GC'12 Workshop: The 7th IEEE International Workshop on Heterogeneous, Multi-Hop, Wireless and Mobile Networks

Heterogeneous LTE/802.11a Mobile Relays for

Data Rate Enhancement and Energy-Efciency in
High Speed Trains
Rachad Atat1 , Elias Yaacoub2 , Mohamed-Slim Alouini1 , and Adnan Abu-Dayya2
1 Electrical Engineering Program, King Abdullah University of Science and Technology (KAUST), Thuwal,
Makkah Province, Kingdom of Saudi Arabia.
Email: {rachad.atat, slim.alouini}@kaust.edu.sa
2 Qatar Mobility Innovations Center (QMIC), Qatar Science and Technology Park, Doha, Qatar.

Email: {eliasy, adnan}@qmic.com

AbstractPerformance enhancements of cellular networks
for passengers in high speed railway systems are investigated.
Relays placed on top of each train car are proposed. These
relays communicate with the cellular base station (BS) over
Long Term Evolution (LTE) long range links and with the
mobile terminals (MTs) inside the train cars using IEEE 802.11a
short range links. Scenarios with unicasting and multicasting
from the BS are studied, both in the presence and absence of
the relays. In addition, LTE resource allocation is taken into
account. The presence of the relays is shown to lead to signicant
enhancements in the effective data rates of the MTs, in addition
to leading to huge savings in the energy consumption from the
batteries of the MTs.
Index TermsMobile relay, effective rate, energy efciency,
LTE, heterogeneous networks.
I. I NTRODUCTION
windows, the fact that dramatically reduces and weakens the
wireless link quality [4]. In addition, as the train moves
at a high speed, the high bandwidth that is required to
support multimedia applications (videos, pictures, audio, etc)
decreases, and users may not be able to establish a direct link
with the outside world unless the passenger carries equipment
that has direct access to a satellite node [1], [5].
Relays have been widely investigated in the literature
because they can minimize the total power consumption of
the network nodes, maximize network lifetime, extend the
coverage and expand the capacity in wireless systems [6].
Relays for the purpose of reducing the energy consumption
were investigated in [7], [8], while cooperative wireless com-
munication systems employed in vehicular networks have
been investigated in [9], [10].

Passengers in high speed train systems may want to have In this paper, we suggest a new relay-based heterogeneous
access for Internet to be able to browse a website, read/send network architecture, where a relay is installed on top of each
emails, download multimedia services, etc. [1], the fact that car of the train (on the ceiling), and the closest wireless BS in
initiated the investigation of new network architectures that the vicinity of the train communicates with the relays using
can provide the passengers with high speed mobile data LTE technology. Then, each relay communicates with the
services. While the Global System for Mobile communica- MTs that are located inside the train car using Wireless Local
tions - Railway (GSM-R) is used to exchange train control Area Network (WLAN) IEEE 802.11a, that is perceived as
information (location, schedule, speed, etc) with a maximum the best candidate for high speed trains to provide in-train
data rate of 200 kbps, Long Term Evolution Network (LTE), coverage as it can achieve a peak data rate of 54 Mbps [4].
constitutes the next generation wireless communication sys- This network approach aims at enhancing the perceived data
tem for high speed railways since it was shown to provide rates and at minimizing the total energy consumption of
good performance with advanced channel estimation and the MTs compared to the case where the BS communicates
disperse deployed antennas on train [2]. LTE is best suitable directly with the MTs in the train. Thus, the BS does not
for high-speed broadband data when compared with various need to communicate with the hundreds of passengers in
technologies such as WiFi, satellite, 2G/EDGE, and 3G [3]. the train which reduces radio resource management control
However, many problems and challenges arise despite the signicantly. This approach will help in avoiding the radio
wireless broadband technology in use. When the mobile signal propagation losses and low QoS, and maintaining a
terminal (MT) communicates directly with the base sta- stable high speed wireless link between the relay and the
tion (BS), it will experience a severe degradation in the MTs inside the train car.
Quality of Service (QoS) since the wireless signal has to The paper is organized as follows. The system model is
travel through the train, and penetrate through the metalized presented in Section II. The rate and energy derivations for
the proposed relay-based approach are derived in Section III.
Scheduling of LTE resources is described in Section IV.
This work was made possible in part by NPRP grant # 09-180-2-078 from
the Qatar National Research Fund (A member of The Qatar Foundation). Simulation results are studied and analyzed in Section V.
The statements made herein are solely the responsibility of the authors. Finally, conclusions are drawn in Section VI.
978-1-4673-4941-3/12/$31.00 2012 IEEE 421
 where the train passengers are interested in a similar content.



