Research
Brief
Operational Communications - a programme of work to
develop an effective strategy that supports rail innovation
T964 - March 2012
Overview
This research project arose as a direct result of the Technical
Strategy Leadership Group's (TSLG) consultation on the 30-year
Technical Strategy, which specifically identified the need for 'a
single, integrated strategy for rail mobile communications' and the
statement that 'rail industry demand for bandwidth is expected to
more than double by 2014'. The identification of these needs
simultaneously acknowledged two key insights:
1 That mobile/wireless communications are critical to the
long-term future of a competitive railway system.
2 That GB rail's current approach to mobile broadband
communications is piecemeal and bespoke, driving up cost
unnecessarily.
In outline, the research formulated a positive business case
associated with the delivery of broadband connectivity on trains.
To enable this vision requires the engagement of governmental,
regulatory, and commercial bodies. In addition, it outlined a longterm (30-year) strategy that will enable the co-ordinated adoption
of mobile broadband services in three steps:
1 The progressive implementation of mobile communications
gateways (MCG) on rolling stock, both existing and future,
to enable mobile signal on train vehicles.
2 The use of Network Rail assets to facilitate better coverage
of public 3G and future 4G networks on or close to the rail
environment.
3 The ultimate migration of rail mobile communications
applications (including safety critical applications) onto
public 4G networks.
Aims
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The aim of the research was to develop a business case that
quantified the benefits and costs associated with the provision of
mobile broadband services on trains - both operational and
passenger. It aimed to identify possible commercial models and
regulatory challenges associated with an integrated and industrywide approach to mobile broadband adoption, and also to identify
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Operational Communications - a programme of work to develop an effective strategy that
supports rail innovation
T964 - March 2012
near-term next steps and a medium- to long-term implementation
pathway aligned to the business case.
The procurement, installation, maintenance and renewal of
communications equipment on trains results in whole life costs
which are significantly higher than for 'standard' business use of
commercial-off-the-shelf (COTS) equipment. One work package
was dedicated to identifying the whole cost drivers of rail telecoms
equipment and services, and opportunities for cost reduction.
Finally, a need was identified to address application integration
and inter-communication by the development of a connected
services framework (CSF). The aim was to provide an
understanding of what shared data is used by applications, in
terms of data sources, its owners and users. Efficient sharing of
data will eliminate multiple transfers of identical data between
systems, and allow improved sharing of data across the rail
industry.
Findings
The key findings arising from the research are:
1 A number of scenarios created for the business case
modelling combined to produce a long-term migration
option for integrated communications - involving the
installation of MCG on trains, the use of GB rail assets for
improved coverage, and the potential migration of rail
mobile applications onto public 4G networks. Using the
Passenger Demand Forecast Handbook (PDFH)
methodology, it was conservatively estimated that better
connectivity on trains would produce an incremental uplift in
passenger journeys (ticket revenue). However, that the
picture is not uniform across GB rail routes.
2 The analysis revealed that the costs of on-board installation
of the MCG are not prohibitive relative to the capital cost of
the rail industry - with an estimated cost of £70m to £100m
to fit the whole GB train fleet.
3 A route-by-route analysis shows that a good number of train
operating companies (TOC) could derive a substantially
positive net present value for investment through the
provision of mobile broadband connectivity for both
passenger and operational benefits. The analysis also
confirms the decisions taken by early adopters such as East
Coast, West Coast and Virgin (for example) who appear to
have the strongest cases in this regard.
4 The migration from 3G to 4G will offer an increase of 35%
capacity whilst incurring minimal additional infrastructure
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costs. Any costs arising will be due to software and/or
hardware upgrades that will inevitably occur over time.
5 Connected Services Framework - The research explored
the need for a connected services framework for telecoms
services and user applications. The work identified
requirements for a solid structure of people and processes,
together with an agreed set of strategic goals and document
standards. Key issues in achieving a sound governance
structure were outlined, leading to proposed methods of
achieving a data specifications management group.
6 Opportunities for through-life cost reduction - The research
concludes where a reliable on-train data transfer system is
available, and based on Ethernet open for third-party use,
this offers the most straightforward means of ensuring
connectivity throughout the length of a train. However, this
recognises the need for a standardised connection to avoid
the development of multiple interfaces, otherwise wireless
connections become a more viable option. For shorter train
lengths, the difference between using a train-to-shore
device in each carriage compared to a single train-to-shore
device and distributing the signal along the train is small.
