CBTC Connectivity Solutions

White paper
Edition 2011
Reliable RF and FO connectivity solutions

Simplified 3D overview of a radio-based CBTC system architecture

 3 Train control enhanced by modern
communications technology
4 Radio-based CBTC
5 Connectivity components for backbone
networks
5 Connectivity components for radio
networks
6 Trackside equipment
9 Trainborne equipment
10 Conclusion

Train control enhanced by modern

communications technology
The overall performance of a rail rapid transit system depends largely
on the performance of the automatic train control (ATC) system
employed. A communication-based train control (CBTC) system is
devised by adding modern communication technologies to the ATC
concept.
CBTC signalling is currently standardised in accordance with
IEEE 1474.1 and has become the reference technology for metro
operators worldwide.

IEEE defines CBTC as a continuous automatic train control system

utilising
• High-resolution train location determination, independent of track
circuits
• Continuous, high-capacity, two-way train-to-trackside data
communications
• Trainborne and trackside processors capable of performing
essential functions
 Radio-based CBTC
Conventional ATC systems divide the railway track into fixed sections which are separa-
ted by signals and signalling is automated by means of fixed balises, which act in a similar
way to induction loops or RFID transponders. Due to the static nature of this system, the
sections are called fixed bocks.

ATC fixed block architecture

Radio-based CBTC enables continuous two-way digital communication between each

train and control centre. The control system benefits from enhanced information such as
train performance data and continuous train position and speed. Systems of this type can
therefore implement dynamic distance control, basically making the block locations and
lengths consistent with individual trains. This is known as the moving block approach
whose most valuable benefit is to increase the capacity of a given line by reducing signifi-
cantly the time interval between trains (headway).

ATC moving block architecture

Radio-based CBTC is based on a two-way communication network consisting of three

integrated networks:
• Backbone network
• Radio network
• Trainborne network
In radio-based CBTC systems, the radio network comprises the trainborne radio and
antenna equipment and trackside radio access points. Two alternative scenarios are
possible for the transmission and reception of the wireless signal by the trackside radio
access points:
• The waveguide scenario: radio waveguides or leaky cables are installed along the
track
• The free propagation scenario: antennas are positioned at distinct points along the
track
This paper focuses only on the free propagation scenario, which tends to be the most
economical and flexible in terms of deployment and maintenance. In specific projects, the
waveguide scenario may, however, be chosen due to specific site or customer
requirements
 CBTC connectivity solutions

Connectivity components for backbone networks

The physical layer of backbone networks consists of single mode fiber optic cables
having a relatively high capacity (e.g. 96 fibers) and specific characteristics due to the
operating environment (tunnels and/or outdoor installation). In particular, these cables
must be made of selected sheath materials in order to
• Comply with stringent fire and smoke performance requirements
• Resist fluids such as acid, alkali and tunnel-cleaning products
• Be protected against rodents (armoured cables)

Example of an armoured fiber optic backbone cable

In the technical rooms or at interconnect points, the fiber capacity of these cables is
organised into fiber management systems in order to ensure safe, user-friendly and
error-free interconnections with any type of service and application.

Connectivity components for radio networks

Instead of developing proprietary radio technology, radio-based CBTC systems

implement the IEEE 802.11a/g/p/n protocol (WiFi/WLAN). As it is an open standard,
there is no supplier lock-in and components can be purchased off-the-shelf.
The radio networks typically operate in the 2.4 GHz or 5.8 GHz frequency ranges.
There are different advantages to using these microwave frequencies: First of all, micro-
waves propagate very well in tunnels, and, secondly, these frequency bands are globally
available.
With the free propagation scenario, an antenna network distributed along the track is
used to exchange data with the trains via their on-board vehicular antennas. The train-
borne ATC equipment continuously exchanges messages with the trackside ATC equip-
ment as long as the wireless communication link is maintained. However, if a train loses its
communication link, the ATC functions must ensure that the overall system is brought into a
safe state, e.g. the trainborne ATC functions might apply a service braking.
A redundant radio network is implemented in order to increase operational security,
reliability and availability. This is indicated in the following figures by the red and blue
fiber optic connections and the red and blue radio wave indications. Only one network is
active at a time (red or blue), the other one being in quiet back-up mode ensuring
operation continuity.
Nevertheless, in order to guarantee system availability and operational efficiency, it is
crucial that every single connectivity component in the communication chain continues to
operate – regardless of external factors such as environmental, mechanical or operation
constrains.
In terms of hardware, train-to-track radio networks consist of two parts: the trackside
equipment and the trainborne equipment.

5
Trackside equipment

Trackside equipment is built from radio access points distributed along the tracks at
intervals ranging from several tens of meters to several hundreds of meters, depending
on the track topology, e.g. curves, straight sections, obstacles, etc. Subject to installation
constraints, The radio access points and its complementary equipment can be mounted,
e.g. on a mast.

