1、User Needs and Requirements#EUSpaceReport on Rail2023 Page 1 TABLE OF CONTENTS 1 INTRODUCTION AND CONTEXT OF THE REPORT.3 1.1 Methodology.3 1.2 Scope.4 2 EXECUTIVE SUMMARY.6 3 MARKET OVERVIEW&TRENDS.8 3.1 Market Evolution and Key Trends.8 3.2 Main User Communities.12 3.3 Main Market Players.13 4 POL

2、ICY,REGULATION AND STANDARDS.18 4.1 Applicable regulations.18 4.2 Non-regulatory sources.21 4.3 Other(standards,practices).22 5 USER REQUIREMENTS ANALYSIS.27 5.1 Current GNSS use and requirements per application.29 5.2 Current EO use and requirements per application.38 5.3 Limitations of GNSS and EO

3、.58 5.4 Prospective use of GNSS and EO.62 5.5 Summary of drivers for user requirements.65 5.6 Synergies with SATCOM.66 6 USER REQUIREMENTS SPECIFICATION.71 6.1 Synthesis of Requirements Relevant to GNSS.71 6.2 Synthesis of Requirements Relevant to EO.81 6.3 Synthesis of Requirements Relevant to SatC

4、om.85 6.4 Sources for the requirements.88 7 ANNEXES.89 A.1 Definition of key GNSS performance parameters.89 A.2 Definition of key EO performance parameters.91 A.3 Other performance parameters.92 A.4 Additional definitions.93 A.5 Overview of InSAR techniques.94 A.6 Policy and regulation relevant to i

5、nfrastructure.95 A.7 List of of Acronyms.97 A.8 Reference Documents.99 Page 2 LIST OF FIGURES Figure 1:Rail user requirements analysis methodology.4 Figure 2:Revenue from EO data&services sales by application.12 Figure 3:Rail GNSS Value Chain.14 Figure 4:Rail EO Value Chain.16 Figure 5:Safety integr

6、ity classification(EN 50129).21 LIST OF TABLES Table 1 Applications and level of investigation.28 Table 2:Description of needs and requirements relevant to EO table.29 Table 3:User needs and EO Applications.40 Table 4:User needs for Railway Infrastructures Planning and Designing,Finance Planning.42

7、Table 5:EO requirements for“Determination of surface ground movements”.43 Table 6:EO requirements for“Determination of soil moisture”.45 Table 7:EO requirements for“Weather Impact Assessments and Adaptation to Climate Change”.46 Table 8:User needs for Railway Infrastructures Construction.47 Table 9:

8、EO requirements for“Geotechnical and structural monitoring during the construction.47 Table 10:User needs for Railway Infrastructures Monitoring.49 Table 11:EO requirements for“Vegetation monitoring”.51 Table 12:EO requirements for“Monitoring for the construction of new buildings”.52 Table 13:EO req

9、uirements for“Control of railway tracks located in places hard to reach”.53 Table 14:EO requirements for“Condition and Predictive-based Maintenance”.53 Table 15:User needs for Disaster Respond to Floods.56 Table 16:EO requirements for“Flood monitoring”.56 Table 17:User needs for“Weather Impact Asses

10、sments and Adaptation to Climate Change”.57 Table 18:EO requirements for“Weather Impact Assessments and Adaptation to Climate Change”.57 Table 19:Average user requirements for the FRMCS applications per category.69 Page 3 1 INTRODUCTION AND CONTEXT OF THE REPORT The User Consultation Platform(UCP)is

11、 a periodic forum organised by the European Union Agency for the Space Programme(EUSPA),where users from different market segments meet to discuss their needs and application-level requirements relevant for Position,Navigation and Timing(PNT),Earth Observation(EO)and secure telecommunications.The ev

12、ent is involving end users,user associations and representatives of the value chain,such as receiver and chipset manufacturers and application developers.It also gathers organisations and institutions dealing,directly and indirectly,with the European Global Navigation Satellite System(EGNSS),encompa

13、ssing Galileo and EGNOS and newly since 2020,also with the EU Earth Observation system,Copernicus,Space Situational Awareness(SSA)and with GOVSATCOM and IRIS2,the upcoming system for EU Secure Satellite Constellation which offers enhanced communication capacities to governmental users and business.T

14、he UCP event is a part of the process developed at EUSPA to collect user needs and requirements and take them as inputs for the provision of user driven space data-based services by the EU Space Programme.In this context,the objective of this document is to provide a reference for the EU Space Progr

15、amme and for the Rail segment community,reporting periodically the most up-to-date user needs and requirements in the Rail segment.This report is a living and evolving document that will periodically be updated by EUSPA.It serves as a key input to the UCP,where it will be reviewed and subsequently u

16、pdated and expanded in order to reflect the evolutions in the user needs,market and technology captured during the event.The report aims to provide EUSPA with a clear and up-to-date view of the current and potential future user needs and requirements in order to serve as an input to the continuous i

17、mprovement of the development of the space downstream applications and services provided by the EU Space Programme components.In line with the extended mandate of EUSPA,the Report on User needs and Requirements(RURs)previously focused on GNSS,have been revamped in order to also encompass the needs o

18、f Earth Observation(EO)commercial users and is now organised according to the market segmentation of the EUSPA EO and GNSS Market Report.As the EU Space components evolve continuously,the report now also includes references to the use of Space Surveillance and Tracking(SST)as part of the SSA program

19、me.Finally,as the report is publicly available,it also serves as a reference for users and industry,supporting planning and decision-making activities for those concerned with the use of PNT and of Earth observation technologies.It must be noted that the listed user needs and requirements cannot usu

20、ally be addressed by a single technological solution but rather by space downstream applications which combine several signals and sensors.Therefore,the report does not represent any commitment of the EU Space Programme to address or satisfy the listed needs and requirements in the current or future

21、 versions of the services and/or data delivered by its different components.1.1 Methodology The following figure details the methodology adopted for the analysis of the Rail segment user requirements at application level.Page 4 Figure 1:Rail user requirements analysis methodology As presented in the

22、 figure 1,the work leverages on the latest EUSPA EO and GNSS Market Report,adopting as starting point the market segmentation for EO and GNSS downstream applications and takes on board the baseline of user needs and requirements relevant to GNSS compiled in the previous RURs published by the agency.

23、The analysis is split into two main steps,including a“desk research”,aiming at refining and extending the heritage inputs and at gathering main insights,and a“stakeholders consultation”to validate main outcomes.More in details,the“desk research”was carried out to consolidate when required the list o

24、f applications and their classification,to identify the key parameters driving their performances or other relevant requirements together with the main requirements specification,etc.A deeper analysis was conducted for a set of applications prioritised for discussion at the last UCP event.The outcom

25、es of this preliminary analysis were shared and consolidated prior to the UCP with a small group of key stakeholders,operating in the field of the selected applications.These requirements analysis results were then presented and debated at the UCP with the Rail segment user community.The outcomes of

26、 the Rail segment forum discussions were finally examined in order to validate and fine-tune the study findings.The steps described above have resulted in the outcomes that are presented in detail hereafter.1.2 Scope The document starts with a market overview for Rail segment(section 3),focusing on

27、the market evolution and key trends applicable to the whole segment or more specific ones relevant to a group of applications or to the use of GNSS or EO.This section also presents the main market players and user communities.The report then provides a panorama of the applicable policies,regulations

28、 and standards(section 4).It then moves to the detailed analysis of user requirements(section 5).This section first Page 5 presents an overview of the market segment downstream applications,and indicates for each application,the depth of information available in the current version of the report:i.e

29、.broad specification of needs and requirements relevant to GNSS and EO,partial specification limited at this stage to needs and requirements relevant to GNSS,or limited to an introduction to the application and its main use cases at operational level.The content of this section will be expanded and

30、completed in the next releases of the RUR.Following its introduction,section 5 is organised as follows:Section 5.1 presents current GNSS and/or EO use and requirements per application,starting with a description of the application,presenting main user expectations and describing the current use of G

31、NSS and/or EO space services and data for the application and providing a detailed overview of the related requirements at application level.A few key applications have been addressed at the UCP and are more detailed.Section 5.2 describes the main limitations of GNSS and EO to fulfil user needs in t

32、he market segment.Prospective use of GNSS and EO in Rail segment is addressed in section 5.3.Section 5.4 concludes the section with a synthesis of the main drivers for the user requirements in Rail segment.Finally,section 6 summarises the main User Requirements for Rail segment in the applications d

33、omains analysed in this report.The current version of the report will be expanded and completed through its future releases.The RUR is intended to serve as an input to more technical discussions on system engineering and to shape the evolution of the European Unions satellite navigation systems,Gali

34、leo and EGNOS and the Earth Observation system,Copernicus,GovSatCom and IRIS2.Page 6 2 EXECUTIVE SUMMARY This report aims to enhance the understanding of market evolution,limitations,key technological trends and main drivers related to the uptake of GNSS and EO data and services across the different

35、 rail application domains.These elements are crucial in shaping the appropriate development of technology and service offerings in accordance with the respective user needs.Key trends and market evolution The rail industry is increasingly using satellite data to improve its operations.Here are some

36、of the main key trends and market evolution impacting this sector:Telematics:An increasing number of rail freight wagons are equipped with telematics,including GNSS.This allows for better tracking of the wagons and can help improve efficiency and visibility of freight,contributing to a level playing

37、 field with other modes of transport Infrastructure Monitoring:AI is being used to process GNSS and EO data and enhance infrastructure monitoring or predictive maintenance.It is helping to identify potential issues before they become major problems and improve safety COVID-19 Recovery:The rail secto

38、r is recovering from the impact of COVID-19 and is expected to grow.The use of satellite data can help improve efficiency and reduce costs,which is especially important as the industry is expected to play a central role in the decarbonisation strategy of transportation in the EU.Current and prospect

39、ive use of GNSS and EO in Rail Segment In the latest EUSPA Market Report,nine applications related to Rail have been identified and clustered into four different groups:Attractiveness Enhancement applications:including Passenger information systems and Public Transport Tram and Light Rail;Maintenanc

40、e Improvement applications:including Conidtion-based maintenance,Infrastructure monitoring and Predictive maintenance;Safety Related applications:including Enhanced Command&Control Systems(CCS)and Trackside personnel protection systems;Train Driving Optimisation applications:including Asset manageme

