Railway operators face a number of obstacles challenges that can be transformed into opportunities by the deployment of 5G technology, such as how to overcome the upcoming obsolescence of GSM-R in the most economical manner, introducing new broadband applications requiring higher throughput, and how to maximize the inter-site distances needed to support both Railway Mobile Radio (RMR) bands.
With 5G as the basis of the Future Railway Mobile Communications System (FRMCS) that is replacing GSM-R, the industry needs a new type of antenna which maximizes the benefits of 5G radio technologies while continuing to support GSM-R in the migration period. FRMCS is slated to cover more than 200,000 km of railway.
Ericsson’s new antenna combines decades of experience in mission critical communications with industry-leading competence within 5G to open a whole new range of possibilities for operators, delivering on both the expectations of railways and the promise of 5G.
Changing signals – paving the way from GSM-R to 5G-based FRMCS
One of the difficulties in replacing a system like GSM-R is the fact that, despite its obvious limitations, it has worked so well for so long – for more than two decades, the standard has facilitated mission critical communications for the running of rail networks, and those communications will be among the first applications addressed by the deployment of FRMCS.
A key design goal of FRMCS is high reliability – transporting hundreds of thousands of passengers and tons of freight every day using rail lines that crisscross countries and continents requires a system that cannot be allowed to fail, and FRMCS is designed to be as robust as it can possibly be to avoid network outages by using two independent rail mobile radio (RMR) bands.
Typically, GSM-R was implemented using dedicated base station masts close to the railway tracks, with tunnel coverage provided by directional antenna or leaky cable (a cable that it has gaps or slots in its outer conductor to allow the radio signal to leak into or out of the cable along its entire length). The base stations are deployed at regular intervals along the railway lines, creating a high degree of redundancy, availability and reliability.
But despite all its obvious strengths, GSM-R can never reach the capacity required by video surveillance and autonomous train operations.
5G and FRMCS will increase the number and type of use cases and services offered, allowing for the transfer of vast amounts of data that will enable driverless trains. The better communications provided by FRMCS means that the density of trains can be increased, allowing for more engines and carriages to use the rail network at any given time without interruption or disruption.
Ericsson FRMCS 5G antennas – a high-speed link to the future
At Ericsson, we don’t just adhere to the standards – we create them. Ericsson has been at the forefront of developing all the latest generations of cellular networks and played a key role in forming both the 5G ecosystem that now exists and the roadmap to the future of mobile communications.
The new antenna has been specifically designed for trackside – wind load optimized, lightweight and easy to deploy , it is built with sustainability in mind while being robust enough to withstand the toughest weather conditions possible.
The deployment of FRMCS will require rail operators to increase the number of antennas they need, so there is a strong desire on their part to ensure that such installations are quick and relatively simple. The compact design of Ericsson’s new antenna utilizes a 100 percent recyclable radome, resulting in a unit that weighs less than 20 kilos - one engineer can transport a unit to the site and install it.
With the frequency limited, rail operators are looking to make the most of what is available and ensure the most efficient use of the spectrum possible, and the new antenna is designed with exactly this goal in mind.
Optimized for the new 1900-1910 MHz band used by FRMCS TDD, the antenna features four cross-polarized columns for efficient spectrum usage and an integrated calibration port to enable beamforming. The new antenna can use electrical downtilt, and it can either be adjusted locally or by adding a control unit it can be adjusted remotely.
The antenna is not the only change that Ericsson is planning for FRMCS – a new FRMCS radio is currently being designed to work together with this antenna. The planned FRMCS radio will support 8T8R (eight transmitters and eight receivers), for frequency band n101, the allocated frequency band for rail in 1900-1910 MHz. Using phase synchronization, the radio and antenna will allow horizontal beamforming. This means that the beam can follow the train along a curve and will dramatically improve throughput. Furthermore, additional antenna types with both FRMCS and GSM-R capabilities are planned, helping railway operators to have both capabilities available in one single antenna. This can be useful when upgrading existing sites to keep GSM-R capability and preparing for FRMCS.The antenna is also aligned with the new radio unit in terms of number of ports and the frequency it caters for.
How 5G will transform railway communications
Most rail operators already have GSM-R sites that can be used to deploy a new FRMCS infrastructure, and the benefits will be immediately apparent. The new antennas are smaller, meaning the equipment required will take up less space, reducing site footprint and weight.
5G also broadens the intriguing prospect of utilizing artificial intelligence (AI), machine learning (ML) and the Internet of Things (IoT) when maintaining rolling stock and infrastructure. The deployment of 5G-connected sensors in the rail network can allow the various elements to communicate with maintenance services, indication when parts might be about to fail and allowing them to be replaced before they do so, or reporting impacts or damage that may adversely affect performance or safety.
Layered on top of that is the possibility to control trains and inspect infrastructure remotely via 5G video links; doing so reduces the need for human interactions in the form of drivers on each train and site visits, leading to reduced labor costs, more sustainable maintenance operations and increased safety.
Unlocking the future of rail with first-class 5G
The advent of high-speed connectivity has seen a shake-up in how we do things across the board, and our rail networks will be no different. Alongside high-speed trains themselves, the possibilities offered by 5G will transform communications as we transport people and goods around our continents.
With Ericsson’s vast experience of both 5G and mission critical communications systems, operators can be sure that the new Ericsson antennas specifically designed to address the challenges of the railway environment will deliver on their promise, offering a smooth migration to FRMCS.
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