 For example, this could be the case of entertainment services
 
 provided by the railroad operator in cooperation with the

  
 
 
mobile operator: live news websites, broadcast of a live
 
sports match, etc. In fact, cooperative relaying of content of





Fig. 1. General system model.
II. S YSTEM M ODEL
A high speed moving train is considered. Cellular coverage
inside the train is ensured by LTE BSs deployed parallel to
the train path. These BSs could be co-located with GSM-
R BSs. Typical deployments consist of having a separation
distance dBS between BSs on the order of 7-15 km along the
railroad. However, distinction should be made between GSM-
R used for railway control, which is out of the scope of this
paper, and LTE, which is used to ensure cellular connectivity
to passengers inside the train.
The system model is depicted in Fig. 1. The train consists
of a number K of train cars. On top of each car, a mobile
relay is xed in the ceiling. The relay performs heterogeneous
communications using two antennas (or two sets of antennas
in case MIMO communication is used, which could be an
interesting future extension of this work): one antenna located
outside the train car, used for communication with the BS
on the long range (LR) cellular links, and another antenna
inside the train car, used to communicate with the MTs inside
the train using WLAN. In a given car, relay k serves a
number Mk of MTs belonging to the train passengers. LTE
communication is considered between the BS and the relays.
In LTE, the available spectrum is divided into resource blocks
(RB) consisting of 12 adjacent subcarriers, allocated in a
0.5 ms time slot. The shortest assignment unit consists of
two consecutive slots, i.e., for a duration of 1 ms, which
is the duration of one transmission time interval (TTI) [11],
[12]. A total bandwidth of Wtot = 5 MHz, subdivided into
NRB = 25 RBs of 12 subcarriers each is assumed. Each
subcarrier has a bandwidth of Wsub = 15 kHz, such that
the bandwidth of an RB is WRB = 180 kHz [11]. We will
consider that one RB is allocated to each relay. The BS power
is assumed to be subdivided equally among the RBs.
The short range (SR) links between the relays and the MTs
inside the car use the IEEE 802.11a protocol which uses Or-
thogonal Frequency Division Multiplex (OFDM) technique
including 8 different data rates and 64 carriers. It supports
a bandwidth of 16.6 MHz, with a carrier spacing of 312.5
KHz and a data rate ranging between 6 and 54 Mbps [13],
[14].
In this paper, the downlink direction is studied. Unicasting
and multicasting on the LR LTE links are investigated. On
the SR, it is considered that multicasting is performed by the
relays inside each train car. This corresponds to a scenario
422
common interest is receiving signicant research attention,
e.g. as in [15], where a low mobility scenario is consid-
ered though. Scenarios where passengers are downloading
different content correspond to SR unicasting, and will be
considered in future research.
A. Data Rates
(x)
Given the transmit power Ps,d that source s is using
in order to transmit to destination d over subcarrier x, the
(x)
channel gain Hs,d of the channel between s and d over
subcarrier x, the antenna gain of the source Gs , the antenna
gain of the destination Gd , and the thermal noise power
(x)
2 , the received signal-to-noise ratio (SNR) s,d on the link
between s and d over subcarrier x can be calculated as:
(x) (x)
(x) Ps,d Gs Gd Hs,d
s,d = (1)
2
In the presence of relays, the source is either the BS trans-
mitting to the relays (destination), or it could be the relay
transmitting to the MTs inside the train car. In the traditional
case without relays, the source is the BS and the destinations
are the MTs.
In this paper, discrete sets of Modulation and Coding
Schemes (MCS), as is the case in practical standards, are
considered. Thus, the discrete rates used in LTE and 802.11a
are adopted. The 14 MCS used in LTE can be found in [16]
and the eight MCS used in 802.11a in addition to their
corresponding data rates can be found in [13], [14]. Assuming
L possible discrete rates such that r1 < r2 < < rL , then
rate rl is used between s and d over subcarrier x if the SNR
(x)
is above a certain threshold l , i.e. l s,d < l+1 .
B. Channel Model
The channels are modeled by pathloss, shadowing and
fading. The channel gain on the link between source s and
destination d over subcarrier x is given by:
(x) (x)
Hs,d,dB = ( log10 ds,d ) s,d + 10 log10 Fs,d (2)
In (2), the rst factor captures propagation loss, with ds,d
the distance between s and d, the pathloss constant, and
the path loss exponent. The second factor, s,d , captures log-
normal shadowing with a standard deviation , whereas the
(x)
last factor, Fs,d , corresponds to Rayleigh fading (generally
considered with a Rayleigh parameter a such that E[a2 ] = 1).
In the channel model, spatial shadowing correlation is
taken into account as the train moves along the railroad. The
correlated shadowing model of [17] and [18] is applied in this
paper. In addition, for fast Rayleigh fading, a block fading
model is considered, where the fast fading remains constant
for a xed time Tdec which is the channel de-correlation time.
Then the channel conditions change and remain constant for
another Tdec , and so on.
 III. R ATE AND E NERGY C ALCULATIONS WITH THE
R ELAY- BASED A PPROACH
We denote by R the set of relays, and by Mk the set
of MTs served in car k, with |Mk | = Mk , where | |
represents set cardinality. In addition, we denote by RL,d the
transmission rate on the LR links from the BS to destination d
(could be a relay in the proposed approach or an MT
in the traditional approach), and by RS,kj the achievable
transmission rate on the SR links from relay k to MT j.
A. Scenario of LR Unicasting
The time needed to transmit one data bit to any MT jk
Mk with LR unicasting and SR multicasting is given by:
B. Scenario of LR Multicasting
In the case of LR multicasting, the BS transmits the content
of common interest at the lowest rate achievable by the relays,
in order to ensure that all relays receive the data correctly.
Following the same analysis as in Section III-A, the results
for LR multicasting with relays can be obtained by replacing
RL,k with min RL,k in (3)-(4). The expressions of (5) and (6)
kR
remain the same. In addition, (7) becomes:
Bjk (n)
Ew/orelay,jk (n) = PL,Rx , (8)
min
 RL,i (n)
i Mk
i.e. in the case of multicasting without relays, the minimiza-
tion takes place over all MTs in all the cars of the train since
the relays do not exist.