41、nt and Driver Advisory Systems(DAS).For each one of the identified applications,the present document describes the current contribution of GNSS(e.g.Enhanced Command&Control Systems)and/or EO(e.g.infrastructure monitoring ground subsidence).The report also discusses the limitations of GNSS and EO,inc

42、luding susceptibility to interference and multipath,sensibility to ambient humidity,cloud coverage in case of optical observation,vegetation cover,and distribution of measurement points in case of synthetic aperture radar interferometry.Additionally,it identifies potential uses of GNSS and EO,such a

43、s new capabilities being developed or combined use with existing technologies(e.g.ERTMS,digital maps,digital twins).As highlighted by the work from the EuropeanEnvironment Agency(EEA)1,railway transportation has a lower environmental impact(in terms of greenhouse gas emissions)compared to other mode

44、s of mass transportation and has an important role to play in transport decarbonization.To support this ambition,1 EEA,Motorised transport:train,plane,road or boat which is greenest?,2021.Available at:https:/www.eea.europa.eu/highlights/motorised-transport-train-plane-road Page 7 innovation and digi

45、talization are essential.On one hand,digital rail freight will make rail freight more competitive and ensure smooth integration of rail freight in the logistics value chain,increasing the role of railway as a backbone of freight transport.On the other hand,systemic digitalization with the developmen

46、t of automation of operations will improve performance and capacity.The use of GNSS-based applications in rail is expanding.Some applications have reached maturity:an increasing number of Rail freight wagons are now equipped with telematics including GNSS.The total number of EGNSS tracking devices i

47、s estimated to be more than 200 000 in the short term.The quantity of data collected opens the potential use of artificial intelligence to develop new infrastructure and track inspection and maintenance prediction methods.The present report has selected 10 GNSS-based applications,structured around 4

48、 sub-segments(i.e.Maintenance improvement,Attractiveness enhancement,Safety related,and Train driving optimisation)Ongoing and continuous developments should allow the integration of GNSS in the evolution of the ERTMS and GNSS shall also become part of the development of innovative solutions needed

49、to decrease the cost of modern signalling solutions suitable for capillary lines and regional rail services.Drivers for users requirements The document outlines the user needs for fifteen infrastructure-related applications and summarizes the drivers for user requirements.For GNSS,the identified dri

50、vers include high accuracy,time to first fix,time to convergence,redundancy,and robustness.For EO,the key elements considered for the requirements include spatial resolution,availability of historical data,and in some cases,the ability to cover large-scale areas,such as linear infrastructures.For a

51、subset of one selected EO application(Infrastructure monitoring)the document goes a step further by defining different operational scenarios for the use of EO and identifying in more details the corresponding user requirements.Users requirements are driven differently depending on the application.A

52、few applications without any safety critical needs will take benefits from performance offered by COTS receivers.The safety critical ones,on the other side,have a different context.Standards or technical specifications do not specify requirements for the localisation function directly but will be pa

53、rt of solutions or systems that will drive the requirements definition.EGNSS service evolutions will contribute to reach some existing requirements and help define new services which will unlock future benefits for the Europeans(e.g.enhanced GNSS capabilities will further support an effective roll-o

54、ut of ERTMS and will support the potential uptake of GNSS data for safety-related applications in rail).Finally,there is also a need for increased awareness to expand stakeholder involvement and ensure a comprehensive understanding of the capabilities of EU Space components/services and technologies

55、,such as available solutions and their uses and added value.This applies to GNSS,EO,and Satcom,coupled with more practical applications.This could enable the collection of more case uses or fine-tune needs and requirements,including feedback on the naming of the market segment/sub-segments and appli

56、cations.This report is built upon previous reports focusing on Rail User Needs and Requirements.It also includes insights gathered through interviews with various EU rail stakeholders,such as rail operators,service providers,and infrastructure managers.The findings have been thoroughly debated and q

57、uestioned at the User Consultation Platform(UCP)2023 in Sevilla.This event was attended by the user community,offering a solid foundation for comprehending the needs and requirements of users in the rail sector.Page 8 3 MARKET OVERVIEW&TRENDS 3.1 Market Evolution and Key Trends Introduction to the R

58、ail Market Segment GNSS and EO serve the rail sector in many ways.First,GNSS plays a role in rail digitalization;from asset management to infrastructure monitoring and enhanced passenger information,GNSS is already largely deployed in non-safety critical applications.Moreover,a large number of initi

59、atives are preparing for the introduction of GNSS in High-and Low-Density Command&Control Systems,paving the way for new train operations.Furthermore,information derived from satellite-based imagery supports solutions around track deformation monitoring,vegetation encroachment detection and natural

60、hazard risk assessments,allowing remote inspections and thus targeted on-site inspections.GNSS and EO therefore both increase safety and reduce the cost of infrastructure management and operations compared to legacy solutions.The number of global initiatives demonstrates the consideration given to G

61、NSS and EO-based developments in Rail(e.g.CLUG,EGNSS MATE,EO4Infrastructure,etc.).EO is utilized across all aspects of railway infrastructure,encompassing planning,construction,monitoring,disaster response to floods,and the assessment of risks and vulnerabilities.Railway infrastructures are designed

62、 and constructed to ensure safe,efficient,and reliable transportation and include tracks,bridges and tunnels,key elements that are exposed to natural phenomena such as,ground deformations(e.g.landslides,subsidence,uplifts,sinkholes,fault and seismic displacements),extreme weather events,hazards indu

63、ced by vegetation encroachment,anthropogenic activities in proximity(e.g.construction of new buildings or worksites)or other endogenous events that can lead to the end of service life(e.g.ageing of materials,raising traffic volumes).EO can improve operations in terms of cost reduction,provision of a

64、 high-temporal-frequency that is crucial to ensure safe,efficient,and reliable transportation,to facilitate and predict maintenance,to prevent ground or structural failures,to assess geohazard susceptibly,and to create geohazard maps of the risks.In comparison with traditional on-ground non-destruct

65、ive inspections,based on routine campaigns and long inspection times required for data collection and their implementation into reliable infrastructure management systems,EO offers a cost-effective method for large-scale monitoring.This eliminates the requirement for costly equipment,cuts down on la

66、bour expenses and reduces logistical complexities.A complete overview of the application of railway infrastructure monitoring will be discussed in this User Requirement Analysis paragraph.Additionally,its crucial to emphasize the extensive availability of free and open-source imagery available(e.g.S

67、entinel Open Access Hub and USGS Earth Explorer).By tapping into existing archives of satellite data,historical images can be used for comparative analysis,further enhancing cost-effectiveness RD2.GNSS Key Market Trends The following market trends drive user needs and requirements in the rail sector

68、.The green and digital transition of the Rail sector Reducing the impact of transport on global warming requires a further modal shift towards rail,which in turn requires innovation and digitalization to increase efficiency and attractivity.Digitalization in the rail industry takes different forms,i

69、ncluding digital rail freight and systemic digitalization with the development of automation of operations RD18.Digital rail freight aims to make rail freight more Page 9 competitive and ensure smooth integration of rail freight in the logistics value chain,increasing the role of railway as backbone

70、 for freight transportation.Systemic digitalization with the development of automation of operations improves performance and capacity.The European partnership on rail research and innovation-Europes rail,has defined five priorities where digitalization plays an important role RD33.These priorities

71、include digital and automated train operations,the development of a competitive digital green rail freight,and the development of sustainable and digital assets.These innovations are expected to transform the rail sector by providing truly customer-centric services,where mobility solutions fulfil pa

72、ssenger and logistic expectations,reducing costs and improving performance,and creating immediate customer satisfaction RD33.The rail industry has the potential to play a significant role in reducing the energy use and environmental impacts associated with transport.Rail is among the most energy-eff

73、icient modes of transport for freight and passengers,and it uses 80%less energy than road freight per ton of freight carried RD18.However,to fully realize this potential,the rail industry must continue to innovate and embrace digitalization.By doing so,it can increase its share of passengers and fre

74、ight and help achieve net-zero goals.Rail sector recovering from COVID-19 impact and is expected to grow The rail industry is recovering from the COVID-19 pandemic and has the potential to not only regain pre-COVID passenger numbers but also expand its market share.This aligns with the growing deman

75、d for sustainability,as rail travel offers a more environmentally friendly alternative to cars and planes.As new mobility options emerge,car usage for short to medium distances is projected to decrease by 20 to 70 percent over the next decade,creating an opportunity for rail to capture a larger shar

76、e.Additionally,various regions are actively modernizing rail infrastructure and prioritizing decarbonization efforts.Notably,the European Green Deal aims to invest approximately 87.5 billion in rail-related infrastructure upgrades,including the use of GNSS-based technologies.The introduction of thes

77、e technologies in signalling applications is growing in Europe and will be a change in future markets.GNSS Market Evolution An increasing number of Rail freight wagons equipped with telematics including GNSS The use of EGNSS tracking devices is increasing in the European rail freight market,with mor

78、e trains and wagons being equipped with these devices.This is part of a strategy to shift freight from road to rail by enhancing the attractiveness of rail transportation.Fleet operators are also developing digital freight services and making wagons smart to offer customers a better view of their ca

79、rgos.These smart wagons provide information such as temperature,pressure,estimated time of arrival,and accurate information about the transport itself.Additionally,they provide accurate information about the location of the cars,loading status,open/close condition of doors and hatches,and the health

80、 condition of bogies,braking system,and wheelsets.The use of EGNSS tracking devices and smart wagons has the potential to improve the efficiency and reliability of rail freight transportation.By providing customers with more accurate and detailed information about their cargos,rail operators can enh

81、ance the attractiveness of rail transportation and potentially shift more freight from road to rail.Additionally,the use of these devices can help reduce costs and improve safety by enabling more precise monitoring of the wagons and their contents.The use of EGNSS tracking devices is becoming increa

82、singly prevalent in the European rail freight market,with an estimated total number of more than 200,000 devices in the short term.These devices are now exchanging millions of messages each day,indicating that the technology has reached maturity.However,innovation in this area is ongoing,with new se

83、rvices being developed.For example,the 4F French coalition recently launched the MONITOR innovation project,which aims to support the development of digital freight trains.This project combines radio communication between wagons with brake and bogie monitoring sensors and automated brake testing to