For longer trains the use of a single train-to shore device is
more cost-effective, however it may have lower overall
performance and reliability in comparison to using multiple
devices. Engineering drawings and approvals are
significant cost factors which can be reduced by
standardising installations. The research cost model
concludes the total cost for fitting across all GB rail vehicles
would be approximately £70 million.
Method
Of crucial importance to the research was its ability to engage
with a range of stakeholders both from within the rail environment
and from the mobile communications sector. To that end,
stakeholders from Network Rail, TOCs, ATOC, FOCs, RoSCos,
DfT, ORR, rail suppliers (including those organisations currently
supplying 'connectivity' services to GB rail), and mobile network
operators (MNO) were included. Engagement was sought
through a series of workshops and one-to-one interviews, as well
as monthly interaction with a cross-industry-team appointed to
oversee the work.
The work was structured into three phases, each punctuated with
a period of review by stakeholders, to allow time for questions and
feedback, before progressing onto the next phase. The work was
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Operational Communications - a programme of work to develop an effective strategy that
supports rail innovation
T964 - March 2012
initially segmented into a number of discrete work packages to
enable a more comprehensive analysis. These work packages
were:
1 Strategy options and business case for rail mobile
communications
2 Whole-life cost reduction
3 Development of a connected services framework (CSF)
Each work package produced a variety of deliverables which are
published with this research brief on the RSSB website. The
supporting documents, which provide additional detail, are:
 Rail mobile applications - a review of current and future
mobile applications used within GB rail.
 Technology options - a review of candidate technologies
and architectures likely to be available in the future with
potential to meet the needs of GB rail.
 Regulatory review - which examined any regulatory
constraints on both the rail and communications industries
that may present barriers to the potential adoption of mobile
broadband within the rail sector.
 Spectrum position - which evaluated the developing
spectrum landscape within the UK (and internationally) and
identified what position, if any, GB rail needed to take to
secure its future position.
 Commercial options - a review of possible commercial
options and for an integrated approach to mobile
communications within GB rail, referencing precedents from
other industries.
Next Steps
Ofcom is actively pursuing means by which to eliminate so-called
'not-spots' from the UK - with some specific attention being given
to the rail environment. The UK Treasury's National Infrastructure
Plan recently made clear its intention to a) improve the availability
of broadband nationally, and b) to work to improve collaboration
between GB rail and MNOs to provide more connected services
on trains. Thus, the work of T964 should be seen within the
context of a national strategy to improve broadband connectivity,
with GB rail potentially playing an enabling role.
The findings of the research appear to have broad support from
within the industry, and the research can be judged to have met
its original objectives. The research has specified a series of
short-term next steps in order to maintain some momentum and
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ensure that recommendations stand the best chance of being
implemented. In summary these relate to:
 Leadership - the need to find a champion and 'home' within
GB rail to take ownership of driving forward the findings of
T964. Discussions within the T964 cross-industry team
have indicated that a member of ATOC or the TOC
community will be invited to act as industry champion.
 Engagement - the need to ensure adequate engagement
from both GB rail and MNOs to align perspectives and
expectations for the future. A delegation will meet with
MNOs consisting of representatives from DfT, ATOC,
Network Rail Telecom, ROSCOs and the Chair of V/TC&C
SIC who also represents a train operator. This is being coordinated by the Chair of FC&PS AG.
 Validation - to focus on specific areas of the business case
to improve assumptions and industry confidence in the
analysis, and to extend to a wider socio-economic analysis.
Much of this work is reliant on train operators providing
more detailed information, some of which may be
commercially sensitive. Operators could, if they wish,
pursue this for themselves, although any information
emerging in the future may be incorporated into the
business case as part of an update if industry requests it.
 Specifications - to specify the mobile gateway requirements
and begin live testing of such a device. FC&PS AG see that
this is the next piece of research to be carried out, and will
co-ordinate the production of the necessary research
proposal.
 Regulation - to identify specific regulatory barriers to wider
adoption of mobile communications, and take steps to
address these. Furthermore, it is envisaged that GB rail
would take a view on a post-GSM-R future to ensure
alignment with the long-term vision of T964 and rail
stakeholders. Some of this work will be addressed by
FC&PS AG as part of their on-going work plan, although
some areas, such as the ability to mast-share, and access
to railway property, will be the responsibility of Network Rail.
Contact
For more information please contact:
Head of Strategy Support Research
R&D Programme
RSSB
enquirydesk@rssb.co.uk
RSSB
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