downlink orthogonal frequency-division multiple- access (OFDMA), uplink single-carrier frequency-division multiple-access (SC-FDMA), channel coding, rate matching, interleaving, etc. NB-IoT focuses specifically on indoor coverage, low cost, long battery life, and enabling a large number of connected devices. NB-IoT targets latency insensitive applications. However, NB-IoT is not optimized for transmitting large amounts of data and it has difficulty in connecting remote things over a long range (37). The NB-IoT technology can either be deployed “in-band” in spectrum allocated to Long Term Evolution (LTE) - utilizing resource blocks within a normal LTE carrier, or in the unused resource blocks within a LTE carrier’s guard-band - or “standalone” for deployments in dedicated spectrum. It is also suitable for the re-farming of GSM spectrum.

Features Description

Points Static

Nodes Static

Type Master/Client – Point to multipoint

Data rate 250 kbit/s downlink, 20 – 250 kbit/s uplink Average throughput 1 – 50 kbit/s

Range above 10 km

Frequency GSM/LTE bands

Spectrum use licensed

Latency typ. 1,6 – 10 s

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Table 11. NB-IoT characteristics

5.3.3.9.2 LoRaWAN LoRaWAN is a Low Power Wide Area Network (LPWAN) with features that support low-cost, mobile, and secure bi-directional communication for Internet of Things (IoT), machine-to-machine (M2M), and smart city, and industrial applications. LoRaWAN includes support for redundant operation, geolocation, low-cost, and low-power devices (38). The frequency band used is ISM which is 868 MHz for Europe and 900-916 MHz for USA. LoRaWAN network architecture is laid out in a star-of-stars topology. Gateways work as transparent bridges relaying messages between end-devices and a central network server in the backend and they are connected to the network server via standard IP connections. Communication between end-devices and gateways is spread out on different frequency channels and data rates. The selection of the data rate is a trade-off between communication range and message duration. Due to the spread spectrum technology (39), communications with different data rates do not interfere with each other, creating a set of "virtual" channels increasing the capacity of the gateway.

Features Description

Points Static

Nodes Static

Type Master/Client – Point to multipoint

Data rate 0.3 – 50 kbit/s uplink Average throughput 3 – 500 bit/s

Range up to 20 km

Frequency ISM band (868 MHz Europe, 908/916 MHz USA)

Spectrum use unlicensed

Latency typ. 4 – 120 s

Table 12. LoRaWAN characteristics

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5.3.3.9.3 Sigfox SigFox is an ultra-narrowband (UNB) technology, which means that the data transmission is slow and the payloads in frames are small. Available data throughput is:  Up to 140 messages per object per day  Payload size for each message is 12 bytes  Wireless throughput up to 100 bits per second

Sigfox uses BPSK, and it takes very narrow chunks of spectrum and changes the phase of the carrier radio wave to encode the data. The BPSK modulation allows for very narrow band usage but it also limits the percentage of time the end-point is transmitting. The network is based on one-hop star topology and requires a mobile operator to carry the generated traffic (40).

Features Description

Points Static

Nodes Static

Type Master/Client – Point to multipoint

Data rate 0,1 – 1 kbit/s uplink

Average throughput 10 – 100 bit/s (with additional limit on the number of transactions per day) Range 50 km

Frequency ISM band (868 MHz Europe, 908/916 MHz USA)

Spectrum use Licensed

Latency typ. 1,6 – 10 s

Table 13. Sigfox characteristics

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5.3.3.9.4 Symphony Link Symphony Link is a communication technology based on LoRa specifications but removes many various limitations. It is built on LoRa CSS physical layer technology (41). It is a synchronous protocol allowing full acknowledgment of packet delivery which enables very low packet loss and, in addition, deploying repeaters which highly expand the range without increasing latency. Repeaters are low-cost, low-power devices which brings higher range to users without adding major cost. Symphony Link adds a QoS tiering system, which enables to prioritize traffic for important devices. While LoRaWAN security flaws (41) pose a small risk for most users, the use of pre-shaped keys and identities create vulnerabilities. Symphony Link uses PKI which is considered unbreakable by NSA. With Symphony Link the host device configuration is always the same for all devices of the same type and the key exchange is handled via a PKI-based AES architecture.

Features Description

Points Static

Nodes Static

Type Master/Client – Point to multipoint

Data rate 10 – 250 kbit/s uplink Average throughput 0.1 – 50 kbit/s

Range up to 50 km

Frequency ISM band (868 MHz Europe, 908/916 MHz USA)

Spectrum use Unlicensed

Latency typ. 100 ms – 120 s

Table 14: Symphony Link characteristics

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5.3.4 Non-terrestrial technologies The Satellite communications will be interesting for more advanced faces of the project, when the complete integrity and composition information should leave the train composition. Technically Satellite communications are mainly classified according to one of three major ways of the satellites orbit above the Earth:  Geosynchronous Orbit (GEO) which is 35 786 km from the Earth’s surface. This connection produces a propagation Delay: 250-300 ms for a single hop, from Earth to Earth.  Medium Earth Orbit (MEO) that ranges from 10 000 to 15 000 Km above the Earth. This connection produces a propagation Delay: 110-130 ms for a single hop.  Low Earth orbit (LEO) that ranges from 700 to 1 400 Km above the Earth. This connection produces a propagation Delay: 20-25 ms.

These coverage characteristics have a big relevance in case of railway application. In particular, considering GEO, a drawback is a large link budget (near 200 dB), but many advantages are consequent:  the link is not subjected to handover;  the elevation angle is high, then the pointing of the antenna requires: o minor adjustments, even in mobility, o o minor mechanical problems for its assembly and for its life duration.

In case of GEO, the simplification does not stop to the antenna steering mechanism but involves also the mobile terminal that requires lower cost. This is valid also for fixed terminal and point-to- point connections are possible via a LES (Land Earth Station). Considering the following SATCOM frequencies and their present allocation:

 L-band (1-2 GHz) is allocated for Mobile Satellite Services  C-band (4-8 GHz) for Fixed Satellite Services  X-band (8-12 GHz) for Military/Governmental (Fixed and Mobile services)  Ku-band (12-18 GHz) for Fixed and Broadcast Satellite Services  Ka-band (26-40 GHz) for Fixed and Mobile Satellite Services and Military/Governmental.

5.3.5 Long Term Evolution (LTE) Long-Term Evolution (LTE) (42) is an open standard for high-speed wireless communication for mobile devices and data terminals, based on the GSM/EDGE and UMTS/HSPA technologies. It increases the capacity and speed using a different radio interface together with core network improvements. The standard is developed by the 3GPP (3rd Generation Partnership Project) and is specified in its Release 8 document series, with minor enhancements described in Release 9. LTE is the upgrade path for carriers with both GSM/UMTS networks and CDMA2000 networks. The different LTE frequencies and bands used in different countries mean that only multi-band phones are able to use LTE in all countries where it is supported.

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LTE offers exceptional performance regarding data throughput and latency (43); using 2 x 20 MHz of bandwidth the peak throughput for the downlink is 300 Mbit/s. Latency is typically in the order from 10 to 20 ms. In 2016 the 3GPP Working Group SA1 have started a first study (44) which paves the way for them to identify which FRMCS requirements are in the working scope of 3GPP and to complete a gap analysis of existing functionality in Rel-14 - to identify the work needed in 3GPP Rel-15. The LTE standard covers a range of many different bands, each of which is designated by both a frequency and a band number.  in Europe 700, 800, 900, 1800, 2600 MHz (bands 3, 7, 20) are used;  In North America, 700, 750, 800, 850, 1900, 1700/2100 (AWS), 2300 (WCS) 2500 and 2600 MHz (Rogers Communications, Bell Canada) are used (bands 2, 4, 5, 7, 12, 13, 17, 25, 26, 30, 41);  2500 MHz in South America;  800, 1800 and 2600 MHz in Asia (bands 1, 3, 5, 7, 8, 11, 13, 40)  1800 MHz and 2300 MHz in Australia and New Zealand (bands 3, 40).

5.3.6 Successful Implementation Cases in Railway environment In this chapter, an analysis of different successful implementation cases will be performed. The following lines will show different real-world railway implementations that proved different technologies trustworthy and applicable for the railway or more general Intelligent Transportation System (ITS). This part can be used, first, as a trustworthiness factor, providing the chosen solution with previous knowledge and trials, and second as a more objective comparison analysis. Some of the technologies are very new (ANT final specification was performed in 2016) and, due to this, there are no railway physical implementations nowadays. This fact does not mean these technologies are not valid, but that they have not been implemented yet in a railway environment.

5.3.6.1 802.11 family Based on 802.11 family, Icomera (45) has developed a multi-technology platform to provide broadband Internet access in trains, combining Wi-Fi protocols with satellite technology. First tests of broadband on board trains in the world were performed in Sweden in September 2002. Furthermore, SNCF, performed, in collaboration with Orange Labs, experimental tests relying on Wi-Fi IEEE 802.11b/g (46). The tested network was based on four access points located on bridges and pylons, covering an area of 13 km in Vendome, near Tours in France (26). In (47), an implementation of the IEEE 802.11p physical layer is presented, using the open source ath5k driver. It conducts and analyzes experiments in both line of sight (LOS) and non-line of sight (NLOS) conditions. The study shows that, in LOS, vehicles can communicate over more than 1 km which, in highway scenarios, can significantly decrease the communication gaps between clusters of vehicles. The video quality assessment for inter-vehicular streaming (48) presents an emulation-based G A H2020 – 730617 [FR8-WP3-D-ISS-019-02 D3.1] P a g e 40 | 139

study to demonstrate to what extent these networks are able to sustain real-time video streaming for vehicle-to-vehicle communication, modeling highways and congested urban road scenarios using Ricean and Rayleigh fading channel models respectively. The results reveal that LTE Direct performs better than 802.11p, which in turn performs better than LTE. In addition, the control of a platoon using IEEE 802.11p (49) is an active research challenge in the field of vehicular networking and cooperative automated vehicles. A large-scale simulation campaign using Visible Light Communications (VLC) integrated with IEEE 802.11p was performed for platooning. The results of this study show that, although communication delays need to be considered, VLC could improve the safety of the overall system by being coupled with IEEE 802.11p. In literature, there were few applications of implementation of IEEE 802.11p in railways. Zhu, et al. 2010 (50) proposed Communication Based Train Control (CBTC) train-ground communications based on Stream Control Transmission Protocol (SCTP) with IEEE 802.11p. Le, at al. 2016 (51) discussed the use and the performance of IEEE 802.11p for Train-to-Train (T2T) communications along with Car-to-Car (C2C) communications.

5.3.6.2 802.15 Family The ARTEMIS/ECSEL1 project DEWI (“Dependable Embedded Wireless Infrastructure”) (52) focusses on the area of wireless sensor/actuator networks and wireless communication. DEWI has a clear focus on short-range technologies and corresponding standards such as Wi-Fi (IEEE 802.11), ZigBee, WirelessHART, ISA100 (IEEE 802.15.4), Bluetooth (IEEE 802.15.1), NFC (ISO 15408 und ISO 14443/ ISO 15693), 6LoWPAN/ IPv6 (PFC 4919), Z-Wave (ITU-T G.9959), TETRA, TETRAPOL (PMR) or DLNA (UPnP). The Train Integrity Detection System use case was a success in the rail environment. Both, real and laboratory tests were produced. In the laboratory tests, the whole system was tested in a simulated environment on test beds. After the laboratory tests the system was tested, validated and assessed in a real life mock up demonstration on a tourist train controlling the composition of a freight train. The Train Integrity Monitoring System proposed in DEWI (53) is based on a WSN, which consist of the WSN Nodes (deployed on each wagon), the Coordinator and the Serial Gateway (both deployed on a locomotive). Each WSN Node measurements are send to the Coordinator, which compares the measurements from each node to detect the train integrity. In order to ensure reliable communication between the locomotive and the last wagon of the train, which for freight trains can be as far as ~600 - 750m, 802.15.4g, 868 MHz Xbee 868LP radio module is used. It operates in the frequency range from 863MHz to 870MHz, with transmit power up to 25mW (14dBm) and channel spacing: 100 kHz (max. 30 channels). It can cover a transmission range of up to 8.4 km outdoors, transmit with up to 80kbps data rate and ensure that in one Xbee network there can be up to 128 nodes (i.e. wagons). Big companies such as Philips, Siemens or General Electric work in 802.15 protocols. SNCF has interest in 802.15.7 (Li-Fi) for studies in geolocalization products in railway stations. G A H2020 – 730617 [FR8-WP3-D-ISS-019-02 D3.1] P a g e 41 | 139

The partnership between SilverRail and Chiltern Railways is working on the development and pilot of a new approach to rail travel on the route between Oxford Parkway and London Marylebone. The development involves Bluetooth Low Energy (BLE) technology to open ticket gates, automatically charging the best price for the route taken. In addition, BlueHound has developed a Bluetooth receiver in order to detect distracted railway operators and heavy machinery drivers. This system allows supervisors and safety teams to enhance railway and Positive Train Control safety efforts. IONX LLC and the rail freight operator Havelländische Eisenbahn (HVLE) has developed a solution based in 802.15.4 (54). The solution was deployed on the HVLE freight trains, and IONX provides a low power wireless network. That network, built for IP compatibility based on LoWPAN and 802.15.4e standards, runs the entire length of the train and connect sensors on each wagon to the locomotive. Santos et al, 2011 (55) developed a telemetric systems for monitoring and automation of railways using ZigBee protocol in Brazil. Higuera et al, 2012 (56) studied the feasibility of using low-power wireless technologies such as Bluetooth, IEEE 802.15.4 and ZigBee in high-speed railway scenarios for Madrid-Barcelona line in Spain. The following conclusions were drawn from the experimental study are Bluetooth and IEEE 802.15.4 are suitable for train to ground connectivity up to train speeds of 305 km/h and ZigBee devices failed to function properly at speeds above 250 km/h. Lim et al, (57) proposed a relay scheme over MAC sublayer to withstand high speed and vibration of trains. Wang and Yu, 2014 (58) and Yu, et al, 2014 (59) designed and implemented a smart monitoring system for railway maintenance equipment lab using ZigBee wireless network. Jellal et al, 2015 (60) developed an experimental setup to analyse the ZigBee performance in railway systems. Biaou et al, 2015 (61) studied ZigBee propagation channel characteristics using a modelling train. Biaou et al, 2017 (62) determined the best location of wireless sensors inside the train using 2.4 GHz propagation channel.