84、reduce the risks of derailments and untimely brake applications and to reduce train preparation time.Enhanced infrastructure monitoring now using AI for GNSS data processing Page 10 The use of satellite data in the rail industry has enabled more precise monitoring of track geometry condition and acc

85、urate location identification.This is achieved by equipping in-service trains with GNSS sensors,which allow for precise measurements RD19.By combining this technology with AI,rail operators can predict the emergence of defects and intervene proactively during the initial stages of deterioration.Impl

86、ementing AI-driven automation in the rail system can enhance flexibility in managing varying peak travel times and mitigate operational disruptions caused by maintenance and staffing issues.This automation also enables upgrades to be carried out with minimal impact on rail services,optimizing overal

87、l efficiency and reliability.As a result,passengers benefit from an improved travel experience.Overall,the use of satellite data and AI in the rail industry has the potential to improve safety,reduce costs,and enhance the travel experience for passengers.Towards more cost-effective solutions for rai

88、l infrastructure monitoring with Drones,GNSS,AI Railway infrastructure monitoring is an expensive task,and railway infrastructure managers are looking for more cost-effective solutions.The SIA project is an example of a low-cost EGNSS solution being developed to provide a real-time monitoring system

89、.This system provides high accuracy and high availability in the railway environment and feeds infrastructure degradation models and predictive algorithms.SIA components include several sub-systems which are monitoring several elements,including track,wheelset,pantograph and catenary,By doing so,it

90、helps to reduce railway maintenance costs and maintenance unscheduled events.By showcasing its value to end-users,the project encourages the market uptake of EGNSS-based services to end-users.Drones provide a cheaper alternative to traditional monitoring methods when combined with GNSS and AI as dem

91、onstrated by the RADIUS project.This enables efficient and advanced rail infrastructure monitoring,leading to improved maintenance,increased operational efficiency,and enhanced safety in the rail industry.Rail infrastructure managers such as SNCF Reseau and DB are already using drones to assist in t

92、heir monitoring and maintenance activities.The use of drones and other innovative technologies has the potential to improve the efficiency and safety of rail infrastructure monitoring.By providing more accurate and detailed information about the condition of rail infrastructure,rail operators can op

93、timize their operations and potentially reduce costs.Additionally,the use of these technologies can help improve safety by enabling more precise monitoring of rail infrastructure and identifying potential issues before they become major problems.EO Market Evolution The European willingness to become

94、 the first continent to reach neutrality by 2050 drives the need for reducing the environmental footprint of infrastructures and strengthening their resilience to climate change.In this general context,the EO and GNSS EUSPA Market Report(RD1)and the previous Reports on User Needs and Requirements on

95、 surveying(RD3)have identified several key trends in the infrastructure market,which are relevant for the monitoring of railway infrastructures.These key trends are the uptake of services based on InSAR for the identification of risks related to ground deformation,the increasing use of EO to better

96、understand the impacts of climate change and support the design and construction of more resilient infrastructures.In addition to the above-mentioned trends,the multiplication of commercial constellations of EO satellites and the increasing use of Artificial Intelligence are expected to have a signi

97、ficant impact on satellite-based applications,including in the infrastructure market.An overview of these profound evolutions is provided hereafter:Emergence of low-cost satellite technology that leads a multiplication of large constellations of small satellites(often referred to as“smallsats”).Lowe

98、r launch and payload development costs that have opened the door to a commercial offer,even in domains like Synthetic Aperture Radars(SARs)which were previously limited to Page 11 institutional missions.This leads to a decrease of the price of SAR imagery as well improvements in performance.Increase

99、 of performance in terms of revisiting time,spatial and spectral resolution.In the domain of SAR,the revisit frequency being in the range of 1-3 hours because each constellation,has different satellites that observe a location at different times of the day rather than the more conventional dawn-dusk

100、 sun-synchronous orbit.SAR commercial constellations such as Iceye2,Umbra3,Capella Space4 adopted very-high resolution(VHR)SAR sensors that provide a ground plane resolution until of 25 cm.The trend is similar for optical imagery,where commercial operators such as WorldView-35 provide revisiting tim

101、e of one day,a spatial resolution until 30 cm in the panchromatic band(450-800 nm)and a spatial resolution of 1.3 m in the multispectral Visible Near Infrared(VNIR)band(860 to 1040 nm).Other operators such as Planet,Satellogic6 are deploying constellations on the Low Earth Orbit(LEO)aiming to offer

102、sub-meter resolution optical imagery with revisit times inferior to 1 hour.Some companies7 are envisaging to deploy EO smallsats on the Very Low Earth Orbit(VLEO).Development of new applications based on the increased performance of the new constellation such as the near real time monitoring and tra

103、cking of rapid ground deformationt that can happen during and after the construction of the infrastructures or the applications of change detection provided in the near real time.The increasing use of Artificial Intelligence and Machine Learning is also part of the trends which are changing the Eart

104、h Observation market and have direct impacts on applications relevant to the infrastructure market.These technologies enable the automation of processes which are usually costly and time-consuming and bring Earth Observation applications a step forward by enabling the identification of patterns,tren

105、ds or correlations which would have remained invisible and unexploited with more traditional processing techniques.They are also facilitating the fusion of data from multiple sources and the integration with the Internet-of-Things(IoT).Moreover,the use of Artificial Intelligence8 and Machine learnin

106、g will increase the service providers ability to deliver solutions for even for non-technical users.The benefits and the interests of the use of EO in the infrastructures sector is shown by the growing volume of the market.When looking at the use of EO for monitoring infrastructure in general,the to

107、tal revenue generated by the sales of EO data and EO-based services is expected to increase at a regular pace in the years to come.The chart below presents the estimations made in the EO&GNSS market report9 regarding the revenues for EO data&services at a global level.It should be noted that the val

108、ues represent the general EO market for infrastructure and that EO for railway infrastructure is a subset of this.In the current version of the report it is not possible to subtract the values for railway infrastructure.2 https:/ https:/umbra.space/4 https:/ https:/ E.g.Planet()in the US or Satellog

109、ic(https:/ Argentina 7 E.g.Earth Observant Inc.(https:/eoi.space/),a Californian start-up which aims to develop an optical imaging satellite constellation flying at 250 km above Earth 8 Several providers already use Artificial Intelligence/Machine Learning as part as the solutions they offer(e.g.Ove

110、rstory,Sobolt,Spacept,SpaceSense,SkyWatch,BlackSky,etc.)9 https:/www.euspa.europa.eu/newsroom/news/new-euspa-eo-and-gnss-market-report Page 12 Figure 2:Revenue from EO data&services sales by application Source:EUSPA,EO and GNSS Market Report,2024 3.2 Main User Communities The users community can exp

111、ress very different needs.Beyond train owners,operators,industries,construction and public works companies including civil engineering companies who leverage space-enabled data to improve the safety,efficiency and comfort of the passengers and freight,there is a range of additional end users dependi

112、ng on the applications.Public authorities,logistics and insurance companies,research institute and universities have specific needs fulfilled by different GNSS-EO enabled applications or by their integration:The industry is represented by the complex rail value chain,which,depending on the demand fr

113、om train owners and operators,the train functions developed and the requirements of the associated operational scenario,develop requirements for positioning,timing and spatial information and decide on which information technologies to adopt to satisfy these.In the rail industry,train manufacturers

114、drive a value chain involving tier 1 suppliers and component suppliers in the manufacturing of trains.The industry has set up multiple working groups to proceed jointly on specifications and requirements,in particular for safety relevant applications.Beyond the railway industry,the end user communit

115、y include the companies(generally private)including civil engineering companies involved in the designing and construction of rail infrastructure.The main user communities are listed below,which partly shape the rail users needs and requirements.Passengers(railway final users passengers and freight)

116、are indirectly benefiting from satellite data in most cases.Railway passengers rely on satellite data for improving the efficiency and safety of railway transportation.Train owners/operators can use satellite data,including navigation and earth observation,for a variety of purposes,including monitor

117、ing and controlling moving rail cars,tracking hazardous rail freight,and improving train scheduling and maintenance practices.Construction and public works companies including civil engineering companies.They correspond to the(generally private)companies contracted by railway infrastructure owners a

118、nd/or operators to design and construct the above-mentioned infrastructures.A wide range of Page 13 stakeholders are involved in infrastructure.Depending on the development stage,from planning until maintenance and even decommissioning,the roles,required expertise and responsibilities may greatly di

119、ffer,and thus the usage and requirements for the use of space data.Railway Undertakings and Infrastructure Managers can use satellite data,including navigation and earth observation,for a variety of purposes,including monitoring railway infrastructure,improving maintenance practices,and enhancing sa

120、fety and efficiency across the infrastructure lifecycle.Public authorities,including regulatory authorities,at local(e.g.municipalities),regional,national or European level.This includes authorities responsible for spatial planning and authorities entrusted with the verification that infrastructures

121、 comply with applicable legislation and regulations.Infrastructure owners and/or operators,referred to as“infrastructure managers”can be public or private entities.International development organisations(e.g.World Bank),when development projects involving the construction of large infrastructures su

122、ch as transport networks are at stake.Financial institutions including large international development organisations are involved in the funding of railway infrastructures and are interested in the exposure to risk of the concerned infrastructures and in the progress of construction works.Insurance

123、companies can be relevant from two standpoints.For GNSS,driving insurers offering telematics insurance schemes,for Earth Observation,insurance companies cover the risk related to issues to the railway infrastructure.Standardization bodies like ISO,ETSI and CEN/CENELEC,are active on GNSS performance

124、criteria to better specify the positioning and timing in the standards.Moreover,ISO is active on standards for monitoring relevant for the use of Earth Observation.Since 2017,the Geoscience and Remote Sensing Society(GRSS)formed the Standards for Earth Observations(GSEO)Technical Committee to suppor

125、t the development and promotion of technical standards related to the generation,distribution,and utilization of interoperable data products from remote sensing systems.By 2020 five standards development projects,sponsored by the GRSS Standards Committee(GRSS/SC),had been initiated with the IEEE Sta

126、ndards Association(IEEE-SA).Industry associations are active in coordinating and shaping practices in the rail and infrastructure sectors.For example the UIC and CIRIA have acknowledged the potential for satellite data in their respective sector and are aiming to disseminate best practices.Research