1 1
1bit
Drelay,j = + , (3) IV. LTE R ESOURCE A LLOCATION
k
RL,k min RS,ki
iMk In this section, we present the resource allocation tech-
niques adopted on the LTE LR communications for each of
where the rst term corresponds to the time needed by the
the investigated scenarios. We denote by rd,y the achievable
relay to receive the data bit from the BS and the second term
rate of a destination d over RB y. The destination could be
corresponds to the multicast transmission from relay k to the
a relay in the proposed approach or an MT in the traditional
MTs of Mk .
approach.
Hence, the effective data rate of MT jk Mk when relays
are used can be expressed as the inverse of (3), or:
A. LTE Resource Allocation with LR Unicasting
RL,k min RS,ki
Req,jk =
iMk
(4) In the case of LR unicasting, we consider that one RB
RL,k + min RS,ki is allocated to each destination according to Algorithm 1.
iMk
This approach allocates RBs to destinations in a way to
The rates vary with the channel variations, and hence
depend on the channel realization. Consequently, the number Algorithm 1 LTE resource allocation with unicasting
of bits that can be transmitted at the nth channel realization 1: while All destinations have not been assigned an RB
to all MTs jk Mk can be expressed as: do
2: Find the pair (Destination d ,RB y ) such that:
Bjk (n) = Req,jk (n) Tdec (5)
(d (n), y (n)) = {arg max rd,y (n)} (9)
d,y
With PS,Rx denoting the power drained from the MTs 3: Mark RB y (n) as occupied and
batteries when their SR IEEE 802.11a interface is active, then 4: Mark destination d (n) as served
the energy drained from the battery of each MT jk Mk 5: Set RL,d (n) = rd ,y (n)
in order to receive Bjk (n) bits with SR multicasting is given 6: Repeat (9) for the remaining RBs and destinations
by: 7: until all destinations are served or all RBs are allocated
Bjk (n) 8: end while
Erelay,jk (n) = PS,Rx (6)
min RS,ki (n)
iMk
maximize LR performance by selecting the best RB for each
In other words, the energy in (6) corresponds to the power destination.
drained multiplied by the reception time.
In the absence of relays, MTs communicate directly with
B. LTE Resource Allocation with LR Multicasting
the BS and in this case Req,jk = RL,jk . In addition, the
energy consumption becomes: The transmission on a given RB is limited by the rate
achieved by the destination having the worst channel condi-
Bjk (n) tions on that RB. Thus, the BS performs multicasting on the
Ew/orelay,jk (n) = PL,Rx , (7)
RL,jk (n) RB having the highest minimum rate, i.e., according to the
following:
with PL,Rx denoting the power drained from the MTs   
batteries when their LR LTE interface is active to receive
y (n) = arg max min rd,y (n) (10)
data from the BS. y d