5.3.6.3 WiMAX A WiMAX solution is used in train connecting the Narita airport to the city center of Tokyo (Narita Express) since October 2009 (45). Since 2012, the same system equipped the Super Hitachi trains running from Tokyo to Iwaki. Nomad Digital has develop solutions based on the combination of cellular technologies and WiMAX and it uses this solutions in the Southern Railway of Brighton, the Heathrow Express, the Virgin Trains in UK, and the UTA trains of Utah in US (63).

5.3.7 Technologies Comparison The technologies described above are summarized in the following table in order to compare the most important features of each one:

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Technology Points Nodes Type Data Rate Average Range Frequency Spectrum Use Latency /Feature throughput 802.11a/b/g/n/ac Static Static Master/Client 11-1000 5-600 Mbits/s 10 -250 m 2,4 / 3,7 / Public 1-10 ms Point to Mbit/s 5,0 GHz multipoint 802.11ah Static/ Moving Master/Client 0.65-234 0.1-100 Mbits/s 100-1000 m ISM band Public 20-100 ms slow Point to Mbit/s (868 MHz moving multipoint Europe, 908/916 MHz USA) 802.11p Moving Static/ Master/Client 6-108 >1 Mbit/s 50-300 m 5,850 – Unlicensed 40-200 ms Moving Point to Mbit/s 5,925 GHz multipoint Bluetooth Static/ Static Master/Client 1-10 Mbit/s 0.1-0.5 Mbit/s 10-100 m 2,4 GHz ISM Public 10 ms slow Point to band moving multipoint ZigBee Static/ Static Master/Client 20/40 kbit/s 1-50 kbit/s 100-1000 m 2,4 GHz Public 10 ms slow Point to (ISM band) band moving multipoint 250 kbit/s ISM band (2,4 GHz) (868 MHz Europe, 908/916 MHz USA) 6LoWPAN Static/ Static Star 250 kbps 1-50 kbit/s 1-75m 2,4 GHz Public 10 ms slow Cluster tree (2.4 GHz) band moving Point to 40 kbps ISM band multipoint (915 MHz) (868 MHz 20 kbps Europe, (868 MHz) 908/916 MHz USA) Thread Static/ Static Master/Client 250 kbit/s 1-50 kbit/s 10-100 m 2,4 GHz Public 100 ms slow Point to (2,4 GHz) band moving multipoint ISM band (868 MHz Europe, 908/916 MHz USA) WiMAX Static/ Static/ Master/Client 6-376 1-50 kbit/s 1000m-50km 2,4 GHz ISM Public/ 50 ms Moving Moving Point to Mbit/s 2,5-2,7 GHz Licensed multipoint lic. 5,8 GHz unlic. 10,5 GHz lic. Z-Wave Static/ Static Master/Client 9.6 kbit/s 0.1-1 kbit/s 20-150 m ISM band Public 200 ms Slow Point to (868 MHz moving multipoint Europe, 908/916 MHz USA) ANT/ANT+ Static/ Static Master/Client 20 kbit/s 0.5-200 Hz 30-100 m 2,4 GHz Public 10 ms Slow Point to (8 bytes data) band moving multipoint ISM band NB-IoT Static Static Master/Client 250 kbit/s 1-50 kbit/s Above 10 km GSM/LTE Licensed 1.6-10 s Point to downlink multipoint 20 – 250 kbit/s uplink LoRaWAN Static Static Master/Client 0.3-50 3-500 bit/s Up to 20 km ISM band Unlicensed 4-120 s Point to kbit/s uplink (868 MHz multipoint Europe, 908/916 MHz USA) Sigfox Static Static Master/Client 0.1-1 kbit/s 10-100 bit/s 50 km ISM band Licensed 1.6-10 s Point to uplink (868 MHz multipoint Europe, 908/916 MHz USA) Symphony Link Static Static Master/Client 10-250 0.1-50 kbit/s Up to 50 km ISM band Unlicensed 100 ms – Point to kbit/s uplink (868 MHz 120 s multipoint Europe, 908/916 MHz USA) Table 15. Technologies characteristics comparison

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Finally, in the study “On the Performance of IEEE 802.11p and LTE-V2V for the Cooperative Awareness of Connected Vehicles” (64), the following conclusions were extracted:  Overall, results show that IEEE 802.11p appears robust at limited distances, up to few hundreds of meters. With a beacon frequency of 10 Hz and the given settings, for example, it is proved to support more than 1 vehicle every 10 meters with an awareness range up to 250-300 meters. At longer distances, the high collision rate due to hidden terminals significantly reduces the communication reliability.  In the same scenario, with consistent settings, LTE-V2V has been shown to have worse performance at short distance, but to be more reliable when the distance increases. Referring to the same example, 1 vehicle every 10 meters could be supported by this technology in the given conditions with an awareness range up to almost 500 meters. LTE- V2V thus appears preferable if a larger awareness range is targeted.

5.3.8 Conclusions The status of the Freight Railway, the low density of certain Freight lines and corridors, reduces the possibility of cellular networks to be installed. The installation costs will overcome most of the benefits of the communications provided later. These constrains for the use of cellular networks in freight environments do not limit its use on high speed lines or mainlines. The deployment of these systems in other rail environments may be worth for backwards compatibility with old signaling systems (GSM-R). As shown in the corresponding section, the new cellular technologies (5G and above) provide the tools needed for connecting point-to-point. These technologies are still under development making its analysis at this point difficult. Satellite communications, besides the great latency added to the communication have the problem of the shadows in the environment. In certain countries, such as Switzerland, the use of satellite communications is nearly impossible due to the mountains and tunnels surrounding the lines and corridors. As shown on the corresponding section, several trials, studies and demonstrators have been carried out. From these studies, no conclusive results were distilled. Satellite communication systems may proof useful in certain countries or areas and they may be considered as a very situational communication mean. These drawbacks make the point-to-point/point-to-multipoint/adhoc communications the only viable solution. With this, and taking into consideration the specific needs of the Freight railway environments the communication needs can be reduced to only two big cases: 1. The wagon-to-wagon communication. This case implies the use of technologies designed to use point-to-point connections, in short range in a mobile environment. This case is the representation of most Freight lines and corridors. In this case the most fitting protocols are 802.11p, ZigBee, and ANT/ANT+. These three protocols offer good data rates, in short to medium distances among little de-vices. The consistency and the infrastructure independency provide them with enough tools to provide a high level of security. The low installation and buy costs of the devices implementing them prove this protocols best G A H2020 – 730617 [FR8-WP3-D-ISS-019-02 D3.1] P a g e 44 | 139

suited as well. 2. The V2I/I2V communication. In this case, we shall consider the use of technologies that allow the use of point-to-multipoint and broadcasting capabilities, in big ranges and static or slowly moving. This case represents most of the shunting yards. In this case, the most fitting protocol is WiMAX Release 2. This protocol offers big ranges, massive data rates and slowly moving systems. The protocol has the support of a major player that is IEEE. This will give trustworthiness and a level of security for the solution. The installation costs can be reduced below the cost of installation in cellular networks. Although WiMAX is a good solution in terms of cost and features, it is becoming obsolete due to it do not have the support of big companies. The future deployments are pointing towards the use of more modern technologies, as LTE release 14 and 15 or 5G. 5G technologies are not considered in this study be-cause they are in very early stages of the specification for critical communications. Another drawback would be the higher number of 5G devices, since it makes use of higher frequencies, more radio links will be required in order to maintain the cover-age.

To summarize, we must consider two different solutions for two different occasions. IoT (ZigBee, ANT/ANT+) or V2V (802.11p) focused protocols for internal train cases (OBU) and WiMAX, and LTE technologies for medium and high railway deployments.

5.4 State of Art of Wireless Transponder Solutions The wOBU may be developed as the transponder where current and future services (positioning, CMS, WMS,...) will be allocated. In order to di this, giving a brief description of the state of art of other systems in the market will be helpful to establish a comparison among current systems and the expected development of the wOBU. From the expertise acquired by INDRA, as partner and main leader of the rail domain in the DEWI project and SCOTT project, some transponder solutions from these projects will be analysed. Furthermore, S2R INNOWAG project has been used to provide information about transponder technologies in the freight market. To understand the trasnsponder technologies existing in the market, a good comprehension of the architectures using transponders and ad-hoc networks is necessary. The architectures presented below mainly describe distributed and IoT solutions. As the main entity defining IoT architectures and standardization in Europe the main architecture used is the HLA from AIOTI. On the following figure, the High Level Functional Model from the AIOTI (65) is presented:

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Fig. 5: AIOTI High Level Architecture

The SCOTT Project makes use of an architecture based on the AOITI architecture. In this project, a transponder for the rail domain has been defined in the way of a Gateway. Concerning wOBU, the On-Board Gateway for Autonomous Wireless Network described in deliverable D18.1 (66) of the SCOTT projects may be interesting to analyze. This gateway follows the architecture presented below for delivering a high safety level transponder for rail domain:

Fig. 6: AWN Gateway Architecture

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The INNOWAG project (67) presents the integration of an RFID tag and reader in a sensor network to provide passive/semi-active wireless V2I communication. The tag operates as a passive RFID transponder when RF power is sufficient to operation. In this mode, if RF power is higher than battery voltage, the battery can be charged. Otherwise, when the tag receives commands from readers but the RF power is not sufficient, the tag operates in the semi-active mode. For longer ranges or more complex data transmissions, the active transponders could have their own power supply in the form of a battery. Many different frequency ranges are available for the data transmission. Table 16 shows some typical frequencies (SBB Cargo, 2013).

Frequency Application Feature

< 135 Hz Low cost/low speed:  Short range Animal identification

6,78 MHz Medium Speed:  ISM radio bands  Relative High Goods identification performance 13.56 MHz High speed (100 kBit/s):  ISM radio bands  Longer range Goods identification

27.125 MHz High speed (100 kBit/s):  Short range  Lower performance than Special application 13.56 MHz 860-930 MHz Goods identification with  ISM radio bands Electronic Product Code  Long range

Table 16: Typical frequencies for transponder systems (SBB Cargo, 2013)

The information on the DEWI project was obtained from the “DEWI - Wirelessly into the Future” Conference paper (68), the public cited deliverables from the DEWI project (69) and own INDRA expertise as member and leader of Rail domain in the project. In DEWI the Rail domain developed four different Use Cases:  Train Integrity Detection System: This system has the clear functionality to ensure the completeness of the train.

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 Train composition Detection System: This system shall be able to collect important variables of the train, like the length or the weight in order to be used by the on board units.  Smart Integration Platform: This is a platform able to store and manage the collected data from sensors in order to provide it to train systems.  WSN for freight advanced monitoring and management: This comprises a system for freight monitoring in goods transport and a system for freight monitoring optimized in underground worksites.

The DEWI architecture comprises three layers to structure the communications within the system limits as well as with the exterior.

Fig. 7: DEWI bubble Architecture

The architecture consists of two main subsystems the DEWI bubble and the DEWI Gateway:  DEWI bubble provides services for controlling train completeness by monitoring and controlling network nodes. It should also provide automatically relevant train composition data (length, weight, max load, breaks…).  DEWI Gateway implements – using the SIP Platform - a safe train integrity control system providing safe interfaces to existing train control systems (eg. ETCS).

On the following figure, the connectivity of the DEWI Gateway is shown in more detail. On the lower right part, the connection with other train systems (EVC, DMI, RBC) is shown.