127、institutes and universities active in the fields of navigation and positioning for automotive industry with a particular focus on signal processing,in order to demonstrate the benefits of augmentation and multi-frequencies,in particular in urban environment,to mitigate multipath effects.Some institu

128、tes involved in legal metrology can also participate.In EO,research institutes and universities are active in the development of more sophisticated methods and techniques for the InSAR images processing,and in the development of fine analysis of InSAR multi-temporal time series.Indeed,the determinat

129、ion of more accurate displacements of the ground can be obtained from removal of the atmospheric contribution and the periodic variations related to Earths rotational and environmental factors like the water cycle.Another field of research in EO,is the application of machine learning for change dete

130、ction and classification.3.3 Main Market Players The value chains for GNSS-based applications and for EO-based applications are significantly different and are therefore addressed separately in this document.From a user-customer perspective,the main Page 14 difference originates from the fact that G

131、NSS and EO data are supporting different set of applications.Train localization,supported by GNSS data,is pertinent for applications related to signalling and logistics,while EO data is mostly relevant for applications related to the maintenance of the railway infrastructure.3.3.1 GNSS Market Player

132、s GNSS-based solutions first rely on component and receiver manufacturers.Most of the chips embedded in GNSS-based railway solutions today rely on COTS components most of them not specifically developed for the rail.They are integrated in rail systems by system integrators developing railway compone

133、nts.Some of the solutions developed for onboard systems can then be integrated by train manufacturers.These user communities also play an important role in the definition of user requirements:Component manufacturers,system integrators and train manufacturers.As presented in the EO and GNSS EUSPA Mar

134、ket Report RD1,the main market players in the GNSS value chain are:Components and receiver manufacturers System integrators:Tier 1 suppliers and train manufacturers Train manufactures Train operators that will use the service to offer better services to their clients and increase their efficiency an

135、d attractivity.Some examples:Fleet operators will offer customers a better view on their cargos such as temperature,pressure,estimate time of arrival as well as accurate information of the transport itself.Passenger information will benefit from revitalized capillary lines and regional rail services

136、.Infrastructure managers to reduce costs and improve performance Users,beyond the railway industry,the end user community includes companies(generally private)such as civil engineering companies involved in the designing and construction infrastructures.Figure 3:Rail GNSS Value Chain Source:EUSPA Ma

137、rket Report,2024 The rail industry is concentrated in Europe and North America.European GNSS companies have a market share of roughly one-third among components and receivers and the top 3 companies in the continent are Septentrio,Hexagon(Leica Geosystems)and U-blox.Page 15 The main industry stakeho

138、lders in the Rail GNSS market value chain are system integrators,component manufacturers,train manufacturers,train owners and operators as well as Railway Undertakings and infrastructure managers.The main component manufacturers(receivers and others)are Hitachi Rail STS,Trimble,GMV,Glarun Technology

139、,Sierra Wireless.System integrators are involved whenever key operators have strong exports both to North America and Asia.The top 3 companies are VTG,Alstom and CRRC,but this category also includes:Thales,Siemens,Hitachi,.We can cite among train and rolling stock manufacturers:Siemens,Alstom,Hitach

140、i,and China South Locomotive.Train owners and operators include train operating companies and freight operating companies,such as Deutsche Bahn,Trenitalia,SNCF,Arriva,Colas,Renfe,Stagecoach and urban transports operators.There are also rolling stock operating companies as investment banks,consortia

141、and national companies.The Railway Undertakings and infrastructure managers include Deutsche Bahn,RFI,RFF,Network Rail,ADIF and urban transport operators.3.3.2 EO Market Players As far as the EO-related value chain is concerned,the main market players identified in the EO and GNSS EUSPA Market Repor

142、t10 are:Data providers:Providers of unprocessed or pre-processed EO data from multiple sources(i.e.satellites and in-situ(non-space)measurements).Typically operating a data-as-a-service business model.Infrastructure providers:Providers of various types of computing infrastructure upon which EO data

143、can be accessed,stored,distributed or manipulated.Typically operating an infrastructure-as-a-service business model.Platform providers:Providers of online platforms and/or digital services,through which users can utilise tools and capabilities to analyse EO data,develop algorithms and build applicat

144、ions.Typically,operating platform-asa-service and/or software-as-a-service business models.EO products and service providers:Providers of products(e.g.land cover classifications)or services(e.g.ground motion monitoring)that make full use of EO data and processing capabilities offered by data and pla

145、tform providers.Typically operating an analytics-as-a-service business model.Information providers:Providers of sector-specific information that incorporates EO data along with non-EO data.Typically operating an insights-as-a-service business model.End Users:Final users benefitting in their decision

146、 making or operations from the solutions offered by EO services and/or information providers.The entities listed in the value chains of the different segments are to be considered as representative examples and non-exhaustive of the entire market.10 https:/www.euspa.europa.eu/newsroom/news/new-euspa

147、-eo-and-gnss-market-report Page 16 Figure 4:Rail EO Value Chain Source:EUSPA,EO and GNSS Market Report,2024 European companies analysing EO data account for half of the global Analysis,Insights&Decision Support market in 2019.Companies in this market make use of EO data to provide information and in

148、telligence to their clients seeking to solve complex geospatial challenges.The main players in the EO Rail segment value chain are:Infrastructure providers:refers to organisations offering various types of computing infrastructure and cloud storage upon which EO data can be accessed,stored,distribut

149、ed or manipulated.These organizations often collaborate with space agencies,research institutions,and private companies to support EO missions and data dissemination.Some key European infrastructure providers are:Cloudferro T-Systems Copernicus Collaborative Ground Segment Data providers:includes pr

150、oviders of unprocessed or pre-processed EO data.Of all the types of data that EO encompasses,one of the most relevant for the Rail sector is Interferometric Synthetic Aperture Radar(InSAR)data.Sentinel-1(Copernicus Programme,EU):Sentinel-1A and Sentinel-1B provide free and open SAR data,including In

151、SAR data globally with archives back to 2015.TerraSAR-X(German Aerospace Center,DLR)and TanDEM-X:radar satellites provide high-resolution SAR data TanDEM-X,in particular,was used in a ground-breaking mission to create a global digital elevation model(DEM)through interferometry.Cosmo-SkyMed(ASI,Italy

152、):The Cosmo-SkyMed constellation consists of four radar satellites(CSK-1,CSK-2,CSK-3,and CSK-4)that offer SAR data suitable for InSAR applications.X-band constellations from ICEYE,Umbra and Capella Space ALOS PALSAR L-band used for soil moisture and SAR interferometry in lightly vegetated areas Plat

153、form providers:refers to those companies that offer online platforms and/or digital services,through which users can utilise tools and capabilities to analyse EO data,develop algorithms and build applications.Some of the main platform providers include:Copernicus Data Space Ecosystem Page 17 Cloudeo

154、 Exolabs CreoDIAS EO products and service providers:these are companies that provide products or services that make full use of EO data and processing capabilities offered by data and platform providers.Some European EO products and service providers relevant to the Rail sector are:Vaisala(meteorolo

155、gical and environmental monitoring solutions)Terramonitos(satellite imagery and data analytics services)Information providers:providers of sector-specific information that incorporates EO data along with non-EO data.Due to companies continually expanding their portfolios,the distinction between EO P

156、roducts and Service Providers and Information Providers is becoming less clear.In a broader sense,there is a growing trend of vertical integration within the EO sector,with an increasing number of companies now managing the entire value chain.Within the Rail segment,some relevant EO information prov

157、iders are:Copernicus Program DEIMOS Imaging Airbus Defence and Space End Users:the final users who benefit from the applications and services offered by information providers.The community is mainly divided in regional,local authorities and state in charge of the deployment of transport infrastructu

158、res and the private sector in charge of deploying and maintaining these civil works RD17.Page 18 4 POLICY,REGULATION AND STANDARDS 4.1 Applicable regulations In addition to the rules described in legal texts(i.e.,directives,decisions,regulations),the design and operating conditions of railway system

159、s in Europe are today subject to a normative framework that requires the demonstration of the systems safety.This framework is composed of specific European standards derived from the generic functional safety standard IEC 61508:2011 RD5.The railway sector is distinguished by the existence of three

160、safety standards(EN 50126:2017,EN 50128:2011,and EN 50129:2018).Each of them addresses a particular safety aspect and can be applied depending on the considered subsystem.The EN 50126 standard describes a systematic RAMS management process(starting from the design phase until the system decommission

161、ing)in order to specify and demonstrate reliability,availability,maintainability,and safety.Part 1 of this standard focuses on the generic RAMS process,while part 2 addresses the systems approach to safety.The EN 50128 standard specifies the process requirements and techniques applicable to the deve

162、lopment of software for programmable electronic systems used in railway Control-Command and protection applications.The EN 50129 standard addresses safety-related electronic systems(including subsystems and equipment)for railway signalling applications.Finally,the EUs rail transport policy is geared

163、 towards the creation of a single European railway area.The policy includes the harmonization of technical,administrative,and safety rules,which is essential for interoperability between national rail systems.4.1.1 Critical Infrastructure protection policy There is no regulatory authority dedicated

164、to infrastructures in general but in the European Union,the European Commission plays an increasingly important transversal role with respect to Critical Infrastructure protection(see following section).4.1.2 Telecommunications Regulations In the specific case of telecommunications,the Body of Europ

165、ean Regulators of Electronic Communications(BEREC)is the regulating agency of the telecommunication market in the European Union.Besides,each Member State has set up its own National Regulatory Authorities(NRA)in charge of regulating telecommunications.However,neither BEREC nor the NRAs are directly

166、 involved in the definition of the Timing&Synchronization architecture.Finally,spectrum regulation agencies(ITU-R world agreement,national agencies for enforcement)and telecom network regulation agencies(CCITT/ITU-T,national agencies for enforcement)are also involved in particular through their part

167、icipation in Standardization forums(see RD4).Page 19 4.1.3 Space Policy and Regulations The Regulation(EU)2021/696 of 28 April 2021“establishing the Union Space Programme and the European Union Agency for the Space Programme”(EUSPA)(RD5)is the main Space policy document for the European Union.Althou

168、gh the regulation highlights the role that Copernicus should play in supporting the Unions capacity to achieve independent decision-making and actions in a certain number of fields,among which infrastructure monitoring,it does no impose any regulatory obligations with regard to the use of space-base