423
 V. R ESULTS AND A NALYSIS 0.9

In this section, we compare the performance of the scenar- 0.8

ios with and without relays. In the simulations, we assume 0.7
that the train moves along a track with a speed of 250

Effective Rate (Mbps)

km/hour. The train consists of 10 cars, each of 20 meters 0.6 Relay: unicast
Relay: multicast
in length and 5 meters in width. A relay is placed in the 0.5 w/o Relay: unicast
middle of the ceiling of each train car, in which up to 20 MTs 0.4
w/o Relay, 200 RBs: unicast
w/o Relay: multicast
can be uniformly distributed inside. The time where fading is
0.3
considered constant is taken to be Tdec = 10 ms. In addition,
we consider an IEEE 802.11a bandwidth of WSR = 16.6 0.2

MHz on the SR and an LTE bandwidth on the LR of 0.1

WLR = 5 MHz. With WLR = 5 MHz, the bandwidth is 0

subdivided into NRBs = 25 RBs of 12 subcarriers each [11],
0 50 100 150 200
Number of MTs

[12]. The BS transmit power is set to 5 Watts, equally divided Fig. 2. Effective rate versus the total number of MTs.
among the LTE RBs. Moreover, we consider that the BS
antenna gain is 10 dBi and that of the relay is 6 dBi. 1
Channel parameters are obtained from [19]: Relay: dLR = 2km
0.9
= 128.1 dB, = 3.76, and = 8 dB. Furthermore,
w/o Relay: d = 2km
LR
Relay: d = 3km
we set PL,Rx = 1.8 Joules/s and PS,Rx = 0.925 Joules/s 0.8 LR
w/o Relay: dLR = 3km

according to the measurements made in [20].

Effective Rate (Mbps)

0.7 Relay: dLR = 4km
w/o Relay: dLR = 4km
0.6

A. Effective Rate Results 0.5

0.4
As the train moves along the railroad, the distribution of
a content of common interest by the BS might occur at 0.3

any position of the train with respect to nearest BS. Fig. 2 0.2

shows the effective rate results assuming that the nearest BS 0.1

is located at dLR = 1 Km away from the rst car in the 0

0 20 40 60 80 100 120 140 160 180 200
train when the content distribution starts. The positions of Number of MTs