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Fig. 8: DEWI bubbles

The DEWI bubble is composed in this case by multiple WSNs. Three diferent WSNs where tested:  WSN1: The train integrity system developed by Adevice consists of a number of wireless sensors deployed in the train and a data concentrator that gather information from every sensor and integrate the processed information into the train management systems. Wireless devices installed on wagons are based on Ultrasound sensors.  WSN2: The physical union between the rear node of a wagon and the front node of the next one is detected using reed switches and magnets. While all the wagons are moving together, each magnet is near its associated reed switch. When one wagon separates from another one, the reed switches detect the absence of the magnets and an integrity fault alarm is reported.  WSN3: Each wagon of the train is equipped with a WSN node, which measures accelerometer and GPS data. Acceleration and velocity measurements are further send to the Coordinator (located on locomotive), which holds the accelerometer and GPS reference measurements against which, the measurements from each node are compared to detect the train integrity

Indra implemented the DEWI Gateway concept for a safe processing of WSN services suitable to be integrated in rail environment, in train control systems and rail safety ambient. This DEWI Gateway was the Task 4.3 of the DEWI project (Smart Integration Platform (SIP)). As shown on the following picture the SIP has been implemented based on open and standardized platforms, avoiding proprietary environments and solutions based on legacy systems, and G A H2020 – 730617 [FR8-WP3-D-ISS-019-02 D3.1] P a g e 49 | 139

providing open interfaces for existing railway systems.

Fig. 9: SIP architecture

The real life mock-up described in the final DEWI WP4 deliverable supposes a real demonstration about the usability of WSN in the Rail framework, where this type of technology has not been used before. The demonstrator was an added value to the laboratory demonstrators described in the D.400.001 and D.400.002. This mock-up was done to confirm the results of the laboratory tests but in a real environment. This gave the opportunity to study additional points like the behavior of the systems in bad weather conditions, real interferences, etc. Some tests were the same than the laboratory tests to demonstrate that the results were the same. This proved the results on deliverables D401.1.6 for Train integrity static tests, and D4.2.5 for Train Composition static tests. About the dynamic tests, it is possible to conclude that the results were successful. The demonstrator for the dynamic tests was a touristic train making use of a 750mm narrow gauge train. It is located in the Country of Latvia - Vidzeme. The train connects two towns Gulbene and Aluksne (34km) on daily basis.

In the testing site, a locomotive with two wagons was available for test purposes, taken into consideration that the locomotive was used as a third wagon. This allowed the team to produce the proof-of-concept tests for the project.

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The results for Indra, which are in line with most of the partners in the DEWI project proved that this demonstrator provided evidences about the usability of WSN based solutions to sense the train composition and the completeness of the train. The different tests taken into consideration the hard environmental probes the reliability of the adopted solution combining the different and complementary WSN and its efficiency as well as the easily of installation and use.

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6 Reference Scenario This chapter introduces the reference rail freight scenarios considered in this work, based on the SoA (Chapter ¡Error! No se encuentra el origen de la referencia.: ¡Error! No se encuentra el origen de la referencia.). Currently, freight trains do not commonly exceed 80-120km/h, at the moment high speed freight analysis are being performed. Performance is further compromised by time- consuming shunting procedures, especially in single wagonload transport taking 10-50% of total transit times. In consequence, rail freight companies struggle to compete with the performance levels that can be achieved in road transport. In addition, noise emissions by freight trains are an obstacle to shifting freight from road to rail. Thus, the railways lost continuously market share in the freight transport business in the past decades and there can be hardly expected that this process will turn in the future unless the root causes can be addressed and eliminated effectively. Road freight traffic will implement autonomous driving mode in the next decade which will further improve the competiveness of its market offerings. Pre-calculations indicate cost savings of at least 25%, which can be realized with autonomous driving. In this context, FR8RAIL will develop technologies with the objective of tackling this situation. But, first, it is necessary to detail properly the current scenario from which it could be possible to analyse requirements and needs in order to fix a starting point scenario. In the following sections, each scenario is detailed, focusing mainly on what is the starting point of operability, communications infrastructure…, of freight trains. Information about current scenario is completed in order to set the basis for the specification of the Use Cases. At this point, the most important task is to present a reference scenario, which summarizes the studied scenarios and leads to know the main issues. These issues and also operational conditions are defined in this section. In summary, these sections set the context that allows to develop the Use Cases. 6.1 Scenario 1: Hannover-Würzburg This section introduces the first scenario considered in rail freight. Details are provided for the scenario from which it is possible to analyse requirements and needs. In this case, the freight route between Hannover and Würzburg is presented.

route_name total_length tunnel_length tunnel_number Hannover –Würzburg 328804.94 125100.17 68

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Fig. 10: Hannover-Würzburg route

The Hannover–Würzburg high-speed railway was one of the first high-speed railway lines for InterCityExpress (ICE) traffic that were built in Germany. The construction of the line began in 1973 and nowadays stops at Göttingen, Kassel and Fulda and has 327Km in length (203 mi). It was designed for fast passenger trains as well as for express freight trains. This line has the general characteristics showed below: Parameters Magnitude Average radius of curvature ≥7.000 m Minimum radius of curvature 5.100 m Maximum Ramp 12.5% Maximum Ramp at the station 1.5% Maximum Cant 150 mm Trivialisation Interconexions Each 7 Km Tunnel Section - Straight Alignment 81 푚2

- Curve Alignment 87 푚2 Space between tracks 4.7 푚2

Table 1 Hannover–Würzburg scenario’s parameters

36% of this high-speed line go through tunnels (117 Km approximately).

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6.1.1 General considerations - Maximum ramp (12.5%) does not keep constant when distances are greater than 5 Km; however, in some rail sections like Muhlberg Tunnel (Km 275) this incline keeps up to 8.5 Km and to 10 Km in Escherberg Tunnel. - This high-speed infrastructure was designed for mixed traffic: freight trains and passenger trains

Traffic Typology Types of Compositions Technical Characteristics

퐾푚 푉푚푎푥 = 160⁄220 Conventional trains for freight ℎ 푡 transportation: loco and Loco: 20⁄22 Freight and 푎푥푙푒 passengers wagons 푡 Wagons: from 16 to 20 Transport 푎푥푙푒

Table 2 Hannover–Würzburg scenario’s parameters

Number of passenger Number of freight

trains per day trains per day 250 200 From 200 to 160 Line Total Total Km/h Km/h Km/h

Hannover – 49 - 49 37 86 Würzburg

Table 3 Hannover–Würzburg scenario’s parameters

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Fig. 11: Ground layout of High-Speed line Hannover-Würzburg

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6.2 Scenario 2: Zurich-Brugg This section introduces the second reference scenario considered in rail freight. In this case, the freight route between Zurich and Brugg is presented.

route_name total_length tunnel_length tunnel_number

Zurich - Brugg 34353.88 1957.90 2

Fig. 12: Zürich-Brugg route

The railway route Zürich-Brugg, located in the north side of Switzerland, has a total length of 34.35km. Two tunnels can be found in the way which have a total length of 1.95km. The locomotives used for the SBB are the models Re620, Re420 in Switzerland. For Germany- Switzerland Re482 and Re421 are used. SBB has several kind of wagons according to the required type of goods to transport such as: Covered freight wagon, Open freight wagon, Container wagon and Special-purpose wagon. The average speed of freight compositions is 50km/h. The maintenance depots are located in Olten, Yverdon, Biel/Bienne and Bellinzona.

The Swiss rail network is equipped with a wide range of high-technology sensor systems like Fire and chemical detection, Hot box and brake-locking detection, Profile clearance and aerial detection, Natural hazard alert systems, dragging equipment detection and so on which provide a safe trip for goods and workers.

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Regarding the infrastructure, railway kilometres are increasing year by year in the SBB network and the degree of electrification is 100%. There are 33460 train signals and 1084 level crossings, reducing the amount of level crossing in the last years. SBB trains are properly conditioned to stand the adverse weather conditions in the Swiss winter using its innovative distribution heat system.

6.3 Scenario 3: Sundsvall-Gavle In this case, the freight route between Sundsvall and Gavle is presented. This section introduces the second reference scenario considered in rail freight as shown in Fig 8.

route_name total_length tunnel_length tunnel_number Sundsvall - Gavle 219645.39 6816.16 8

Fig. 13: Sundsvall-Gavle route

6.3.1 Description of the line The East Coast Line (ECL) between Gävle and Sundsvall is the longest and most congested single- track section of the Swedish rail network with the length of 220 km. On average some 55 trains a day run on the line. The bottleneck problems are aggravated by the heterogeneous traffic on the line which consists of slow mowing freight trains, regional trains with stops at small stations and high speed trains with few stops in between Gävle and Sundsvall. The ECL connects to the TEN-T port in Gävle, Sweden’s third biggest handler of intermodal freight, and the TEN-T port of Sundsvall which is the main export harbour for the SCA Ortviken paper mill - an important regional industry in Sundsvall. The ECL has 25 meeting stations of which 15 can handle 740 meter (EU standard) long trains. All but one meeting station are equipped with signalling allowing trains to meet without the side lined train having to stop completely. This increases the smooth flow of the traffic and raises capacity. G A H2020 – 730617 [FR8-WP3-D-ISS-019-02 D3.1] P a g e 57 | 139

The train dispatchers say that three sections on the line are especially vulnerable for capacity constraints. Main weather problems are icy winters which causes switches to malfunction. The power supply is adequate for the traffic hence not a source of capacity constraints. Major on-going investments on the ECL are a new connection to Gävle port which will make it possible to access the port from all directions without having to make loco turnarounds which saves capacity on the main line in Gävle junction. I will also make the line less sensitive to disruptions since the existing “diamond” switch will be less used and in case of outage there will be a Northern alternative for rail port access. Another on-going investment is a 3 kilometre double track south of Sundsvall, which will also feature a new regional train stop. In the immediate proximity to Sundsvall major investments are under way in new tracks connecting to the port which will increase capacity, productivity and resilience of rail transports to and from the port. The Sundsvall Port Company is, in conjunction with Trafikverket’s railway investments, planning to modernise the port area and create a logistics hub capable of handling other types of goods in addition to in and out transports to the paper mill. There are talks about a partly to wholly double tracked railway but the perspectives are usually long for realising such costly undertakings. Most likely the double tracking will follow a step by step approach with a continuous double track beginning 10 km south of Sundsvall first out the gates.

Fig. 14: Track on Gavle

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The yellow line traces the new single line connection to the port which is under construction. The old and new lines connecting the port will be electrified.

Fig. 15: Diagram of today's speed for fast trains on the Gävle-Sundsvall route.

Fig. 16: View of the port under construction linked to the freight railway line

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6.3.2 Description of the locomotive A reference train, Hector Rail is passing along in this route with the train length of 700m long. The rail engine was built on 2007 by Bombardier Traxx. The maximum speed it can attain is 140 km/h with 300kN tractive effort. Train average and median in terms of length and mass of the combination seems to be close to each other as shown in Table 21.

Variable Average Median Type (Mode) Length (meter) 355 389 530 No. of Wagons 18 16 28 Tire Weight (ton) 860 863 530

Table 4: Hector train characteristics

The maximum electric brake power is 150-240 kN. The total mass of the train is 1700 ton. It consists of mixed Pocket and container wagons as shown in below Table 22. Property/Wagon Pocket Wagon Container carrier Container carrier Type (40’) (80’) Approx. weight 35 t 17,5 t 28 t Max load 100 t 72,5 t 107 t Axle load 22,5 t 22,5 t 22,5 t Wheel diameter 920 mm 920 mm 920 mm Total length 33,940/34,200 mm 13,610 mm 26,700 mm Max Speed 120 km/h 120 km/h 120 km/h Loading length 27, 200mm (100/104 12,370 mm (40 ft) 24,740 mm (80 ft) ft) Loading width 2,600 mm 2,600 mm 2,600 mm

Table 5: Composition of different wagons in Hector rail

6.4 Reference Scenario Description In previous sections, different scenarios were defined in order to build a reference scenario. This reference scenario is used in next chapters as a basis for the Use Cases description and the BN/UR extraction. The main objective of this section is to determine the most convenient scenarios where the proposal is a priori (with the available data) approachable in technical terms. Attending to the scenarios presented in sections ¡Error! No se encuentra el origen de la referencia., ¡Error! No se encuentra el origen de la referencia. and ¡Error! No se encuentra el origen de la referencia., it is possible to realize a first discrimination according to the necessary criteria for the reference scenario proposal. The reference scenario could be described following the next features:

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 Route Length: The route on which the service will be developed should be between 150 and 300 km long. Furthermore, the route has a high density of tunnels (up to 70 tunnels). The communications must be reliable and the system must ensure data integrity during the trip.  High Speed Rail: The scenario is based on a special case of rail transport operating faster than traditional rail traffic using specialized rolling stock and dedicated tracks. The minimum radius of curvature is about 5 km with an average above 7 km.  Freight Density: The line presents a high freight density, from 35 to 55 freight trains a day. Regional trains, slow moving freight trains or even regional trains with a high amount of stops during the route could create bottleneck problems. To tackle this situation, the system must be able to increase the line capacity reducing OPEX and CAPEX costs.  Freight train: Based on Hector Rail and trains operating between Hannover and Würzburg, the reference freight train must have the following characteristics: o Composition length: 300 - 400m o Number of wagons: 16-18 wagons o Wagon weight: 16-22 t/axle o Load weight: Up to 100 t with a total mass of 1700 t maximum o Wheel diameter: 920 mm o Electric brake power: 150 – 240 kN  Types of good to transport: The scope of the reference scenario may cover different kind of freight wagons: o Covered freight wagon designed for the transportation of moisture-susceptible goods. o Open freight wagon designed primarily for the transportation of bulk goods that are not moisture-retentive and can usually be tipped or dumped. o Container wagon specially fitted with securing equipment for transporting intermodal containers. o Special-purpose wagon, as a result of not having a wagon deck that is drivable or due to their axle count.  Power Supply: The power supply must be adequate for the traffic hence not a source of capacity constraints. Sustained and efficient Energy Supply for rolling stock traction is critical for railway operations. It is expected that the system will be able to respond to innovative and technological advances in the distribution of electric power as well as increasing capacity for the regenerated energy to be returned to the grid.  Sensors and monitoring systems: The rail network is equipped with high-technology sensor systems like fire and chemical detection, hot box and brake-locking detection, profile clearance and aerial detection, natural hazard alert systems, etc. Current freight trains running the line do not have wagon on-board monitoring systems, which may be a valuable service to be implemented in the expected wOBU. Furthermore, the

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implementation of Cargo Monitoring System should be considered in this reference scenario in order to share tracking information about the cargo status.  Coupling: Current systems should be manually operated and do not provide information on the status of the coupling mechanism. Therefore, human intervention is needed before the train inauguration in order just to complete a visual inspection of the couplers.  Train integrity: Current train integrity systems are based on installing a cable from head to tail of the train in the inauguration. Moreover, the OPEX and CAPEX costs to provide current train integrity solutions are high.