169、d systems for infrastructure management.Except for“critical infrastructures”,there is in general no EU policy or regulatory document which directly addresses the infrastructure market.There are however a number of policy or regulatory documents which may have an indirect impact on the infrastructure

170、 market.An overview of these documents is provided in the Annex.4.1.4 European Rail User Requirements Specification ERTMS/ETCS RAM Further specifications on ERTMS are provided by UNISIG on the design,certification and application of ERTMS equipment.Those considered to be more related to GNSS applica

171、tions are commented in this section.Railway requirement criteria are usually qualified in terms of reliability,availability,maintainability and safety(RAMS).They differ from the GNSS quality criteria.Railway definitions according to the EN 50126 standard are:Reliability:the probability that an item

172、can perform a required function under given conditions for a given time interval.Availability:the ability of a product to be in state to perform a required function under given conditions at a given instant in time or over a given time interval assuming that the required external resources are provi

173、ded.Maintainability:the probability that a given maintenance action,for an item under given conditions of use can be carried out within a stated time interval when the maintenance is performed under stated conditions and using stated procedures and resources.It means the ability of a system being ma

174、intained or restored after a failure to operational status over a given time interval assuming that the maintenance is made under given conditions with prescribed procedures and means.Safety integrity:the probability of a system satisfactory performing the required safety functions under all stated

175、conditions within a stated period of time.PERFORMANCE REQUIREMENTS This section contains an analysis of the required technical performances of ERTMS/ETCS equipment that could include a GNSS component inside.Accuracy Position accuracy measured on-board:For every travelled distance s the accuracy shal

176、l be better or equal to (5m+5%s).The fixed 5m tolerance is intended to cover the longitudinal uncertainty of the balise reader in detecting the balise reference location.Also,in case of malfunctioning,the on-board equipment shall evaluate a safe confidence interval.Page 20 Accuracy of speed known on

177、-board:2km/h for speeds lower than 30km/h,then increasing linearly up to 12km/h at 500km/h.Age of location measurement for position report to trackside:The location of the train head indicated in a position report shall be estimated less than 1 sec before the beginning of sending of the correspondin

178、g position report.Clock Safe clock drift:0.1%.This value is not only a performance but also a safety related requirement as it refers to clock information used for time-stamping of messages and for supervision of time-outs,the magnitude of which is a few minutes.For more information about performanc

179、e requirements,please refer to RD7.Performance Requirements for Interoperability define possible values for technical performance requirements of ERTMS on-board equipment.Reliability requirements consist of quantitative requirements in terms of Mean Time Between Failures(MTBF);and differentiates in

180、reason of the criticality(Immobilizing,Service or Minor)of such failures.They are also called ERTMS RAM(for Reliability,Availability and Maintenance)requirements and are stated as follows(these are all defined for on-board equipment).The MTB Immobilizing hardware Failures shall be not less than 2,7x

181、106 hours.The MTB Service hardware Failures MTBF-SONB shall be not less than 3,0 x105 hours.The MTB Minor hardware Failures MTBF-MONB shall be not less than 8,0 x103 hours.Availability must be not less than 99.973%,in order to assure compatibility with the ERTMS availability.Maintainability is also

182、standardized by European Standards.Apart being designed in order to minimize periodical maintenance and to control hazard levels,the equipment installation must not interfere with the access to other systems and devices on-board the train.The system supplier must specify the needed and forbidden mai

183、ntenance procedures,it must also present auto test systems to verify periodically the correct operation and include a“maintenance mode”for the maintenance operation,including interfaces maintenance.SAFETY REQUIREMENTS According to RD9,the Railway Safety philosophy is based on three main principles:A

184、voidance,and as far as possible exclusion,the transformation of the inherent human non-intended errors into wrong-side failures(=failures,technical or human,susceptible to develop into hazards,to produce harm).Prevention of imaginable non-intended failures of the human operator to become wrong-side

185、failures=the railway system is not designed to protect against intended wrong-side human failures.The controlled reliability,mainly applicable to the vital components.Detection and identification of any possible random critical technical failure(=any technical non functionality which has the potenti

186、al to produce a non-safe response)and immediate enforcement of a safe state.The railway safety standards(EN 50126.EN 50129)clearly prescribe the methodology to be followed over the whole life cycle of a sub-system or component to assure that its safety integrity risk is controlled and maintained und

187、er the prescribed level.The classification of the safety integrity is prescribed on 5 levels(from EN 50129):Page 21 Figure 5:Safety integrity classification(EN 50129)This table indicates the probability of failure,the safety integrity risk allocated to each of the levels(the figures represent probab

188、ilities expressed in events/hour).The classification of SIL makes a distinction between the continuous(high demand)mode of operation and the operation on demand.This distinction considers that the operation on demand shall be preceded by an initial check of the elements fail-less state.In this study

189、 we will be interested exclusively in the continuous mode.Note:The“on demand mode”is reserved for systems used in intermittent/sporadic way.The“continuous mode”concerns systems permanently used for a period of time.In the framework of the generic high-level quantitative safety requirements for ETCS

190、operating either in Level 1 or Level 2,requirements are presented here to illustrate the magnitude order of Tolerable Hazard Rates of the transmission systems.This information is important if we consider that,to replace balises by virtual balises,the GNSS-based equipment must provide a performance a

191、s good as the existing equipment.A dangerous failure is an undetected failure of the positioning system leading to the position provided being out of the accuracy range.The safety integrity level will be derived from the different tolerable hazard rates,taking into consideration the specified enviro

192、nment.For Hazard Rates of 10-9 failures/hour,a SIL 4 process will be applicable.It is important to notice only failures that cause the ETCS hazard need to be considered.Considering ETCS onboard equipment without the transmission system,the hazard rate for the ETCS onboard system excluding those part

193、s forming part of the transmission paths shall be shown not to exceed a THR of 0.67x10-9 dangerous failures/hour.The process of confirmation that the train data is correctly stored on-board must be of a quality commensurate with a SIL 4 system.For more information about safety requirements,please re

194、fer to RD6.4.2 Non-regulatory sources The Green Deal is a set of initiatives proposed by the European Commission to make the European Union climate-neutral by 2050.The rail industry is expected to play a significant role in achieving this goal.Here are some relevant initiatives under the Green Deal

195、that will impact the rail industry:Improving rail infrastructure management:The European Commission is proposing measures to make freight transport more efficient and sustainable by improving rail infrastructure management,optimizing the use of rail tracks,improving cross-border coordination,increas

196、ing punctuality and reliability,and ultimately attracting more freight companies to rail Page 22 Supporting the expansion of zero-emission power sources:The Federal Railroad Administration(FRA)is committed to reducing rails carbon footprint by supporting the expansion of zero-emission power sources,

197、such as electric locomotives Reducing GHG emissions from rail operations,maintenance,and construction:The FRA is committed to reducing GHG emissions from the operations,maintenance,and construction of the rail system Decarbonizing rail operations:Railway companies are pursuing sustainability agendas

198、,particularly surrounding decarbonizing operations Increasing efficiency within the sector:The European Commission aims to increase efficiency within the sector,helping it to contribute to the target of cutting transport emissions by 90%by 2050,as set out in the European Green Deal Enhancing railway

199、 security:Satellite data can be used to enhance railway security,improving safety and efficiency across the infrastructure lifecycle 4.3 Other(standards,practices)Within the European Union,the following organisations are involved in the roll-out of standards,rules and practices:Product related stand

200、ards are developed and published by the UIC on behalf of stakeholders that are constituents of the railway operating Community(ROC)in Europe,and also represented in UIC European regional Assembly UNIFE has been representing the European rail manufacturing industry since 1992.UNIFE and its members wo

201、rk on setting standards for the rail industry,including standards for rail vehicles,rail infrastructure,and rail operations.Europes rail(ERJU),the European Committee for Standardization(CEN),and the European Committee for Electrotechnical Standardization(CENELEC)are the leading organisation providin

202、g standards and practices for the EU Rail sector.In 2021,ERJU,CEN and CENELEC have signed a Memorandum of Understanding(MoU)to accelerate European rail standardization work.The aim is to accelerate European rail standardization work and formalize the existing collaboration between the three organiza

203、tions.The agreement is expected to foster innovation in the railway sector and maintain the EUs position as a world leader.It is also worth noting that the International Organization for Standardization(ISO)is also the leading international organization focused on worldwide standards across practica

204、lly every industry.It produces standards for the rail industry,including standards for rail vehicles,rail infrastructure,and rail operations.The following list gathers a non-exhaustive list of relevant standardization bodies working groups,and related standards and initiatives in the field of GNSS p

205、ositioning that influence implementation of GNSS and required performance,in particular for safety-critical applications.4.3.1 Relevant Standards for GNSS ETSI TC SES/SCN TS 103 246-1 to TS 103 246-5:Satellite Earth Stations and Systems,GNSS based location systems.Setting out functional requirements

206、,reference architecture,performance requirements,requirements for location data exchange protocols,and performance test specifications.Page 23 ISO ISO TC204:The ISOs Technical Committee 204 is developing a new project titled“TS 21176 Intelligent Transport Systems Cooperative ITS Position,Velocity an

207、d Time functionality in the ITS station”.This is a collaboration between ISOTC204/WG18(cooperative systems)and CEN TC5WG1.ISO 5725 Accuracy of Measurements:On the accuracy(trueness and precision)of measurements methods and results,to establish practical estimations of the various measurements.ISO/TC

208、20/SC14 WG8:Downstream space services and space-based applications:a dedicated WG established to cover downstream standards.Other relevant working groups IAG WG 4.1.4.:The International Association of Geodesy has a commission(4)focussing on positioning and applications.Within this commission,WG 4.1.