Example of trackside mast architecture

 CBTC connectivity solutions

Fiber optic connectivity

The radio access points are linked by dedicated, redundant fiber optic distribution loops,
thus ensuring high communication safety and availability level in a given zone area. The
zone areas are linked by the backbone network and each zone is under the control of a
zone controller.
While the fiber capacity of the backbone network is relatively high, that of the distribution
loops is generally lower (e.g. 12 or 24 fibers), as the zone areas are limited in size. Alter-
natively, Cat5 or Cat6 copper cables can be used for the distribution loops in the zone
areas. However, fiber optic is often preferred for its intrinsic electromagnetic immunity
properties and because of unequalled low signal attenuation.
The radio access points are often directly equipped with a fiber optic connector interface
which enables direct connection to the fiber optic distribution loop. Such connectors
must have high IP ratings (typically IP 67/68), robust design for harsh environments, and
compact footprints.

Compact IP 67/68 ODC® fiber optic connector

In some cases, the radio access point is equipped with copper-based electrical Ethernet
ports and a media converter is required in order to convert the electrical signal into an
optical signal.
The actual connection between the trackside radio and the fiber optic distribution loop
is achieved by using branching fiber optic cables. It is beneficial to use branching cables
which are pre-terminated with fiber optic connectors for the trackside radio connection,
providing a time-saving plug-and-play connection system. This may be mission–critical,
since in most projects the implementation of new signalling equipment must be achieved
without operational disruption, i.e. during limited time slots during the night.

Pre-terminated MASTERLINE fiber optic cable system

On the backbone connection side, branching cables are generally connected to the
distribution loop cable by means of fusion splicing. The splice points are protected by
dedicated splice closures having high waterproofing characteristics.

7
For the connection of the fiber optic distribution loops to the backbone network optical
distribution frames are used. These are installed in technical rooms, e.g. located in railway
stations.

Example of a LiSA optical distribution frame

Radio frequency connectivity

The trackside radio access point is equipped with robust radio frequency (RF) coaxial
connectors to enable connection to the trackside antennas via RF feeder and jumper
cable assemblies. RF power splitters are required in order to implement the safety
redundancy architecture.

RF power splitter Trackside antenna

All RF components and assemblies in general must withstand harsh environmental

conditions. Specific requirements due to operating conditions must be carefully evaluated
by the system designer. These may include, for example, air pressure pulses in tunnel
installations due to approaching trains, risks to RF or CAT5 signal lines from lightning or
fire.

Typical environmental requirements are:

• Vibration and shock resistance
• Enhanced fire performance for use in tunnels
• Resistance to humidity
• Protection against water – IP rating
• Wide temperature ranges
• Solar radiation
• Salt mist

Important functional requirements are:

• Directional gain of antennas (low and medium gain)
• Low attenuation of RF cables
• High return loss of RF antennas, cable assemblies, and RF components
 CBTC connectivity solutions

Trainborne equipment

Due to the two-way operation of the trains and redundancy requirements, both driver’s
cabs are equipped with the same setup, i.e. on-board ATC equipment and radio modems.
Vehicular directional antennas are installed in the near area of each driver’s cab and are
connected to the radio modems via RF low-loss cable assemblies. The radio modems
provide the communication signal to the on-board ATC equipment.

RF connectivity to vehicular antenna

Both antennas and RF cable assemblies must comply with the requirements of the rolling
stock industry for on-board electronic equipment (EN 50155) as well as fire safety require-
ments (e.g. CEN/TS 45545, NF F 16-101, DIN 5510, BS 6853, UNI CEI 11170).

Connectivity components for trainborne networks

The on-board ATC equipment in both drivers’ cabs continuously checks with each other
that it receives identical information from the trackside ATC equipment. The required
continuous communication is provided by a dedicated on-board CBTC bus also called
backbone network.

On-board network backbone

State-of-the-art Ethernet backbones can be implemented as copper Cat5, Cat6 or

fiber optic cabling. They must obviously also meet special fire and smoke requirements,
e.g. according to the railway standard CEN/TS 45545 but also provide a sustainable
mechanical robustness at the connection points between the train vehicles as these areas
are exposed to high levels of environmental stress (dynamic movements, high temperature
variations, water, etc,…).

9
Conclusion
Continuous two-way train-to-track communication is essential for ensuring the reliability of
a CBTC system. Failures in communication have an immediate impact on train operation.
One of the key performance indicators for CBTC system suppliers is system and train
availability.
For these reasons, radio frequency and fiber optic connectivity components implemented
in such systems must be selected with great care. They must be capable of withstanding
severe environmental conditions and meeting demanding functional requirements.
HUBER+SUHNER delivers excellent radio frequency, fiber optic and low frequency
connectivity solutions for both rolling stock and infrastructure applications. The company
also offers customized solutions. HUBER+SUHNER’s engineering teams are made up of
experienced specialists who have direct access to the comprehensive know-how of the
group.

Project references
Brazil: Metro Sao Paulo Lines 1, 2, 3
Canada: Toronto TTC Y-U-S Line
Chile: Metro Santiago L1
China: Metro Beijing Line 2
China: Metro Shanghai L10
Italy: Metro Milano Line 1
Mexico: Metro Mexico Line 12
UAE: Metro Dubai Red Line

Authors
Eric Louis-Marie – Market Manager Railway, Fiber Optic Division
Dr. Peter Nuechter – Market Manager Transportation and Industrial,
Radio Frequency Division
Find more information in our catalogues
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