From this reference scenario description it is possible to extract interesting information about the detected needs in terms of On-Board monitoring, operation, sensors and other issues able to turn the current scenario into a more efficient one without impacting neither functionality nor safety. The next chapter will explain the proposed communication backbone infrastructure along freight trains.

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7 Requirement Analysis Starting from reference scenarios, this chapter presents the process used to achieve the definition and analysis of the requirements. Through Use Cases description and analysing freight requirement and needs, it will be able to describe the basic innovation introduced and how this innovation improves actual scenario.

From these Use Cases, Business and Operational needs are extracted. The analysis of these needs produces the Top Level Requirements which are the main output of this deliverable.

7.1 Introduction Once the reference scenario is defined, this section shows the definition of a wireless communication backbone infrastructure along freight trains. The system has to provide seamless on-board communications services for sensors, actuators and telematics applications installed on rolling stock and wagons of train compositions (Fig.10). This document analyses the wOBU. This element will provide a hub for all the other components. It will also provide a connection between wagons producing a wireless connection along the train. Besides these two components, many other possible modules are shown on the picture

Fig. 17. Freight Telematic System (FTS)

In this stage, the wOBU (wagon On-Board Unit) will be focused on being able to implement applications, such as automatic train set-up functionalities as well as a technical solution to provide information about the train (train integrity and end of train (EoT)) to the Traffic Management System (TMS).

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Fig. 18. Wagon On-Board Unit (wOBU) The envisaged solution will provide smart auto-configuration and self-discovering services to settle those special needs of freight trains, mostly related with dynamic and variable train compositions. The ability of proposed innovative technology for implementing automatic detection of communication nodes and automatic set up of the wireless network will be key factors for improving global performance of freight train composition operations, besides being the technological basis for automatic train set-up and control of train composition capabilities. Wireless Sensor Network (WSN) technology will be deeply analysed and developed with special focus on specific requirements taken out from railways freight transport needs, focusing on using low-power communication protocols with required band-width for on-board applications. The use of wireless communication nodes will avoid complex and low reliable wired networks, therefore the proposed technology will be easily and cost-effectively deployed over freight rolling stock, without creating special requirements, therefore maximizing market uptake of the solution. The application of this technological solution in safety ambient will also be approached in this task by performing preliminary feasibility and safety analysis from a generic point of view, in order to include general safety-related requirements during the design process of proposed wireless- backbone infrastructure. The first step to develop this task consists on gathering the extracted requirements from the operational conditions of the reference and operational scenario, also specifying main improvements over current scenario in freight infrastructure. Once requirements and needs are specified, it is necessary to describe them by means of the Use Cases. It means that reference scenarios must be developed using requirements/needs and fixing a start point scenario. The described UCs will be analysed to extract the top-level requirements, like Business Needs (BN) and User Requirements (UR), which are the main output of this deliverable. An example of this process will be presented along next chapters.

7.2 Proposed Use Cases On the following pages Use Case description will be explained. As a result of these Use Cases, BN and UR can be extracted. The following UCs will be explained in the sections below:

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 Continuous Condition Monitoring On-Board Freight Wagons  Automatic Coupler  Cargo Monitoring System  On-board Positioning  On-board Train Integrity  Wayside – On-board monitoring data integration

7.2.1 Use Case 1: Continuous Condition Monitoring On-board Freight Wagons On-board condition monitoring is an indispensable step from a time based to a condition based and predictive maintenance strategy. Additionally, it allows the early identification of safety risks related to the vehicle condition. Today, condition based and predictive maintenance is hindered by the lack of suitable on-board systems and the corresponding telematics and electrification. We propose an on-board wagon monitoring system that comprises several sensor systems to assess the wheel to rail contact, as well as the noise and vibration status. The system must be able to acquire, store and (pre-)process large amounts of data (> 1Mbit/s).Real time status information should be sent to the locomotive through wireless communication and from there also to the wayside monitoring system for an integrated data analysis, the infrastructure management and the train operator. The status updates should provide information on sensor functioning and safety-relevant information on the vehicle behaviour related to wheel-rail forces, wheel-rail damage, derailment risk and ride stability. The wagon monitoring system should be applicable to existing vehicles (add-on) and to new vehicle designs.

7.2.2 Use Case 2: Automatic Coupler Automation in train operation by automated couplers in the terminals/marshalling yards will raise the quality of rail freight services, improve staff productivity, safety and resource utilization as well as increase of infrastructure capacity.

Today, conventional UIC screw couplers are used in Europe. These screw couplers require labor- intensive manual coupling operation between wagons exposing the workers to the risk of being crushed and making freight highly inefficient in time and cost. These couplers also have a limited load capacity and limit the length, weight and speeds of the trains. Automatic Couplers will allow operations to run much quicker, taking into account different (but common) scenarios according to the type of railway coupling and wagon: SA-3 standard, UIC SC or the new AC. The new Automatic Coupler that is under development, fosters to automate operations, to reduce personnel risk, to increase the train length and speed, provide a power source to the wagon for digitalization and to reduce the overall operational costs. This new solution, described in the future “D5.4 Automatic coupler conceptual design“ brings up different operational modes:

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 First Scenario: Operational Coupling  Second Scenario: Operational Uncoupling  Third Scenario: Accidental Uncoupling  Fourth Scenario: Re-arm after Accidental Uncoupling  Fifth Scenario: Contact between couplers, but coupling operation failed  Sixth Scenario: Contact between couplers, but one is retracted  Seventh Scenario: Coupling against a Screw Coupler  Eight Scenario: Coupling against a standard SA-3 coupler  Ninth Scenario: Coupling against a new Automatic Coupler in a non-electrified wagon

7.2.3 Use Case 3: Cargo Monitoring System The Cargo Monitoring System follows the Reference scenario. During the trip, the Freight composition will be based on Cargo needs, so the train composition will be changed to add or replace cargo wagons. During the operation the CMS should present what kind of cargo compose the train and its status (weight, temperature, maintenance schedule). In the current situation, every logistics operation, cargo status or train movements related this composition are centralized by the CMS. On an automatic wireless starting point scenario, wOBU must allow to implement applications to provide information about freight status, using low- power communication protocols. The CMS will be prepared to exchange future information to the TMS when the train enters the controlled area until it leaves.

7.2.4 Use Case 4: On-board Positioning The objective of the On-board positioning function is to provide a position estimate of the locomotive, the wagon or a given sensor depending on where the positioning system is installed. The position estimated can be provided by single isolated locomotives, wagons or sensors or during the convoy in operation, shunting or static. Additionally it also serves as an enabler for other uses cases where the information is stamped with time and position information. The systems where the positioning function is employed are the SPU (Sensor Processing Unit) the wOBU (wagon On-Board Unit) and the LOBU (Locomotive On-Board Unit). All of them should be able to provide the time and the position estimate to the trackside in an autonomous way. Moreover, wOBUs can provide the time and position estimate to the LOBU, which is the responsible to provide to the trackside the position estimate of the Locomotive and the wagons. In this way different scenarios are foreseen:  Stand-alone positioning report: the positioning function time and position estimated is send to the trackside.  Collaborative positioning report: the positioning function time and position estimated by each wagon (wOBU) is send to the Locomotive (LOBU). LOBU using all the information enhances the LOBU’s own position. LOBU transmits the time and the position of the locomotive and wagons to the trackside. Moreover, the LOBU can also send position information to the wOBUs in order to improve the position information estimate of the wOBU.

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7.2.5 Use Case 5: On-board Train Integrity (OTI) On-board Train Integrity provides information about the integrity of the composition throughout the time. The OTI is needed for the future adaptation of the European railway environment to the ERTMS level 3. The OTI device has to be able to determine and communicate continuously with the End of Train. When the locomotive knows of the existence of the EoT the Train Integrity can be stablished. Currently the Train Integrity, as shown on the SoA, is stablished manually at inauguration time. The train is checked when it is composed. The wOBU could help to prove the train integrity automatically. When the connection among wOBUs will be lost a train integrity alarm could be raised. A Train Integrity check through location or composition could be also proposed. When the last wagon provides a location not in range with the other wagons a loss of train integrity could be reported. To this end, the LOBU should act as a centralizer to be able to report the tail in relation with the head of the train. The use of wireless technologies could help the deployment of the Train Integrity system in old wagons, which have an average useful life of 40 years. The low cost proposed wOBU solution can also help this purpose.

7.2.6 Use case 6: Wayside – On-board monitoring data integration At a certain point the running train passes through a wayside monitoring system, which may perform different measurements such as:  3D gauge profile clearance. Missing and out of alignment items detection.  High Definition 2D image recording of lateral and upper sides. Related measurements and defects detection such as friction wedge height, brake thickness, suspension springs height, etc. Information on dangerous goods transported.  Wheel, axle and vehicle loads and imbalances  Wheel dynamic impact and defects  Pantograph profile and defects  Axle bearings measurements  Thermographic maps of lateral, upper and lower sides  Vehicle and containers identification numbers  Etc. The wayside measurement system belongs to the Infrastructure Manager and may be installed at different points along the line:  At the terminal entry/exit with trains going in/out at approx. 30km/h  Along the line with trains passing at full speed (approx. 80-120 km/h)

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The wayside system performs data analysis on the data acquired from the running train, completing this operation in 2-10 minutes after the train has passed from the wayside measurement point. Data processing goes on in parallel with data acquisition, but may take longer time depending on the number and types of installed wayside technologies and processing performed. After data has been processed the results are sent to the Infrastructure Manager (IM) through a secure connection. IM will use the data for rolling stock impact evaluation on the infrastructure and make this available to the Train Operator for its own needs, containing some of the following:

 Reactive and predictive maintenance activities  Comparison between different/same values collected on board and wayside  Train/vehicle/goods tracking  Composition verification  Etc.

7.3 Beyond the State of the Art In order to analyse how each Use Case matches to the requirements of the reference scenario previously detailed, it is necessary to specify the main challenges that will be solved by the innovation introduced by the wOBU.

7.3.1 UC1: Continuous Condition Monitoring On-Board Freight Wagons

Description Add-on application to existing vehicles

Current solution Current freight waggons do not offer sufficient electrification and communication facilities.

Basic innovation The proposed wOBU should be self-contained and be powered by an autonomous generator so that the system can be applied to non-electrified wagons. The wireless communication then allows a seamless communication between the wagons and the locomotive.

Table 6: UC1 Innovation 1: Add-on application to existing vehicles

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Description Real time wagon condition monitoring Current solution Current freight wagons do not have a wagon on-board monitoring systems and therefore do not allow real time wagon monitoring.

Basic innovation The proposed wagon monitoring system together with wireless communication allows to access information on the sensor functioning and waggon condition in real time.

Table 7: UC1 Innovation 2: Real Time wagon condition monitoring

7.3.2 UC2: Automatic Coupler

Description After completing a service coupling

Current solution Actual system cannot detect if the coupling is completed making use of the UIC SC coupling system

Basic innovation With the new Automatic Coupling, this issue is solved, because each coupling is provided with a power connexion and a state sensor that provides electric power and a signal to the wOBU of each wagon.

Table 8: UC2 Innovation 1: After completing a service coupling Description After an accidental uncoupling Current solution The new Automatic Coupling is provided with an electric connexion that provides power to the wagon. When the wagons are separated, this power connexion will be breaked, allowing the control system to detect this condition. Basic innovation With the new Automatic Coupling, this accidental uncoupling condition is identified because power to the wOBU is eliminated.