209、4.(Robust Positioning for Urban Traffic)is concerned with the specification and characterization of GNSS requirements,and performance analysis for vehicles and pedestrians in urban areas.TISA:The Traveller Information Services Association(TISA)follows the development of the TPEG protocol family,cove

210、ring the broadcast of traffic and transport information to end users.Recently,TISA has developed the TPEG2 Emergency Alerts and Warnings(EAW)technology,supporting the distribution of official Emergency Alerts and Warnings as issued by public authorities and/or authorized agencies,without language ba

211、rriers.OADF:The Open Auto Drive Forum is an initiative to harmonize the activities from NDS,TISA,ADASIS and SENSORIS created in 015.The overarching objective is to generate an ecosystem of production-ready automotive standards including navigation and positioning.Cloud LSVA(Large Scale Video Analysi

212、s)project Open Group:This project focusses on navigation data and maps and supports the development of suitable standards for video data sets and video annotation.It aims to develop a standard on video content annotation to be published by an existing appropriate SDO.4.3.2 Relevant Standards for EO

213、Techniques for observing the Earth are frequently criticized due to inconsistencies in various areas such as sensor calibration,data structure and formats,precision in terms,and pricing systems.This has led to slow adoption rates and challenges in ensuring the correct interpretation of these techniq

214、ues.This sluggishness may be attributed to apparent inconsistencies and bewildering jargon.The implementation of international standards can provide effective solutions to these issues,and these guidelines are intended to enhance the accessibility of Earth Observation products and technologies.At pr

215、esent,there is a noticeable lack of standards or regulatory documents in Earth Observation,regarding both data quality and processing or products.The internationally accepted data format and metadata standards for digital spatial data have been set by organizations such as ISO,IEEE,OGC,GRSS,and SEOA

216、H.Appropriate Earth Observation standards for railway infrastructure can be categorized into various classes:EO data standards:The International Organization for Standardization(ISO);EO collection metadata:ISO 19115 Geographic Information-Metadata.The Open Geospatial Consortium(OGC)provides Standard

217、s and Schemas(XSD,JSON Schema,etc)for the geospatial information interoperability and implementation used by international organizations.Page 24 EO product metadata:OGCs GML Application Schema for EO Products Collection and service discovery:OGCs Cataloguing of ISO Metadata using the ebRIM profile o

218、f CS-W.Catalogue Service:OGCs Catalogue Services Specification 2.0 Extension Package for ebRIM Application Profile:EO Products.Order:OGCs Ordering Services for EO Products Feasibility Analysis:OGCs Sensor Planning Service Application Profile for EO Sensors Online Data Access:OGCs WMS EO Extension Id

219、entity(User)Management:OGCs User Management Interfaces for EO Services.Geoscience and Remote Sensing Society(GRSS)created the Standards in Earth Observations(GSEO)Technical Committee to support the development and promotion of technical standards related to the generation,distribution,and utilizatio

220、n of interoperable data products from remote sensing systems.The Standards in Earth Observations Ad Hoc Committee(SEOAH)is the managing organizational unit within GRSS to handle standards development within the IEEE.Standards for Geotechnical investigation:The Geotechnical Monitoring by Field Instru

221、mentation Panel(ISO TC 182/WG2)is currently working on a new draft document that includes several annexes for new technologies,one of them being satellite InSAR.While this is an important step,given the increasing use of EO technologies,there is a general consensus throughout the industry that a uni

222、fied set of EO international standards is required.The Geotechnical investigation and testing Geotechnical monitoring by field instrumentation,(ISO18674),establishes a set of methodologies for measuring pore water pressures and piezometric levels in saturated ground through the use of piezometers as

223、 part of geotechnical monitoring.These general monitoring rules are applicable to different geological scenarios,including ground levels,structures interacting with the ground,geotechnical fills,and geotechnical works as specified in ISO 18674-1.The guidelines are versatile,finding relevance in vari

224、ous scenarios including monitoring water pressures in and around geotechnical structures like dikes,excavation walls,foundations,dams,tunnels,and slopes.4.3.3 Relevant Organisations International regulators Access to the railway infrastructure is granted only to railway undertakings that hold a vali

225、d single safety certificate.The single safety certificate gives evidence that the railway undertaking has established its safety management system and is able to comply with its legal obligations.The main policy and regulatory European stakeholders involved in the user requirement definition process

226、 are the ERA,CER,EIM,EUG and UNIFE.European Commission The European Commission,due to the high interest on transport and mobility,strongly focuses on the rail sector.Railways related policies and initiatives look towards addressing several aspects of transportation within the Union.The overall goal

227、is to ensure safe,sustainable and efficient transportation.Page 25 Due to the overarching nature of this sector,policies,regulations and other initiatives are developed and implemented through several Directorates-General within the Commission.Some key aspects relevant to the rail segment in which t

228、he European Commission intervenes are,on a general basis the development of a transport policy,train approval and certification processes,Intelligent Transport Systems technologies(ITS)and sustainable mobility through EVs.More particularly,the Commission also focuses on enhancing the industrys compe

229、titiveness through innovation,research and development.Regarding this,it is worth highlighting the development and deployment of digital infrastructure,including high-speed broadband networks and 5G communication systems.These technologies are essential for enabling the connectivity required for con

230、nected and automated vehicles to communicate with each other and with infrastructure.European Parliament The European Parliaments work in the railway segment encompasses legislative oversight,railway safety initiatives,emission standards,trains regulation,infrastructure development,sustainability an

231、d budget allocation.MEPs involved in these topics contribute to shaping European policies and actions with the aim of creating safer,more environmentally friendly and efficient transportation systems within the European Union.Access to the railway infrastructure is granted only to railway undertakin

232、gs that hold a valid single safety certificate.The single safety certificate gives evidence that the railway undertaking has established its safety management system and is able to comply with its legal obligations.The main policy and regulatory European stakeholders involved in the user requirement

233、 definition process are the ERA,CER,EIM,EUG and UNIFE.European Railway Agency The European Railway Agency was set up to help create an integrated railway area within the EU,by reinforcing safety and interoperability.ERA is responsible for managing common European railway rules and specifications thr

234、ough different legal texts composed of directives,decisions and regulations.The Agency also acts as the system authority for the European Rail Traffic Management System(ERTMS),which has been set up to create a unique signalling environment throughout Europe.Since 2020 the European Union Agency for R

235、ailways(ERA)has become the EUs sole authority for the certification and authorisation of rolling stock for vehicle authorisation,safety certification,and ERTMS trackside approval,replacing the EUs previous national certification agencies.The Community of European Railway and Infrastructure Companies

236、(CER)brings together close to 70 railway undertakings,their national associations as well as infrastructure managers and vehicle leasing companies.CERs role is to represent the interests of its members on the EU policy-making scene,in particular to support an improved business and regulatory environ

237、ment for European railway operators and railway infrastructure companies.European Rail Infrastructure Managers(EIM)is a sector association that represents the interests of European rail infrastructure managers.It represents the common interests of the railway infrastructure managers at European leve

238、l.ERTMS Users Group(EUG)members are railway companies with large investments in ERTMS.The ERTMS Users Group offers a platform for railways peers to share experiences and to consolidate their views and focuses its activities on ETCS and the ETCS related part of the radio-based communication system.Th

239、ey work with ERA,UNISIG and advise the previously mentioned CER or EIM.A specific working group is devoted to localisation.European Rail Industry Association(UNIFE)represents European train manufacturers and rail suppliers,SMEs and major industries,from rolling stock manufacturers and infrastructure

240、 suppliers to system integrators and engineering companies.Under the umbrella of UNIFE,UNISIG(Union industry of signalling)actively contributes to the activities of the European Union Agency for Railways in the field of Page 26 ERTMS/ETCS technical specifications.UNISIG is composed of nine UNIFE Mem

241、ber companies:Alstom,Hitachi,AD,CAF,Siemens Mobility,GTS Deutschland and MerMEc.UNISIG is involved in the definition of user requirements for safety relevant applications,and in particular for ERTMS user requirements.The application for certificate is made to the safety certification body.The proces

242、s is the same no matter if the European Railway Agency(ERA)or a National Safety Authority(NSA)is the safety certification body(single European process).In the case of rail operations in more than one Member State,ERA will be the safety certification body.Otherwise,the applicant can choose whether to

243、 apply to ERA or to the relevant NSA RD8.Four parties are thus involved when assessing the safety of a system RD16:the proposer of the new system,(one or several)independent assessment body(ISA Independent Safety Assessor),a rail notified body(NoBo),a National Railway Safety Authority(NSA).The aim o

244、f an ISA is to audit,assess and review processes and safety evidence generated along the life cycle of a project,to ensure and demonstrate compliance to safety standards and suitable techniques and to assess the adequacy of the evidence.Notified bodies by the different member states to the EU Commis

245、sion are third parties,independent of organization or product.They assess and perform conformity assessment pursuant to the European texts and give certificate of conformity.The NSA gives the final authorization to use the product in operation.Page 27 5 USER REQUIREMENTS ANALYSIS This chapter provid

246、es analysis of user needs and requirements pertaining to Rail segment applications introduced before,describing the different roles and needs covered by GNSS and EO and,ultimately,identifying the corresponding requirements from a user perspective.Table 1 below depicts the main applications making us

247、e of GNSS and/or EO technologies in Rail segment.The list of applications is non-exhaustive and is expected to potentially grow and adapt according to the expected adoption of space technologies in the coming years and the innovations that should come with it.The current report being the first versi

248、on of the Rail segment Needs and Requirements relevant to EO in addition to GNSS,it is a living and evolving document that will periodically be updated and expanded by EUSPA in its next releases.While each one of the applications addressed in this document can benefit from GNSS and/or EO,the current

249、 issue the RUR does not cover in detail the needs and requirements of all applications.A categorisation was performed prioritising some applications based on their maturity level and relevance to the market trends and drivers.Other applications are foreseen to be covered in more detail in future ver

250、sions of this RUR.The following applications categorisation reflects the depth of information available in section 5:Application Type A:these applications correspond to those for which an in-depth investigation is presented and for which needs and requirements relevant to GNSS and/or EO have been id

251、entified and validated with Rail segment user community at the UCP.Application Type B:these applications correspond to those not selected for in-depth investigation in the current version of the RUR,for which a partial specification of needs and requirements is provided,limited at this stage to the

252、ones relevant to GNSS.Application Type C:these applications correspond to GNSS-based applications,not selected for in-depth investigation in the current version of the document.A high-level description of the application is included considering that they will be further analysed and developed in nex

253、t versions of the RURs.The table below maps the Rail segment-related applications to the three above-mentioned types.The following list of applications and their categorisation are expected to evolve in the next versions of the document.Legend(signs included when applicable for rail)EO only applicat