the cars, relays, and MTs, in addition to the shadowing and
fading values, are updated as the train moves during content
distribution. It can be seen from Fig. 2 that the presence of
relays leads to signicant enhancements, both in the case of
LR unicasting and multicasting. The best results are achieved
with relays in the case of LR unicasting. In fact, in this
case, each relay is granted its best LTE RB to receive the
BS transmission on the LR according to (9), whereas high
multicasting rates are achieved on the SR over IEEE 802.11a.
With LR multicasting, the LR rate is limited by that of the
relay having the worst LR performance according to (10).
In the absence of relays, MTs receive their data directly on
the LR. In the case of LR multicasting, the performance is
limited by the MT having the worst performance. Hence, as
the number of MTs increases, the probability of nding an
MT with bad LR channel conditions increases. Consequently,
the implementation of (10) with MTs as destinations leads
to performance degradation as the number of MTs increases.
On the other hand, in the case of LR multicasting with relays,
the number of relays is constant, since one relay is available
per car (K = 10 in the model considered). This explains the
almost constant performance of the multicasting plot with
relays, especially that high rates can be achieved on the SR
relay-MT links as explained above, which makes the LR rate
the limiting factor in determining the effective rate.
In the case of LR unicasting without relays, one RB is
dedicated to each MT. However, the number of MTs that can
be simultaneously served cannot exceed NRBs = 25. When
the number of MTs increases beyond this limit, performance
424
Fig. 3. Effective rate for LR multicasting with different distances to the BS.
degrades signicantly, as many MTs do not have an RB
allocated to them. Therefore, in Fig. 2, we compare the
results to a ctitious scenario where we assume that an
RB is available for each MT (200 RBs in total). This
could correspond in practice to an LTE-Advanced (LTE-A)
deployment with carrier aggregation, where two 20 MHz
bandwidth slots can be aggregated to lead to a total of
40 MHz, subdivided into 200 RBs. However, even in this
extreme scenario, the case of 5 MHz bandwidth and 25 RBs
performs better in the presence of relays.
Fig. 3 shows the effect on the effective rate when dLR
is increased, considering a BS antenna gain of 15 dBi.
Results for LR multicasting are shown. As expected, the
effective rates decrease as the distance to the BS increases,
due to lower achievable LR rates since the SNR on the LR
decreases. However, the superiority of the proposed approach
is maintained. The same conclusions can be reached for LR
unicasting, although the results are not shown here due to
space limitations.
B. Energy Results
In this section, we investigate the total energy consumed by
the MTs in order to receive a le of total size BT = 1 Mbits.
Fig. 4 shows the energy consumption in the same scenario
investigated in Fig. 2, i.e. with a BS located at dLR = 1 km
from the rst train car with a BS antenna gain of 10 dBi.
 600
500
Relay
Energy consumption (Joules)
w/o Relay: unicast
400
w/o Relay: multicast
300
200
100
0
0 50 100
Number of MTs
Fig. 4. Energy consumption in Joules versus the total number of MTs.
In Fig. 4, the scenario of unicasting without relays in the
case of 25 RBs assumes the LR interface is put to sleep
when an MT is not allocated an RB on the LR. If this
is not the case, the plot for unicasting without relays in
Fig. 4 would correspond only to the case of LTE-A with
200 RBs, and the energy consumed in the case of 25 RBs
would be orders of magnitude higher when the number of
MTs increases, since most of the MTs would be spending
energy most of the time without actually receiving any
data. The case of LR multicasting leads to higher energy
consumption since the transmission occurs at the lowest LR
rate as expressed in (8), whereas with unicasting each MT
receives at the rate it can achieve as expressed in (7), which
leads to lower overall energy consumption. The superiority
of the proposed approach is obvious, where the scenarios
with LR unicasting and multicasting lead to the same results,
since the interest is in the energy consumed by the MTs (not
relays) according to (6). Hence, the energy is drained from
the MTs batteries only during SR multicasting regardless of
the LR transmission method. Consequently, only one plot for
the scenarios with relays is presented in Fig. 4. From Fig. 4,
it can be noted that cooperative schemes achieve signicant
energy savings, around 3.45 Joules with 200 MTs, whereas
the energy for multicasting without relays reaches 600 Joules.
The results of varying the distance as in the scenarios of
Fig. 3 were investigated but are not shown due to space
limitations. These results show that increasing the distance
leads to increased energy consumption for the cases without
relays, since a larger distance to the BS leads to lower
achievable rates and higher energy consumption according
to (7) and (8). However, the energy consumption for the
scenarios with relays remains the same as in Fig. 4, regardless
of the LR distance, since MTs receive the content via SR
multicasting, and the distances between the MTs and relays
inside each train car remain the same regardless of the LR
distance to the BS.
VI. C ONCLUSIONS
The use of heterogeneous LTE/802.11a relays placed on
top of each train car in high speed trains was proposed
and investigated. LTE resource allocation on the LR BS-
relay links was considered, both in the case of unicasting
and multicasting. Relays were shown to lead to signicant
enhancements in the effective data rates of the MTs, in
addition to huge savings in their energy consumption.
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