Table 9: UC2 Innovation 2: After an accidental uncoupling

Description Service uncoupling

Current solution Current system should be manually operated. With the new Automatic Coupling and the wOBU, uncoupling can be done remotely from the loco or from a control centre.

Basic innovation Remote uncoupling can be done with the new Automatic Coupling.

Table 10: UC2 Innovation 3: Service uncoupling

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Description Trainset composition

Current solution Current system does not provide information on the status of the coupling mechanism. Therefore, when the vehicle is stopped, the operators should complete a visual inspection of the couplings before the vehicle departs. The new Automatic Coupling is provided with a state sensor that provides a feedback on the position of the coupling mechanism.

Basic innovation With the new Automatic Coupling, the couplings inspection checks before departure are eliminated.

Table 11: UC2: Innovation 4: Trainset composition

7.3.3 Cargo Monitoring System Description Cargo Status Tracking

Current solution Current systems do not share tracking information about cargo status.

Basic innovation The Use Case proposed solution, could allow the CMS to access data about the wOBU and cargo status in a controlled zone inside a big city or a dangerous area.

Table 12: UC3 Innovation 1: Cargo Status Tracking

Description Logistics Predictive Planning

Current solution Current systems do not present real time logistics information.

Basic innovation The proposed solution could allow to access historical and current data. Through the wOBU and CMS, this information could allow goods managers to improve logistics planning.

Table 13: UC3 Innovation 2: Logistics Predictive Planning

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7.3.4 UC4: On-board Positioning Description Stand-alone positioning

Current solution There are some modernised wagons and locos which include positioning functions by means of a stand-alone device.

Basic innovation Depending on the application, the proposed positioning solution will be integrated in the SPU, wOBU and/or LOBU. It will complement a number of other use cases such as Cargo Monitoring, Wagon Monitoring, etc. by means of the time and position information.

Table 14: UC4: Innovation 1: Stand-alone positioning

Description Collaborative positioning

Current solution There are some modernised wagons and locos which include positioning functions by means of a stand-alone device.

Basic innovation The proposed solution could allow to the LOBU knows the position of each wagon on-board unit (wOBU) and provides the information to the control center. In addition, the LOBU could send position information to the wOBUs in order to improve the position estimate.

Table 15: UC4: Innovation 2: Collaborative positioning

7.3.5 UC5: On-board Train Integrity Description Increase Rail line capacity and Reduced OPEX time and costs

Current solution Current train integrity is provided by a cable from head to tail of the train installed in every train inauguration.

Basic innovation The proposed solution could allow the LOBU to check the Train Integrity and perform the inauguration automatically needing only an initial human check of the Train Integrity.

Table 16: UC5: Innovation 1: Reduced OPEX time and costs

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Description Automatic and Continuous OTI

Current solution Current Train Integrity solutions do not provide continuously the Train Integrity to the locomotive. Or in case of doing it they increase the costs as shown before. Basic innovation The proposed solution could allow the LOBU to know the integrity of the composition at any point of the trip. This could enable the composition to enter level 3 ERTMS areas.

Table 17: UC5: Innovation 2: Automatic and Continuous OTI

7.3.6 UC6: Wayside – On-board monitoring data integration Description Wayside – on board monitoring data integration Current solution Current freight wagons wayside monitoring is not integrated with monitoring data from on board vehicles.

Basic innovation The proposed scenario will allow data collected on board of freight wagons to be integrated with the data collected by wayside systems, providing the means for data enrichment, comparison, anomaly detection and more precise state predictions, alarm detection.

Table 18: UC6: Innovation 1: Wayside – on board monitoring data integration 7.4 User/Business Needs Using information extracted from last chapters, Business Needs and User Requirements could be obtained. Business Needs are identified as the requirements of the customer that focuses on a business issue. On the other hand, User Requirements specifies what the user expects the system to be able to do. These BN/UR will lead to the development of the Top Level Requirements. Each BN/UR must describe from which UC is derived and also what problem does it solve. In the following table, the UR/BN are described:

Code UC Type Description Author Condition based and predictive maintenance of wagons: Continuous on-board condition monitoring is a key step BN1 1 BN DLR towards wagon predictive maintenance which can improve rolling stock availability and reduce costs. Condition based and predictive maintenance of tracks: Continuous on-board condition monitoring is a key step BN2 1 BN DLR towards predictive maintenance of tracks which can reduce costs. G A H2020 – 730617 [FR8-WP3-D-ISS-019-02 D3.1] P a g e 73 | 139

Real time condition monitoring: The locomotive will receive real-time status information on wagon condition. BN3 1 BN DLR This will increase safety during operation and will reduce the derailment risk Condition based and predictive maintenance: To use the acquired sensor data for condition based and predictive maintenance, the wOBU must be able to process large UR1 1 UR amount of data that will be acquired with a data rate of DLR several Mbit/s. Relevant features or even the raw data should be stored and regularly read out e.g. in the train yard. Real time condition monitoring: To realise the real time condition monitoring status updates should be sent every UR2 1 UR second from the wOBU to the locomotive and from there DLR to the infrastructure. The data rate can be relatively small (several kbit/s) BN4 2 BN Central buffer coupler and transmission of higher CAF longitudinal forces: Will bring higher safety figures and a reduced risk of derailment. Longer and heavier trains can be operated, at higher speeds. Wear in the infrastructure and rolling stock will be reduced. BN5 2 BN Rationalisation of coupling process: Automatization of CAF shunting and marshalling operations will bring increased labour productivity, rolling stock utilization and a reduced infrastructure occupation. Transport times will be reduced and staff will operate safely and with increased comfort. BN6 2 BN Electric on-board power supply: Will enable additional CAF service features, in order to recover market share and re- enter into lost market segments. UR3 2 UR Automatic uncoupling: The system should be able to CAF uncouple automatically and remotely, from the loco or control centre. UR4 2 UR Automatic coupling: The new Coupling should be able to CAF couple the wagons without manual intervention, nor electric command. The mechanical solution is based on a semi-automatic coupling, capable of coupling the wagons by pushing them one against the other. UR5 2 UR State detection: The new Automatic Coupling allows CAF detecting the coupling condition, by means of a power connector that delivers power to the wagon. UR6 2 UR Accidental uncoupling: When the vehicles are CAF accidentally separated, due to a failure in the mechanical coupling system, this condition is detected, because the G A H2020 – 730617 [FR8-WP3-D-ISS-019-02 D3.1] P a g e 74 | 139

wOBU power supply, coming from the coupling, will be eliminated. UR7 2 UR Preliminary coupling inspection: This visual inspection CAF that should be done currently is eliminated with the new Automatic Coupling. The state sensor mounted on the coupler head provides a feedback of the status of the coupling mechanism. Composition computerization: The locomotive will Receive the cargo information on coupling. This will allow the customization of the locomotive settings per train BN7 3 BN INDRA composition on the fly. This will bring costs down by removing the need of extra operators besides the one doing the final checking. Cargo movement: Through the connection to the WSN the wOBU gets information on a cargo weight variation that could destabilize the composition. This information BN8 3 BN INDRA is sent to the locomotive and the TMS. The train gets sent to a siding avoiding the falling of the cargo. This will save money by avoiding small freight accidents. Cargo Predictive Maintenance: On train composition, the cargo, through the wOBU shall provide status information BN9 3 BN INDRA in order to keep predictive maintenance of the cargo container unit. Cargo Predictive Logistics: The system must be able to BN10 3 BN INDRA produce historical data to improve logistics planning. Cargo Break Down: The system must be able to detect UR8 3 UR INDRA and transmit break downs on the cargo and rolling stock. Stand-alone positioning: The positioning function shall be able to provide time and position information. This BN11 4 BN CEIT information shall be transmitted to trackside and/or is used by other functions. Collaborative positioning: wOBUs shall be able to provide BN12 4 BN time and position estimate to the LOBU by means of the CEIT train’s communication backbone. Collaborative positioning: LOBUs shall be able to provide BN13 4 BN correction information to the wOBUs by means of the CEIT train’s communication backbone. Collaborative positioning: LOBUs shall be able to provide UR9 4 UR time and position information of the LOBU and wOBUs to CEIT the trackside and/or is used by other functions. Collaborative positioning: LOBUs shall be able to provide UR10 4 UR enhanced position estimation thanks to the additional CEIT information received from wOBUs.

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Wireless TI checking: In order to reduce OPEX time and BN14 5 BN cost, wireless solution allows the lOBU to check Train INDRA Integrity in any moment. Automatic and Continuous OTI: The lOBU must know the BN15 5 BN INDRA integrity of the composition at any point of the trip. TI loss detection: An alarm must be raised when the BN16 5 BN wOBUs lost connection among each other. The train must INDRA be stopped in order to check the composition. Increase capacity: The integrity of the freight train has to BN17 5 BN be determined without On-track equipment in order to INDRA increase Freight Lines capacity. Human TI checking: Human TI checking is only needed at UR11 5 UR INDRA the train inauguration. ERTMS level 3: Looking forward to the adaptation of the UR12 5 UR European railway environment to the ERTMS level 3, On- INDRA board Train Integrity is required. UR13 6 UR Wayside – On-Board data integration process: A data ASTS exchange contract-based approach has to be decided between different stakeholders such as Infrastructure Managers, Train Operators, Maintenance responsible, Courier, etc. UR14 6 UR Wayside – On-Board data integration results: Data ASTS integration outcomes includes data enrichment, outlier/anomaly detection, extended and more precise predictive maintenance, alarm detection.

7.5 Top Level Requirements The Top Level Requirements are derived from the Use Cases and the Business Needs and User Requirements. The top level requirements aim to define how to achieve the performance of the UCs. The top level requirements introduced must have the following structure:

 Title: The title must be short and as clear as possible.  Reason: This section must specify the UC or the BN from which the requirement is derived.  Brief description: This section must describe the requirement.  Rationale: The rationale must explain the controlled principles in which the requirement is based.  Priority: This field must contain the priority level and why each requirement has this level.  Source: This field must contain the BN/UR from which the requirement is extracted.

Top Level Requirements table is shown in ANNEX A. G A H2020 – 730617 [FR8-WP3-D-ISS-019-02 D3.1] P a g e 76 | 139

8 Conclusions In WP3 of the FR8RAIL project, the wOBU is developed as the transponder that allocates current and futures services such as Cargo Monitoring System, Wagon Monitoring System or positioning, among others. As a service provider, the wOBU must be able to concentrate different features. Going beyond the State of the Art of Freight Wagon it is possible to approach to a predictive maintenance with effective condition monitoring systems, particularly on-board monitoring systems. Using real-time data to prioritize and optimize maintenance resources, CBM will improve rolling stock availability and reduce costs. Regarding the coupling process, the automatic coupler under development will foster to automate operations in order to reduce personal and equipment risks, increase the train length and speed, provide a power source to the wagon for digitalization and reduce the overall operational costs. The Train integrity system has most of the problems solved through the use of the wOBU as a transponder for the deployment of different Wireless Train Tropology Protocols. This transponder can stablish a link between the head of the train and the End of Train (EoT). Through the existence of this link the Train Integrity can be stablished. With the deployment of an Inaugurational service layer on the wOBU, the OnBoard Train Integrity of a variable composition could be proven. The reference scenario build from Swedish, Swiss and German cases set the basis for the extraction of information about the detected needs in terms of On-Board monitoring, operation, sensors and other issues. The study of the route length, the freight density, the freight train characteristics and the train integrity, among other many features, lead us to build-up several Use Cases. Based on the study of this reference scenario, the different Use Cases, the business needs of each UC and the final top-level requirements extraction, we can conclude that –in a first approach- the system must be based on a point-to-point network distributed along the different compositions centralized on the lOBU. Consequently, the wOBU will need enhanced capabilities for computation and I/O features. Through these I/O cards, each wOBU will concentrate and process the required information from the different services analysed in the described UCs. I/O cards must support all safety measurements necessary for railway environments and must comply with CENELEC EN 50155. Concerning the communication, the data collected in the State of the Art of Wireless Technologies and the requirements provides a good starting point for setting the basic specifications for the selection of wireless communications technologies. Along with the requirements, this lead us to a solution which involves a medium bit rate, wireless protocols for mobile environments with medium coverage, low consumption and low cost –based on the reference scenario. IEEE 802.11 family will be used to cover these requirements, being IEEE 802.11p the best candidate.

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Appendix A. Top Level Requirements Detail

ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification 1. Automatic Coupler 1.1 Data transmission technology There are two Using wireless options for data techniques is transmission: wired- Need to recommended, transmission or define as they will wireless techniques. Urgent, because because it is allow for The first requires it has a direct needed for cheaper Data tighter mechanical impact in the the selection couplers, BN1/BN2 wOBU-1 transmission CAF 11/01/2018 MAN tolerances, whereas High first phase of the of the without electric /BN3 technology the second not. concept design, preferred heads (like the The coupler head and in the cost- automatic ones in architecture, and benefit analysis coupler passenger latching mechanism architecture applications) depend highly on keeping them which technology is more simple. selected.