254、ion GNSS only application-;Hybrid/synergetic application(combined use of EO and GNSS)Sub-segments Applications Types of Application/Level of Investigation MAINTENANCE IMPROVEMENT Condition-based maintenance A Infrastructure monitoring A Predictive maintenance A Passenger information systems A Page 2

255、8 Sub-segments Applications Types of Application/Level of Investigation ATTRACTIVENESS ENHANCEMENT Public Transport Tram and Light Rail C SAFETY RELATED Enhanced Command&Control Systems(CCS)A Trackside personnel protection systems A Hazardous cargo monitoring B Door Control supervision B TRAIN DRIVI

256、NG OPTIMISATION Rail fleet management A Driver Advisory Systems(DAS)A Table 1 Applications and level of investigation Note 1:Fleet management,Condition-based maintenance and Predictive maintenance are non-safety related applications relying on the position of fixed and moving elements of the railway

257、 environment(from the infrastructure to the track-side equipment,and also rolling stock,wagons).On the charts,these applications are grouped under the name“Asset management”.Note 2:“Infrastructure monitoring”includes the more mature EO applications-monitoring of trackside vegetation,landslide and tr

258、ack deformation.The next section 5.1 addresses first“type A”applications,then“type B”applications and finally“type C”applications,for which the level of provided information is currently the less developed.Each EO-based“Type A”application will cover the needs and requirements for potentially several

259、 operational scenarios.For each scenario,a table summarises the EO related needs and requirements.The table template is illustrated below in Table 2 and explains the various inputs.ID Identifier Application Application covered.Users Common users of the product/service.User Needs Operational scenario

260、 Describes the operational scenario faced by the user,which requires a solution.Size of area of interest Describes the area of interest(e.g.a rail infrastructure manager is interested to monitor the status of a 150m bridge).Scale Describes the scale of interest(e.g.a rail infrastructure manager is i

261、nterested to see at mm level the ground subsidence for the bridge piers).Frequency of information How often the user requires the information.Other(if applicable)Other user needs such as contextual information(weather data)or file formatting requirements.Service Provider Offer What the service does

262、Description of the service that satisfies the users needs.Page 29 How does the service work(Technical)description of how the service works.Service Provider Satellite EO Requirements Spatial resolution Spatial resolution of the satellite imagery/data required by the service provider to realise the se

263、rvice.Temporal resolution Frequency of satellite data(revisit time)over the area of interest.Data type/Spectral range Type of data(e.g.RGB,SAR)and spectral range(if relevant).Other(if applicable)Other data requirements.Service Inputs Satellite data sources Type of required data and examples of opera

264、tional satellites that can provide these data.Other data sources Other sources of data that the service provider uses to realise the service.Table 2:Description of needs and requirements relevant to EO table11 5.1 Current GNSS use and requirements per application 5.1.1 Condition-based maintenance an

265、d predictive maintenance Condition Based Maintenance is a maintenance strategy to monitor the real-time condition of tracks and trains.These results are large data sets that give away key information to support decision-making and enable efficiency gains.If GNSS is not the main information to be col

266、lected,localization of the data is of main importance.The goal is to reduce maintenance costs significantly compared to todays corrective maintenance schemes.11 See key EO performance parameters(detailed)definition in annex A.1.2.Page 30 GNSS user requirements for Condition-based maintenance Accurac

267、y Horizontal 10-20 m-level longitudinal Vertical Non-applicable Availability Urban canyon Yes Natural canyon Yes Canopy Yes Indoor Yes Better than 95%High Better than 99%Medium Robustness Low Integrity and reliability Low Size,weight,autonomy(when smartphone or handheld based)Relevance Yes Time a de

268、vice can run The device needs to run for long period but does not need to run full continuous time TTFaF In hot start depending on the mode used for energy saving,hot start may be needed(if periods of short power on,long power off.)Service area Geographical coverage Over the whole railway network Up

269、date Rate From 1-30 min TTA Time between the occurrence of the failure and its presentation to the user 30s 5.1.2 Trackside personnel protection systems The maintenance and upgrade of the infrastructure is a major activity involving movements of personnel,equipment and materials.Personnel working on

270、 or close to the track must be protected from trains using the network.Speed restrictions may apply,or the train may be prevented from entering the work zone completely.Alternatively,personnel working must be warned when a train is approaching the working area.Main applications related to protection

271、 and emergency management are described in this section.GNSS applied to trackside personnel protection will improve current manual or semiautomatic procedures.This application can monitor the location of the working team,the assets(rail construction machinery,etc.)and the trains.The system,knowing t

272、he position of the elements,could issue warnings to the trains for slowing speed or event stop,and orders to the working equipment and teams to abandon working areas when trains are approaching.Page 31 GNSS user requirements for trackside personnel protection Accuracy Horizontal 1 to 10 m-level The

273、PNT shall provide a small relative accuracy Vertical Non-applicable Availability Urban canyon Yes Natural canyon Yes Canopy Yes Indoor Yes Better than 95%High Better than 99%High Robustness Low Integrity and reliability High Size,weight,autonomy(when smartphone or handheld based)Relevance Yes Time a

274、 device can run 8-10h(daily service of a worker)TTFaF In hot start Some minutes Service area Geographical coverage available over the whole EU Rail network Update rate 5-10s TTA Time between the occurrence of the failure and its presentation to the user 10-30s SIL For ATO application SIL2 correspond

275、ing to a failure rate of 10-7/hr 5.1.3 Rail fleet management The tracking of assets(rolling stock,wagons)is crucial to achieve an optimised use of the fleet.Fleet operators develop digital freight services and make wagons smart,that offer customers a better view on their cargos such as temperature,p

276、ressure,estimate time of arrival as well as accurate information of the transport itself:location of the cars,loading status,open/close condition of doors and hatches and health condition of bogies,braking system and wheelsets.The technology has reached maturity with an increasing number of trains a

277、nd wagons equipped but innovation is up and running for even more services.GNSS user requirements for fleet management Accuracy Horizontal 10 to 20 m-level longitudinal after track identification Vertical Non-applicable Availability Urban canyon Yes Natural canyon Yes Canopy Yes Page 32 Indoor Yes B

278、etter than 95%High Better than 99%High Robustness Low Integrity and reliability Low Size,weight,autonomy(when smartphone or handheld based)Relevance Yes Time a device can run Long term TTFaF In hot start depending on the mode used for energy saving,hot start may be needed(if periods of short power o

279、n,long power off.)Service area Geographical coverage Over the whole EU rail network Update Rate 60s or more TTA Time between the occurrence of the failure and its presentation to the user 30s 5.1.4 Passenger information systems Different applications can be included in the application bundle“Passeng

280、ers information”:On-train ticketing,retail&authentication On-train reservations On-train catering and services Train Crew information services Customer Information Systems On-board Passenger Information systems Personal Journey Assistant Location Based Services&Points of Interest Passenger Broadband

281、(Internet Access Caching)GNSS user requirements for Passenger information Accuracy Horizontal 100 m-level Vertical Non-applicable Availability Urban canyon Yes,95%Natural canyon Yes,95%Canopy Yes,95%Indoor Yes,95%Better than 95%High Better than 99%Medium Page 33 Robustness Low Integrity and reliabil

282、ity Low Size,weight,autonomy(when smartphone or handheld based)Relevance Yes when relying on tablets Time a device can run 1 day if tablet is used to collect positions TTFaF In hot start Less than 10s Service area Geographical coverage Over the whole EU network Update rate 1s 5.1.5 Enhanced Command&

283、Control Systems(CCS)Control,command and signalling(CCS)refers to the on-board and trackside structures and equipment designed to ensure the safe operation and movement of trains,directing rail traffic,and keeping trains clear of each other.It includes lineside signals,but also a whole range of techn

284、ology designed to control and manage the way train movements are managed.Control,command and signalling are at the core of railway operations they essentially determine safety and performance of a network.Automatic Train Protection aims to prevent a train proceeding beyond the point of danger and to

285、 prevent the speed of the train exceeding the permissible limit in the event of a driver error.It consists of the safe determination of position,speed and direction of train movement in order to supervise the safe movement of the train up to its stopping point(End of Movement Authority).In Europe,th

286、e ERTMS,which stands for European Railway Traffic Management System,is the European standard for the Automatic Train Protection(ATP)and command and control systems.It is a single European signalling and speed control system that ensures interoperability of the national railway systems,reducing the p

287、urchasing and maintenance costs of the signalling systems as well as increasing the speed of trains,the capacity of infrastructure and the level of safety in rail transport.ERTMS comprises of the European Train Control System(ETCS),i.e.a cab-signalling system that incorporates automatic train protec

288、tion(ATO),the Global System for Mobile communications for Railways(GSM-R)and operating rules.Since 2012,EUSPA provides strong support to railway industry,infrastructure managers and railway operators to adopt EGNSS and EGNOS for the complex signalling applications and integrate GNSS within the evolu

289、tion of European Rail Traffic Management System(ERTMS).This application requires the combination of several functions(or lower-level applications)which in turn are strongly dependent of the accurate and safe determination of position and speed of the trains:Calculation of End of Movement Authority C

290、alculation the emergency braking curve to get to the EOA Train Location/Train Position Report Speed profile calculation Train spacing Supervision to buffer stops(in particular Calculation on board the release speed for the approach to buffer stop)There are many ATP applications where GNSS could be u

291、sed,among them:Enhanced Odometry,Absolute Positioning,Cold Movement Detection,Train integrity and train length monitoring,Track Identification,Odometer Calibration,and Level Crossing Protection.Page 34 The use of GNSS for the following applications are still under definition.As the requirements for

292、GNSS will strongly depend on the way it will be integrated in the developed solutions,the requirements proposed below are excluding these use cases of GNSS:Train integrity and train length monitoring,Odometer Calibration,and Level Crossing Protection.Most of the EU projects currently plan the use of

293、 an absolute position to be provided by an onboard localisation unit.Some requirements are available in RD3 but some more and refinements are under definition in the context of the X2R4 and R2DATO projects that will be delivered in the next months.GNSS user requirements for Track Identification Accu

294、racy Horizontal 1.9 or 2.25m maximum depending on the inter-track distance Vertical Non-applicable Availability Urban canyon Yes,99.99%Natural canyon Yes,99.99%Canopy Yes,99.99%Indoor Yes,99.99%Better than 95%High Better than 99%High Robustness High Integrity and reliability Very high Size,weight,au

295、tonomy(when smartphone or handheld based)Relevance No Time a device can run Not relevant TTFaF In hot start 5s Service area Geographical coverage Over the whole EU network Update rate 1s TTA Time between the occurrence of the failure and its presentation to the user 10-30s SIL SIL 2-4 The requiremen

296、ts presented in the following table result from previous discussions.The cold detector is expected to initiate operations once the train has halted and been turned off.Following this,it ought to verify that the train has remained stationary upon startup.These devices are therefore expected to operat

297、e without a battery within a certain period.During the UCP 2023 dialogue,doubts concerning the applications use case and the viability of a GNSS-based solution were brought to light.These aspects need to be properly fleshed out and refined ahead of the forthcoming improvements to these requirements.