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification If possible, better to install an onboard In case that the data wireless data transmission transmission system. It should be elements will be Additional defined installed in the transmission Urgent, because which coupler head, their elements could it has a direct elements will type, size and Data be mounted on impact in the be installed interfaces should be BN1/BN2 wOBU-2 transmission CAF 11/01/2018 MAN the coupler High first phase of the for wireless provided, as they /BN3 components head, to help to concept design, data could have a direct detect and in the cost- transmission impact in the information of benefit analysis and their conceptual design of the adjacent location the coupler. The wagons. The other option is to number, size install them in the and location of carbody these elements should be defined.

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification 1.2 Actuator The actuator will be remotelly operated, but Provided that there will also the remote The coupler actuator be a manual uncoupling is used to uncouple uncoupling will be done Urgent, because the actuators, by mechanism, by an electro- it has a direct moving the latching activated from Automatic mechanic impact in the mechanism to the the side of the wOBU-3 coupler CAF 11/01/2018 MAN onboard High first phase of the BN5 unlatched position. wagon. Energy actuator actuator, the concept design, This actuator is needed to nature of the and in the cost- expected to be unlatch the uncoupling benefit analysis activated with system could electric signal electric power. be above 20 should be Joules defined.

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification 1.3 Power

Need to define Power transmission Do not include whether the between couplers is power cables coupler an important point between Urgent, because should in the design of the wagons. Each it has a direct Power include Automatic Coupler, wagon should impact in the transmission electric wOBU-4 CAF 11/01/2018 MAN because it requires be self- High first phase of the BN6 between cabling for specific interfaces powered and concept design, wagons energy that could make the no signals will and in the cost- harvesting or system more be physically benefit analysis power complex and highly exchanged transmission affect the cost between them. between wagons

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification 1.4 Other Requirements Compatibility with SA-3 will bring interoperability benefits, but No link to BN. It should be Compatibility with overall, it will Not critical now defined if the SA-3 means that the have a positive because we new Urgent, because new solution will be economic noticed that to Automatic it has a direct based on this impact in the achieve Coupler will impact in the SA-3 coupler Willison-called Migration Plan. compatibility wOBU-5 CAF 15/01/2018 MAN be High first phase of the compatibility profile. Widely This is because with Eastern compatible concept design, extended in some the SA-3 is an countries with the and in the cost- freight lines in East existing depends not Russian SA-3 benefit analysis Europe and Russia, solution, only on the mechanical but also in Turkey. implemented in coupler but on solution. some wagons, the track gauge. but also its production has been widely extended, and

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification optimized.

Compatibility with Consider the UIC Screw It should be temporary Coupler means that defined if the compatibility the new solution will new with the Screw Urgent, because be able to couple Automatic Coupler, to it has a direct UIC Screw with the current No link to BN, Coupler will allow for a impact in the Coupler Screw Coupler but is a must to wOBU-6 CAF 11/01/2018 MAN be temporary transition High first phase of the temporary solution Buffers. achieve compatible period, concept design, compatibility Special care should migration with the necessary due and in the cost- be taken to standard UIC to the difficulty benefit analysis minimize risks for Screw in isolating the staff. Coupler. traffics in Compatibility will Europe. only be possible

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification during a temporary period, in order to be able to migrate from the current to the final solution.

A sensor installed on the Not urgent The train Need to coupler will because it Automatic information system monitor the indicate doesn't impact in wOBU-7 coupler CAF 11/01/2018 MAN should have visibility Low BN3 status of the whether it is the first phase of state sensor of the number of coupler coupled to the concept wagons coupled. another vehicle design or not. Need to The Brake Pipe Valve This operation Not urgent Status of the monitor the is the element could be because it wOBU-8 brake pipe CAF 11/01/2018 MAN status of the responsible of automatic or Low doesn't impact in BN3 valve Brake Pipe coupling the Brake manual. the first phase of Valve Pipes of the wagons However, as the concept

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification in a single line. this is a safety design element, it could be interesting to monitor its status by means of an electric sensor or switch. In order to design a competitive coupler Maximum solution, covering train length is the current and 1050 m train limited by the future traffic length, with a Not critical at the Maximum maximum wOBU-9 CAF 11/01/2018 MAN demands, it is single loco at Low initial stage of BN4 train length tensile and required to specify the head of the the project compressive the maximum train train force of the length that should coupler. be able to withstand.

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification In order to design a Maximum 100 km/h for a competitive coupler train speed is 22,5 T axle-load solution, covering limited by the 120 km/h for a the current and Not critical at the Maximum maximum 25,0 T axle-load wOBU-10 CAF 11/01/2018 MAN future traffic Low initial stage of BN4 train speed tensile and 160 km/h for demands, it is the project compressive lower axle-load required to specify force of the market the maximum coupler. segments operational speeds. The coupler will be designed to deal The with this value and Automatic all the components Not critical at the Coupler will will be selected wOBU-11 Lifecycle CAF 11/01/2018 MAN 40 years Low initial stage of BN7 be designed according to this. the project for a 40 year The maintenance life operations will also consider this requirement. 2. Wagon 2.1. Specific Requirements

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification A short message containing the The technology braking information approach is To be decided Braking at vehicle/axle basis based on image after the overall Brake parameters could be send via an analysis. wOBU-12 Ansaldo 11/01/2018 MAN Low communication UR13/UR14 thickness could be send available wireless Acquisition and architecture via wireless channel at processing definition elaboration end during train (after every train passage. passage) A short message Information The technology containing the about wheel approach is wheel parameters and axle frequency To be decided information could weight, analysis on after the overall Wheel be send via an wOBU-13 Ansaldo 11/01/2018 MAN imbalances reflected signal. Low communication UR13/UR14 parameters available wireless and wheel Acquisition and architecture channel at defects must processing definition elaboration end be send via during train (after every train wireless. passage. passage)

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification The RFID must be recognised To be decided A short message RFID sensors on RFID via anthenna. after the overall containing the list of wagon and wOBU-14 detection Ansaldo 11/01/2018 MAN Information Low communication UR13/UR14 RFID readers must Antenna and reading among RFID architecture be send to the CMS. wayside. and anthenna definition must be exchanged. 2.2 Positioning function This One of the FTS requirement (Freight Telematic aims to clarify Status) main the objective of function is to the system and Architectura of BN11/BN12/ wOBU-15 FTS CEIT 28/03/2018 INFO provide a PT provide Low the FTS BN13 (position and time) requirements solution for for the purpose maintenance of the operations. telematics in IP5: CBM.

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification The FTS shall guarantee a PT FTS solution in the FTS positioning wOBU-16 positioning CEIT 28/03/2018 MAN High BN11/UR9 following areas: function function urban, suburban, rural and tunnels. The FTS shall FTS provide a PT FTS positioning BN12/BN13/ wOBU-17 positioning CEIT 28/03/2018 MAN High solution per train function UR9/UR10 function and per wagon. The FTS shall have a Synchro. time synchronization FTS time function for the wOBU-18 CEIT 28/03/2018 MAN process before the High BN11 synchr. collaborative operation positioning inicialization. LOBU shall be able Calibration to send calibration LOBU - function for the wOBU-19 CEIT 28/03/2018 MAN information to each High BN13 wOBU collaborative of the wOBU of the positioning train. 2.2.1 Architecture for positioning function

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification The FTS is carried out by different product classes ranging from the FTS product simplest Architecture of wOBU-20 CEIT 28/03/2018 INFO Low UR9 classes architecture of a FTS single sensor with SPU to the full system based on wOBU and LOBU. The full FTS is carried out by a system composed of FTS wOBU a LOBU (LocoOBU) in BN12/BN13/ wOBU-21 CEIT 28/03/2018 MAN High Full FTS and LOBU the locomotive and UR10 a wOBU (wagonOBU) in every wagon. The LOBU shall LOBU provide a PT LOBU positioning BN11/ wOBU-22 positioning CEIT 28/03/2018 MAN High solution per train function BN13/UR10 function and per wagon.

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification wOBU The wOBU shall wOBU p wOBU-23 positioning CEIT 28/03/2018 MAN provide a PT High positioning BN13/UR10 function solution per wagon. function In case SPU requires SPU positioning function, SPU positioning wOBU-24 positioning CEIT 28/03/2018 MAN then the SPU should High BN11 function function provide a PT solution per sensor. 2.2.2 Communications for positioning function In the full FTS, FTS communication system will send PT Communications solution of the train wOBU-25 FTS Comm. CEIT 28/03/2018 MAN High needs related to BN11/UR9 and PT solution of positioning each of the wagons to the control center. In single sensor FTS, Communications FTS communication wOBU-26 FTS Comm. CEIT 28/03/2018 MAN High needs related to BN11/UR9 system will send PT positioning solution of the

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification sensor to the control center.

The information is time Communication dependent, Communications system should wOBU-27 FTS Comm. CEIT 28/03/2018 MAN long delays will High needs related to BN11/UR9 ensure the minimum affect positioning delay. positioning system performance The communication system shall be able to send the Communications wOBU-28 FTS Comm. CEIT 28/03/2018 MAN information at the High needs related to BN11/UR9 same rate of the positioning positioning solution generated by FTS.

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification LOBU communication system will send PT Communications LOBU solution of the train wOBU-29 CEIT 28/03/2018 MAN High needs related to BN12/UR9 Comm. and PT solution of positioning each of the wagons to the control center. The OBU shall be System able to send the PT connectivity solution information Communications wOBU should be Mediu wOBU-30 CEIT 28/03/2018 DR using mobile needs related to BN13/UR9/UR10 Comm. managed using m wireless positioning wireless technologies to technologies. control center. In single sensor FTS, the SPU shall be able to send the PT Communications wOBU-31 SPU Comm. CEIT 28/03/2018 MAN solution information High needs related to BN13/UR9/UR10 using mobile positioning wireless technologies to

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification control center.

The implemented The wOBU shall systems should send in addition to be able to Communications wOBU wOBU-32 CEIT 28/03/2018 MAN the PT solution an provide a High needs related to BN12 Comm. identification of the wagon positioning wagon. identificator with the PT solution. The use of the same All the PT solutions codification shall be encoded in allows other the same format in Communications systems to take wOBU-33 FTS Comm. CEIT 28/03/2018 MAN order to enhance High needs related to BN11/UR9 advantage of the interoperability positioning the encoding with other solution interfaces. reducing the interoperability

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification complexity and enhancing other systems capabilities.

System The LOBU shall be connectivity able to send the PT Communications LOBU should be Mediu wOBU-34 DB 28/03/2018 DR solution information needs related to BN13/UR9 Comm. managed using m using WSN to the positioning wireless wOBU with 1Hz freq. technologies. System The wOBU shall be connectivity able to send the PT Communications wOBU should be Mediu wOBU-35 DB 28/03/2018 DR solution information needs related to BN12/UR9 Comm. managed using m using WSN to the positioning wireless LOBU with 1Hz freq. technologies. Three types of Communications wOBU messages are Mediu wOBU-36 DB 28/03/2018 DR needs related to BN11 Comm. needed: push m positioning notifications, pull

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification notifications and events (e.g. triggered if a threshold of a sensor is exceeded). The wOBU has to Communications wOBU offer the possibility Mediu wOBU-37 CEIT 28/03/2018 DR needs related to BN13/UR10 Comm. to be calibrated by m positioning remote access. The wOBU has to offer the possibility to change parameters (e.g. Communications wOBU Mediu wOBU-38 CEIT 28/03/2018 DR thresholds of needs related to BN13/UR10 Comm. m sensors for alarms positioning or frequency of of PT solutions) by remote access. The communication Communications system shall be able wOBU-39 FTS Comm. CEIT 28/03/2018 MAN High needs related to BN11/BN12 to manage the train positioning composition

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification detection.

The wOBU must wOBU and Communications connect exclusively wOBU-40 LOBU CEIT 28/03/2018 MAN High needs related to BN12 to the LOBU of the Comm. positioning train it belongs to. 2.2.3 Hardware for positioning function FTS shall work on environmental conditions according to EN 50125 part 1 Non functional wOBU-41 FTS HW DB 28/03/2018 MAN and 3, EN 60721-3-5, High BN11 reqs. classes 5C3 and 5F3. Temperatures between -40°C and +80°C.

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification The cost of the system will have a direct impact on the market entry conditions. The LOBU system A trade-off architecture shall be between the adjusted to the system Mediu Non functional wOBU-42 LOBU HW CEIT 28/03/2018 OR BN11/UR9 requirements performance m reqs. allowing a low-cost and systems system. cost should be achieved in order to reach the agreed requirements at the minimum cost.

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification The cost of the system will have a direct impact on the market entry conditions. The wOBU system A trade-off architecture shall be between the adjusted to the system Mediu Non functional wOBU-43 wOBU HW CEIT 28/03/2018 OR BN11 requirements performance m reqs. allowing a low-cost and systems system. cost should be achieved in order to reach the agreed requirements at the minimum cost.