298、Page 35 GNSS user requirements for Cold Movement Detection Accuracy Horizontal Longitudinal accuracy 1m As long as track identification is ensured The PNT shall provide a relative accuracy 1m Vertical Non-applicable Availability Urban canyon Yes,99.99%Natural canyon Yes,99.99%Canopy Yes,99.99%Indoor

299、 Yes,99.99%Better than 95%High Better than 99%High Robustness High Integrity and reliability Very high Size,weight,autonomy(when smartphone or handheld based)Relevance No TTFaF In hot start 5s Service area Geographical coverage Over the whole EU network Update rate 1s TTA Time between the occurrence

300、 of the failure and its presentation to the user 10s SIL SIL 4 that corresponds to a failure rate of 10-9/hr The requirements for enhanced odometry are specified by the subset 41 RD13 and RD12.GNSS user requirements for Enhanced Odometry Accuracy Horizontal Travelled distance 5m+5%of the distance si

301、nce the last balise Vertical Non-applicable Availability Urban canyon Yes,95%Natural canyon Yes,95%Canopy Yes,95%Indoor Yes,95%Robustness High Size,weight,autonomy(when smartphone or handheld based)Relevance No Time a device can run Not relevant Page 36 Service area Geographical coverage Over the wh

302、ole EU network TTA Time between the occurrence of the failure and its presentation to the user 100m)to effectively monitor the surroundings.Scale From local to national Frequency of information Monthly Other(if applicable)Not applicable Service Provider Offer What the service does Information provis

303、ion and alert in case of presence of diseased and dead trees that can fall on the railway tracks.How does the service work The service analyses InSAR and optical images to determine the presence of vegetation and identify diseased and dead trees.Service Provider Satellite EO Requirements Spatial res

304、olution From 1 m up to 100 m Temporal resolution Weekly Data type/Spectral range SAR(C,X,L bands),Multi and hyper spectral Other(if applicable)Not applicable Service Inputs Satellite data sources Sentinel-1 and 2,ALOS,TerraSAR X,Cosmo SkyMed Other data sources Aerial and drone imagery.Page 52 Table

305、12:EO requirements for“Monitoring for the construction of new buildings”ID EUSPA-EO-UR-RAI-0006 Application Monitoring for the construction of new buildings Users Railway infrastructure owners and/or operators.User Needs Operational scenario Monitoring construction activities,especially related to e

306、arthworks activities,of new and existing buildings within a certain distance from a railway track is crucial for safety and regulatory compliance.Satellite imagery can contribute to the identification of new buildings close the railways can create problems with the trains.Automated alerts and notifi

307、cations to inform relevant stakeholders,including railway operators,local authorities,and regulatory agencies,when new construction is detected within the restricted area.Regulatory guidelines and safety standards regarding the distance between railways and buildings may vary from one jurisdiction t

308、o another.Size of area of interest In general,a buffer of 100 m around the railway infrastructure is sufficient but it can be incremented depending on the geomorphology of the area to monitor.Scale From local to national Frequency of information Monthly Other(if applicable)Not applicable Service Pro

309、vider Offer What the service does Information provision and alert in case of the identification of new buildings How does the service work The service analyses InSAR and optical images to determine the presence of new buildings.Service Provider Satellite EO Requirements Spatial resolution From 1 m u

310、p to 100 m Temporal resolution Weekly Data type/Spectral range SAR(C,X,L bands),Multi and hyper spectral Other(if applicable)Not applicable Service Inputs Satellite data sources Sentinel-1 and 2,ALOS,TerraSAR X,Cosmo SkyMed,Planet Other data sources Aerial and drone imagery.Page 53 Table 13:EO requi

311、rements for“Control of railway tracks located in places hard to reach”Table 14:EO requirements for“Condition and Predictive-based Maintenance”ID EUSPA-EO-UR-RAI-0007 Application Control of railway tracks located in places hard to reach”Users Railway infrastructure owners and/or operators.User Needs

312、Operational scenario Controlling railway tracks located in hard-to-reach places presents unique challenges due to the remote and sometimes harsh environments in which they are situated.Managing the deformation of rail tracks and regular maintenance are crucial to maintain the safety and efficiency o

313、f rail transportation,and to prevent train incidents.These practices are key to keeping rail infrastructure functioning at its highest level.Size of area of interest The entire area susceptible to geohazards.Scale From local to national Frequency of information From weekly to monthly Other(if applic

314、able)Not applicable Service Provider Offer What the service does Provide information on ground displacements in the surroundings of the infrastructure,focusing on places difficult to reach(e.g.mountain environment,sea-side,etc.).The risk assessment can take different forms depending on what users ne

315、ed(e.g.map,reports).How does the service work The service uses the MT-InSAR technique to determine time series of the surface ground displacements,velocities,accelerations and strains.The variation of the velocity(acceleration)and the strain rate identify areas affected by active surface ground move

316、ments.The service is integrated with the optical and SAR images for change detection.Service Provider Satellite EO Requirements Spatial resolution From 1 m up to 100 m Temporal resolution Weekly Data type/Spectral range SAR(C,X,L bands)Other(if applicable)Not applicable Service Inputs Satellite data

317、 sources Sentinel-1,TerraSAR X,ALOS,Cosmo SkyMed Other data sources Aerial and drone surveys.ID EUSPA-EO-UR-RAI-0008 Application Condition and Predictive-based Maintenance Users Railway infrastructure owners and/or operators.User Needs Page 54 Operational scenario Controlling the real-time condition

318、 of railway tracks and trains for detecting potential asset degradation and provide a pointed maintenance.CBM is a proactive approach to maintenance that uses condition-based monitoring to optimize equipment performance and lifespan by continually assessing its health in real time.Size of area of in

319、terest The entire railway networks Scale From local to national Frequency of information From weekly to monthly Other(if applicable)Not applicable Service Provider Offer What the service does Provide information on asset degradation of railway tracks and trains.How does the service work The service

320、is an integrated system that analyses optical,SAR images both from satellites,drones and on-board train cameras,and sensors.Service Provider Satellite EO Requirements Spatial resolution From 1 m up to 100 m Temporal resolution Weekly Data type/Spectral range SAR(C,X,L bands),Multi and hyper spectral

321、 Other(if applicable)Not applicable Service Inputs Satellite data sources Sentinel-1,TerraSAR X,ALOS,Cosmo SkyMed Other data sources Aerial,drone surveys and on-board train cameras and sensors.Page 55 5.2.4 Flood monitoring Description Flood monitoring is typically performed using a combination of t

322、echnologies,data sources,and processes to detect,track,and respond to potential or ongoing flooding events.This specific application is covered under the Report on User Requirement related to Emergency Management,however it was deem relevant to include a snapshot of this application under the Rail R

323、eport on User Requirement considering the interest of end-users for this application.Overview of user needs The key components of flood monitoring are:Remote Sensing and Satellite Imagery:Remote sensing technologies,including satellites,are used to monitor weather patterns,precipitation levels,and c

324、hanges in water bodies such as rivers and lakes.This data can help predict and monitor potential flood events.Radar Systems:Weather radars are used to detect heavy rainfall and storm systems.Doppler radar,for instance,can measure the speed and direction of precipitation,helping forecasters determine

325、 if a weather event may lead to flooding.Aerial and Drone Surveillance:Drones and aerial surveys can be used to assess the extent of flooding and damage in real-time.They are particularly valuable for accessing areas that are difficult to reach.Weather Forecasting:Meteorological data and computer mo

326、dels are used to predict weather conditions and potential rainfall amounts.These forecasts can help authorities anticipate flood events and take preventative measures.Flood Modelling:Computer models are used to simulate potential flooding scenarios based on various factors,such as rainfall,snowmelt,

327、topography,and land use.These models can help predict the extent and impact of floods.GIS(Geographic Information Systems):GIS technology is used to create floodplain maps,which show areas prone to flooding.These maps help in planning and response efforts.River Gauges:River gauges are instruments pla

328、ced in rivers and streams to monitor water levels.They provide real-time data on water height and can trigger flood warnings if levels rise significantly.Ground Sensors:Ground-based sensors can monitor various environmental parameters,such as soil moisture and water quality,which can provide early w

329、arning signs of potential flooding.For the Flood monitoring,several user needs have been considered and are described in the table below.Page 56 Table 15:User needs for Disaster Respond to Floods User needs Description Flood monitoring During floods it is necessary to identify the area and the railw

330、ays that are involved in the flood,helping the authorities to monitor the evolution of the situation,and in the management of the closing or reopening of the railways.Table 16:EO requirements for“Flood monitoring”ID EUSPA-EO-UR-RAI-0009 Application Flood monitoring Users Railway infrastructure owner

331、s and/or operators.User Needs Operational scenario During floods can be useful to identify railways that are involved in flood,helping the authorities to monitor the evolution of the situation,and in the management of the closing or reopening of the railways.Creation of flood maps to identify the ar

332、eas to be checked before the re-activation of the railways.Size of area of interest Section of the railway infrastructure network involved in the flood Scale From local to regional Frequency of information Ad-hoc,continuous monitoring Other(if applicable)Not applicable Service Provider Offer What th

333、e service does Map of flooded areas and alert provision How does the service work The service analyses InSAR and optical images to determine the areas affected by flood or disaster.Service Provider Satellite EO Requirements Spatial resolution 100 m Temporal resolution From daily to weekly Data type/Spectral range SAR(C,X,L bands)Multi and hyper spectral Other(if applicable)Not applicable Service I