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification The cost of the system will have a direct impact on the market entry conditions. The SPU system A trade-off architecture shall be between the adjusted to the system Mediu Non functional wOBU-44 SPU HW CEIT 28/03/2018 DR BN11 requirements performance m reqs. allowing a low-cost and systems system. cost should be achieved in order to reach the agreed requirements at the minimum cost. FTS electrification is FTS covered by the Mediu Non functional wOBU-45 Electrificatio CEIT 28/03/2018 DR BN11 electrification of m reqs. n each of the system

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification components (LOBU, wOBU and SPU)

The LOBU LOBU electrification will be Mediu Non functional wOBU-46 Electrificatio CEIT 28/03/2018 DR BN7/BN11 obtained from the m reqs. n locomotive. The lack of electrification along the freight wagons obliges to The wOBU provide a wOBU electrification shall power source Mediu Non functional wOBU-47 Electrificatio CEIT 28/03/2018 DR BN7/BN11 allow the system to independent of m reqs. n work autonomously other systems, such as solar panels, vibration with piezoelectric, etc.

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification The lack of electrification along the freight wagons obliges to The SPU provide a SPU electrification shall power source Mediu Non functional wOBU-48 Electrificatio CEIT 28/03/2018 DR BN7/BN11 allow the system to independent of m reqs. n work autonomously other systems, such as solar panels, vibration with piezoelectric, etc. 2.2.4 Performance requirements for positioning function The FTS position The track FTS solution shall be sensitivity is wOBU-49 positioning DB, SBB 28/03/2018 MAN track selective important for High Track selectivity BN12/BN13/UR9 performance during the "in-drive" maintenance operations. operations.

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification The requested information update period The FTS shall is every 120 FTS provide a PT seconds, Position report wOBU-50 positioning SBB 28/03/2018 MAN High BN12/BN13/UR9 solution at least 1 however this frequency performance every 120 seconds. limit should be only reached in harsh environments. System availability The FTS shall requested for FTS guarantee an the System wOBU-51 positioning SBB 28/03/2018 MAN High BN12/BN13/UR9 availability of a 95% maintenance availability performance along the journey. operation should be 95% or higher. The LOBU position The track FTS solution shall be sensitivity is wOBU-52 positioning CEIT 28/03/2018 MAN High Track selectivity BN13/UR9 track selective important for performance during the "in-drive" maintenance

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification operations. operations.

The requested information update period The LOBU shall is every 120 FTS provide a PT seconds, Position report wOBU-53 positioning SBB 28/03/2018 MAN High BN13/UR9 solution at least 1 however this frequency performance every 120 seconds. limit should be only reached in harsh environments. System availability The LOBU system requested for FTS shall guarantee an the System wOBU-54 positioning SBB 28/03/2018 MAN High BN13/UR9 availability of a 95% maintenance availability performance along the journey. operation should be 95% or higher.

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification LOBU shall detect FTS the moving status of Mediu Additional wOBU-55 positioning DB 28/03/2018 MAN the wagon: moving, BN11/BN13/UR9 m functions performance stopped, and parked. The uncertainty information The wOBU shall provides the FTS provide PVT trust that can wOBU-56 positioning CEIT 28/03/2018 MAN (position, velocity High Position report BN12/UR10 be placed in the performance and time) solutions obtained to the LOBU. position solution. The uncertainty information The wOBU shall provides the FTS provide position and trust that can Position report wOBU-57 positioning CEIT 28/03/2018 MAN High BN12/UR9 speed uncertainties be placed in the quality performance (covariances). obtained position solution.

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification The requested information The wOBU shall update period provide a PT is every 120 FTS solution at least 1 seconds, Position report wOBU-58 positioning CEIT 28/03/2018 MAN High BN12/UR9 every 120 seconds however this frequency performance to the control limit should be center. only reached in harsh environments. System availability The wOBU system FTS requested for shall guarantee an System wOBU-59 positioning SBB 28/03/2018 MAN the maintenace High BN12/UR9 availability of a 95% availability performance operation along the journey. should be 95% or higher. wOBU shall detect FTS the moving status of System wOBU-60 positioning DB 28/03/2018 MAN the wagon: moving, High BN12/UR9 availability performance stopped, and parked.

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification FTS wOBU shall provide Position report wOBU-61 positioning CEIT,DLR 28/03/2018 MAN a PVT solution with High BN12/UR9 frequency performance 1 Hz freq. wOBU shall have a FTS position error at Position report wOBU-62 positioning CEIT, DLR 28/03/2018 MAN High BN12/UR9 most of 5m in clear accuracy performance sky. wOBU shall provide FTS an alert if GNSS wOBU-63 positioning CEIT,DLR 28/03/2018 MAN systems is missing High Alert message BN12/UR9/UR10 performance for more than 10 sec. wOBU shall provide FTS an alert if position wOBU-64 positioning CEIT,DLR 28/03/2018 MAN estimate protection High Alert message BN12/UR9 performance level is greater than 50 meters. LOBU shall provide FTS the position for the wOBU-65 positioning DLR 28/03/2018 MAN entire train given High Position report BN13/UR9/UR10 performance information about the attached wagons

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification and communication with them, with a track map available.

LOBU shall provide a correct track- FTS selective positioning Track selectivity wOBU-66 positioning DLR 28/03/2018 MAN available at least 95 High function BN13/UR9/UR10 performance percent of the time availability freight reference scenario. Where track selective positioning is not possible FTS Track selectivity (maximum 5% time wOBU-67 positioning DLR 28/03/2018 MAN High function BN11/UR10 of the freight performance availability reference scenario), LOBU shall provide a list of likely tracks. FTS LOBU shall calculate Position report wOBU-68 DLR 28/03/2018 MAN High BN13/UR9 positioning the protection level quality

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification performance of the LOBU and the wOBU connected. LOBU might make use of flexible algorithmic FTS framework that wOBU-69 positioning DLR 28/03/2018 INFO High LOBU strategy BN13/UR9/UR10 allows for the performance inclusion of e.g. odometers or balise readers. 2.2.5 Validation requirements for positioning function Selected FTS requirements FTS scenarios shall validation will be positioning reproduce Validation wOBU-70 CEIT 28/03/2018 MAN tested under three High BN11/UR9 function scenarios with strategy freight reference validation different scenarios. characteristics FTS LOBU positioning Selected positioning function scenarios shall Validation wOBU-71 CEIT 28/03/2018 MAN High BN13/UR9 function requirements reproduce strategy validation validation will be scenarios with

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification tested under three different reference freight characteristics scenarios. wOBU positioning Selected function FTS scenarios shall requirements positioning reproduce Validation wOBU-72 CEIT 28/03/2018 MAN validation will be High BN12/UR9/UR10 function scenarios with strategy tested under three validation different reference freight characteristics scenarios. SPU positioning Selected function FTS scenarios shall requirements positioning reproduce Validation wOBU-73 CEIT 28/03/2018 MAN validation will be High BN11/UR9 function scenarios with strategy tested under three validation different reference freight characteristics scenarios.

3. Wireless OBU

3.1 Data

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification In order to reduce human intervention, The Cargo The system the deployed Monitoring system must allow sensors will Urgent, because must be able to Data an collect it has one of the wOBU-74 INDRA 11/01/2018 MAN collect monitored High BN7 collection automated temperature, purposes of the data from cargo data humidity, CO2, CMS design. without needing collection. tilt… in order to human intervention. simplify maintenance tasks. The encryption Not urgent protocol must because it The system To ensure safety and include key doesn't impact in must include security, data agreement, the first phase of locomotive Locomotive packets should be entity Mediu the concept wOBU-75 INDRA 11/01/2018 MAN encryption to BN7 encryption encrypted between authentication, m design. avoid wagons sensors and secured Nevertheless, in eavesdroppin locomotive. application- future steps, it g of packets. level data will be a point to transport… take into

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification account.

The system The data exchange The end-to-end Urgent, because must ensure within the WSN shall integrity of it has a direct data integrity use integrity checks data exchanged impact in the Data wOBU-76 INDRA 11/01/2018 MAN in order to to prevent from within the High first phase of the UR8 Integrity perform good malicious attacks system shall system analysis, data and tampering with prevent any and in the cost- transmission. the transferred data. manipulation. benefit analysis Wireless The system Urgent, because Communication links must support it has a direct must support an The system has the required impact in the appropriated to be prepared wOBU-77 Data Rate INDRA 11/01/2018 MAN amount of High first phase of the BN7 bandwidth in order for adding new data for an system analysis, to manage the devices. optimal and in the cost- required amount of operation. benefit analysis data.

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification Wireless smart sensor networks employed in an automotive context will often be used in Data loss will Urgent, because The system harsh radio also be it has a direct shall employ environments, reported to the impact in the Minimum mechanisms wOBU-78 INDRA 11/01/2018 MAN resulting in weak coordinator to High first phase of the BN7 data loss to ensure a links and significant support the system analysis, minimum packet loss. The Trust Indicator and in the cost- data loss. system must mechanism. benefit analysis guarantee minimum accidental (non- malicious) data loss of less than 0.01%. The wOBU must During freight Having a real The system have appropriate operations, the time monitoring must feature accuracy to meet wOBU must is quite a high Mediu wOBU-79 Accuracy INDRA 11/01/2018 MAN control and have real-time important. BN7 accuracy in m monitoring monitoring and However, have measuremen standards set by data has to high accuracy ts. management perform a high has not a high

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification systems. accuracy in priority level in order to the first phase of optimal the design. management and predictive maintenance. The minimum CRC Urgent, because Critical required will depend Detection it has a direct services for of the amount of systems are impact in the checksum wOBU-80 Checksum INDRA 11/01/2018 MAN data to be essential in High first phase of the BN7 must be exchanged. A every wireless system analysis, involved in minimum of 16 bit is link. and in the cost- the system. recommended. benefit analysis 3.2 Architecture The sensor Connectivity shall be In case of a network ensured while communication Include solution keeping the loss in some redundant nodes Redundant wOBU-81 INDRA 11/01/2018 MAN provides by information nodes, the Low is not urgent at BN7/BN8 nodes the system gathered by the sensor network first phases of must include system must provide the analysis. redundant representative in information to

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification nodes. case of failure. the wOBU and keep the status information gathered. In order to facilitate Not top priority installation because it does The processes, the The devices not impact in the installation of wireless devices must be first phase of the Easy wireless Mediu wOBU-82 INDRA 11/01/2018 MAN must be installed installed in a concept design. BN7 installation devices must m and removed in an non-intrusive Nevertheless, in be easy and easy way by the manner. future steps, it fast. maintenance will be a point to personnel. take into account Not top priority The system The devices shall Managed because it does must require support open wireless has to not impact in the Managed managed standard protocols allow broader Mediu first phase of the wOBU-83 INDRA 11/01/2018 MAN BN7 Wireless wireless to in order to be adoption and m concept design. improve capable of remote interoperability Nevertheless, in operability. configuration. . future steps, it will be a point to

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification take into account

The system must have These devices attached a must manage set of as many frequency to parameters and Urgent, because Wireless devices transmit situations as it has a direct must be more which would they can impact in the Reliable complex and include wOBU-84 INDRA 11/01/2018 MAN reduce the without human High first phase of the UR2/BN7 Multi-hop technologies which error intervention system analysis, make also complex probability (communicatio and in the cost- their maintenance. and increases ns, network benefit analysis the parameters, protection operational against tasks, energy...) external

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification interferences.

Urgent, because The gateway device The it has a direct The system shall implement the information can impact in the Gateway must allow both V2V and the wOBU-85 INDRA 11/01/2018 MAN be properly High first phase of the BN7/BN8 Integration gateway wOBU and CMS accessed and system analysis, integration. communication managed. and in the cost- protocols. benefit analysis The Gateway The gateway should Urgent, because shall provide an The system provide a user it has a direct interface to the must involve interface to define impact in the Gateway human driver wOBU-86 INDRA 11/01/2018 MAN a Gateway e.g. what data is to High first phase of the BN7 HMI to perform High Level be transferred, what system analysis, configurations Interface. is the status of the and in the cost- and provide device, … benefit analysis status

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification information.

The application layer M2M operation exchange Urgent, because The system between application data it has a direct must involve different Standard between players. impact in the standardized partners is only wOBU-87 application INDRA 11/01/2018 MAN This protocol, data High first phase of the BN10 OSI model possible if the layer model, ontology, system analysis, communicati application etc... should be and in the cost- ons. layer is standard and benefit analysis standard. understable. The use of On-board Urgent, because hardware, devices are it has a direct On-board The system components and subject to impact in the wOBU-88 Ready INDRA 11/01/2018 MAN must be safe encapsulation vibrations, High first phase of the BN8/UR8 Hardware and secure. designed for temperature system analysis, vehicles and on- and other and in the cost- board installations environmental benefit analysis

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification has to ensure the effects that system optimal could impact operation. the behavior and produce equipment failures. 3.3 Cargo Monitoring System When a cargo break down occurs, the Urgent, because During freight wOBU must it has a direct The system operation, the raise a warning impact in the Break down must detect a system must identify wOBU-89 INDRA 11/01/2018 MAN to notify that High first phase of the UR8 detection break down breakdowns which cargo system analysis, on the cargo. can compromise the composition and in the cost- train integrity. must be benefit analysis removed or replaced.

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification This The wOBU will computerized The system receive from the composition Urgent, because must allow sensor devices the will allow the it has a direct the wagons and cargo customization impact in the Freight wOBU-90 INDRA 11/01/2018 MAN computerized position information of the High first phase of the BN7 composition composition on coupling, in order locomotive system analysis, of the freight to check the train settings per and in the cost- train. integrity during train benefit analysis freight operation. composition on the fly. If a train has The system passed a signal must ensure Trough train at danger Urgent, because train protection, the without it has a direct protection. A solution proposed authority or impact in the Train warning wOBU-91 INDRA 11/01/2018 MAN must be able to approached a High first phase of the BN7 Protection protocol avoid head-on or signal at danger system analysis, system must side-on collision too fast, the and in the cost- be between trains. system must benefit analysis implemented allow to stop . the train by

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification automatically initiating a brake demand.

Not top priority The system because it does must ATO is an not impact in the implement Automatic operational safety The system first phase of the the ATO in Mediu wOBU-92 Train INDRA 11/01/2018 MAN device used to help requires two concept design. BN8 order to help m Operation automate antennas. Nevertheless, in train driver operations of trains. future steps, it during freight will be a point to operation. take into account The wOBU must The system Urgent, because The system provide the train requires a it has a direct must be Automatic driver with an signal located impact in the provided of wOBU-93 Warning INDRA 11/01/2018 MAN audible/visual in the cab that High first phase of the BN8/BN9 an Automatic System indication of collects the system analysis, Warning whether the distant railway signal in and in the cost- System. signal is clear or at order to help benefit analysis

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification caution. the train drivers.

Not top priority Wireless On- because it does The system board devices Installed devices in not impact in the Track must be must be also rail infrastructure first phase of the Mainteinanc compatible compatible Mediu wOBU-94 INDRA 11/01/2018 MAN must be compatible concept design. BN9 e with current with the m with devices already Nevertheless, in Compability maintenance maintenance installed On-board. future steps, it tasks. procedures will be a point to performed. take into account The system Specific Urgent, because must Depending on the movement it has a direct implement kind of good, constraints, in impact in the Safe Freight wOBU-95 INDRA 11/01/2018 MAN different specific precaution terms of High first phase of the BN10 Capabilities capabilities in and proper care maximum system analysis, order to must be taken. speed, scales to and in the cost- ensure Safety perform during benefit analysis

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification and Security. the route or vehicle type/loading.

3.4 Power Wired power supply provided by the The system train would not be The devices Urgent, because must available in some must support it has a direct implement locations. Energy several Low Power impact in the Low Power harvesting operating wOBU-96 Comsumptio INDRA 11/01/2018 MAN High first phase of the BN7 Consumption techniques shall modes in order n system analysis, to reduce apply to those to reduce and in the cost- energy wireless nodes that energy benefit analysis consumption. cannot be powered consumption. by wired external power. 3.5 Communications

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification IEEE Urgent, because The avoidance standards The internal it has a direct of assure the interfaces shall impact in the IEEE phenomenon wOBU-97 INDRA 11/01/2018 MAN compatibility support IEEE 802.11, High first phase of the BN7/BN10 standards such as packets between 802.16, 802.15 system analysis, collision must manufacturer standards. and in the cost- be avoided. s benefit analysis The protocols involves the most wided A Urgent, because mobile management V2V communication it has a direct Communicat telecommunica of several shall communication impact in the ion tions systems wOBU-98 INDRA 11/01/2018 MAN packets from encompass physical High first phase of the BN7 Managemen and the several nodes and medium access system analysis, t physical and is needed to control strategies. and in the cost- MAC layer of be treated. benefit analysis the majority of the sensors of the market.

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification The parameters During the Urgent, because obtained from The system establishing of a it has a direct QoS must have communication impact in the QoS measurements wOBU-99 INDRA 11/01/2018 MAN critical session, the WSN High first phase of the BN9/BN10 conditions can indicate the services controller may need system analysis, reliabity of the involved. to request a certain and in the cost- values QoS from the radio. benefit analysis recorded. Critical Urgent, because The network services must Detection it has a direct communication Communicat be involved in systems are impact in the block shall be able wOBU-100 ion failure INDRA 11/01/2018 MAN the system to essential in High first phase of the BN7 to detect any detection detect every wireless system analysis, communication communicati link. and in the cost- fault. on failures. benefit analysis Critical The network Pre-establishing Urgent, because services for communication a it has a direct oriented block shall be able communication impact in the Oriented wOBU-101 INDRA 11/01/2018 MAN connection to use both handshake High first phase of the BN7/BN9/BN10 connection must be connection oriented assures the system analysis, involved in and connectionless proper and in the cost- the system. oriented protocols. communication benefit analysis

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification between nodes at least once.

Not top priority because it does System The system will be not impact in the requires an The system designed in a first phase of the Time optimal time must involve Mediu wOBU-102 INDRA 11/01/2018 MAN deterministic way concept design. BN7/BN9 response response in response time m regarding response Nevertheless, in communicati control. time. future steps, it on links. will be a point to take into account Not top priority The system The network shall The maximum because it does has to have a predictable delay shall be Predictive not impact in the implement response time known and it Mediu wOBU-103 time INDRA 11/01/2018 MAN first phase of the BN7 predictive depending on the only should be m response concept design. time number of packets exceed in case Nevertheless, in response. transmitted. of failure. future steps, it

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification will be a point to take into account

Not top priority Critical because it does services for Communication Encryption not impact in the jamming subsystem should be schemes, first phase of the Jamming Mediu wOBU-104 INDRA 11/01/2018 MAN protection designed with frequency/chan concept design. BN7 Protection m must be adequate Jamming nel hopping Nevertheless, in involved in protection. algorithms, etc. future steps, it the system. will be a point to take into account The system The system will These Urgent, because must allow incorporate interfaces can it has a direct Interface to communicati communication be the digital impact in the wOBU-105 external INDRA 11/01/2018 MAN High BN9/BN10 on between ports to connect to interfaces first phase of the devices wOBU and other devices (g.e. included for system analysis, external gateways) external and in the cost-

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification devices. sensors. benefit analysis

Not top priority because it does The system Direct link for a Commissioning tools not impact in the must have specific will provide first phase of the Configuratio different configuration Mediu wOBU-106 INDRA 11/01/2018 MAN mechanisms for in- concept design. BN7/BN10 n Mode configuration of one single m situ configuration of Nevertheless, in modes and node could be the nodes. future steps, it tools. needed. will be a point to take into account IP is a common Urgent, because System must be strategy to it has a direct The system designed for all-IP ALL-IP enable impact in the must support communications and wOBU-107 Communicat INDRA 11/01/2018 MAN standard High first phase of the BN7 different IP at least be ready for ions communication system analysis, protocols. a future IPv6 s: everything and in the cost- adaptation. connected to benefit analysis

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification everyone from everywhere across every- network for every kind of services. Not top priority The approach because it does Energy harvesting to green Harvester shall not impact in the must support multi- Multi-input technologies try to optimize first phase of the input primary Mediu wOBU-108 Primary INDRA 11/01/2018 MAN will reduce any primary concept design. BN7 sources from m Sources the cost of source Nevertheless, in mechanical and the power available. future steps, it solar energy. supply. will be a point to take into account The system Internal and Urgent, because must involve external attacks it has a direct secure The wOBU and CMS are to be impact in the Secure wOBU-109 INDRA 11/01/2018 MAN routing In routing protocol prevented at High first phase of the BN7/BN10 routing order to must be secured. different system analysis, increase the communication and in the cost- security and levels. benefit analysis

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification safety.

This system Freight Not top priority must provide Scenarios because it does a reliable Communications where this not impact in the Reliable communicati protocol stack must technology will first phase of the Industrial on system ensure a reliable be used are Mediu wOBU-110 INDRA 11/01/2018 MAN concept design. BN7 Communicat capable of communications harsh m Nevertheless, in ions working in network in industrial environments future steps, it very noise noisy environments. for wireless will be a point to environments communication take into account . s. 4. Continuous Condition Monitoring on-board Freight Wagons Continuous data Communication Urgent, because Noise and stream to processing interval it has a direct Noise and vibration wOBU-111 DLR 11/01/2018 MAN unit, continuous depends on High impact in the BN1/BN2/BN3 vibration must me data stream to application, e. first phase of the monitored WOBU and to land- g: used on loco: system analysis,

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification side background some seconds and in the cost- systems. to one minute, benefit analysis used by background system: up to several hours. Large amount of Communication Urgent, because Wagon status data (several GB) interval it has a direct Wagon must be stored by the WMS depends on impact in the Predictive monitored to need to be sent to onboard data wOBU-112 DLR 11/01/2018 MAN High first phase of the BN1/UR1 Maintenanc develop the land-side storage system analysis, e predictive background system capacity and and in the cost- maintenance. during stopovers in frequency of benefit analysis e.g. train yards. yard stopovers Large amount of Communication Urgent, because Track status data (several GB) interval it has a direct Track must be stored by the WMS depends on impact in the Predictive monitored to need to be sent to onboard data wOBU-113 DLR 11/01/2018 MAN High first phase of the BN2/UR1 Maintenanc develop the land-side storage system analysis, e predictive background system capacity and and in the cost- maintenance. during stopovers in frequency of benefit analysis e.g. train yards. yard stopovers

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification Communication interval The system depends on Urgent, because must provide Status information application, e. it has a direct information Wagon real- send to wOBU and g: used on loco: impact in the about real- wOBU-114 time DLR 11/01/2018 MAN from there to loco some seconds High first phase of the BN3 time status monitoring and land-side to one minute, system analysis, information background system. used by and in the cost- on wagon background benefit analysis condition. system: up to several hours. 5. On-Board Train Integrity Current solutions for wOBU solution Urgent, because wOBU must perform TI (cable loop should also it has a direct the TI checking OPEX time across the perform the impact in the during the trip in wOBU-115 and cost INDRA 12/03/2018 MAN length of the inauguration in High first phase of the BN14 order to reduce reducing train) incurs a way that system analysis, OPEX time and cost, in long OPEX helps to reduce and in the cost- and gather TI data. times and time and costs. benefit analysis costs.

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification The wireless Mechanisms to devices should Not top priority detect malfunction be able to because it does of nodes of the perform self- Wireless not impact in the network will be diagnostic at devices first phase of the Auto- include both in each regular Mediu wOBU-116 INDRA 12/03/2018 MAN integrity will concept design. BN16/UR12 Diagnosis node and in the intervals or on m be monitored Nevertheless, in coordinator in order demand. Giving remotely. future steps, it to provide the status information will be a point to of the entire about battery take into account network. charge, sensors integrity, etc. Because of the The prioritization of existing limits Urgent, because The system the data is a vital in the it has a direct must include functionality in bandwidth of impact in the Integrity a priority order to get the WSNs, a wOBU-117 INDRA 12/03/2018 MAN High first phase of the BN14/BN15 Data Priority level for data most important priority system system analysis, integrity information about for train and in the cost- sensors OTI as soon as integrity data benefit analysis possible. will permit to manage the

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification wireless communication channel in a more efficient way Performed Urgent, because WSN must be It can be difficult to measurements it has a direct suitable for ensure the good have to comply impact in the Long term long term integrity monitoring BN14/BN15/ wOBU-118 INDRA 12/03/2018 MAN with a high High first phase of the Monitoring monitoring when an accuracy BN16 accuracy during system analysis, with no loss occurs, falling the device and in the cost- accuracy loss. into a safety risk. lifetime. benefit analysis The OTI In order to perform wOBU solution Urgent, because solution must the OTI checking in should also it has a direct reduce OPEX an automatic way perform the impact in the Inauguration time and during the trip, it is inauguration wOBU-119 INDRA 13/03/2018 MAN High first phase of the BN14/UR11 checking costs only necessary semi-automatic system analysis, avoiding to Human checking at needing only and in the cost- stop for TI the train this first human benefit analysis checking inauguration checking

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ORIGIN PRIORITY ID TITLE SOURCE Proposed Date Category Reason Brief description Rationale by Level Justification Speaking about train The lOBU integrity it is very Keeping the Urgent, because must know important to know lOBU informed it has a direct the location where sensors are about the impact in the wOBU-120 Location test INDRA 12/03/2018 MAN of the head located and also the location of High first phase of the BN15/BN16 and the tail link between the WSNs make the system analysis, during the sensors at the head loss detection and in the cost- trip of the train and the easier. benefit analysis sensors at the tail. The integrity of the freight The lOBU must Urgent, because train has to check the integrity it has a direct be of the freight train It will help to impact in the On-Board determined during the trip in a reduce also BN14/BN15/ wOBU-121 INDRA 12/03/2018 MAN High first phase of the equipment On-Board in continuous way, OPEXtime and BN17 system analysis, order to without needing On- costs. and in the cost- increase Track equipment or benefit analysis Freight Lines stopping the train. capacity.

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