On The Use of GPS Receivers in Railway Environments

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IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 53, NO. 5, SEPTEMBER 2004
On the Use of GPS Receivers in Railway Environments

Eduard Bertran, Senior Member, IEEE, and Jos A. Delgado-Penn, Senior Member, IEEE
AbstractThis paper presents the electromagnetic interference effects on the performance of locomotive onboard global positioning system (GPS) receivers due to the railway environment. The evaluation of the maximum tolerated interferences around a train is presented by taking into account European Committee for Electrotechnical Standardization and the International Electrotechnical Commission normative, Mobile Radio for Railway Networks in Europe, and experimental results. These interference levels are used to study the performance of a hardware GPS receiver operating at different modes and considering the possible levels of GPS signal L1 at the earth surface. From the obtained results, it is possible to conclude the reliability of a low-cost GPS receiver for train positioning even if the train equipment has been designed at the threshold of the current normative. Index TermsElectromagnetic compatibility (EMC), electromagnetic interference (EMI), global positioning system (GPS), railway normative, train location.
I. INTRODUCTION
MONG the different kinds of civil transportation systems, vessels were the pioneers in the large-scale usage of global positioning system (GPS) receivers for navigation. More recently and after successful experiences in eet management and public passenger transport vehicles, the consumer electronics market has given a boost to the use of GPS receivers in cars. Currently, the aeronautics industry worldwide is eager for the safe application of GPS-based systems in air navigation and precision approach and landing. The aeronautics safety requirements promote research in maximum tolerable interference levels during precision approach and landing operations as much as other topics, such as anti-jam design techniques, code vulnerability, or consequences of different interference sources [1], [2]. Because of the importance of the effects of onboard aircraft personal electronic devices to en route navigation systems, the ultrawide-band technology is one of the most studied sources of interferences [3], [4]. Modern railways are supported by automatic train control (ATC) and automatic train protection (ATP) systems. During the last decade, different advanced radio systems for railways have been developed, being the improvement of train safety and the railway industry efciency common objectives. These
Manuscript received February 11, 2002; revised May 19, 2003 and May 13, 2004. This work was supported in part by the European Commission under Information Society Technologies (IST) project Helinet and by the Spanish Government (MCYT) under project TIC2000-0320-CE. E. Bertran is with the Department of Signal Theory and Communications, Universitat Politecnica de Catalunya, Castelldefels 08860, Spain (e-mail: bertran@tsc.upc.es). J. A. Delgado-Penn is with the Universitat Politecnica de Catalunya, Barcelona 08034, Spain (e-mail: delpen@tsc.upc.es). Digital Object Identier 10.1109/TVT.2004.832416
new developments imply the incorporation of high reliability and performance communications systems that are capable of supporting train movement, payload dispatching, maintenance functions, and automatic wayside signaling. The communication systems include dedicated types of messages for ATC, which include train-positioning data. In 1984, the American Association of Railroads and the Railways Association of Canada founded the advanced train control system (ATCS). The ATCS specications have been designed to document the stated requirements of railroad operational and technical professionals concerning ATCS hardware and software. Its architecture includes a communication segment based on the open systems interconnection (OSI) model, enlarged with some special features for vehicle identication and tracking [5]. Railway networks management algorithms, such as DARYN [6] or RYNSORD [7], have been proposed for the ATCS scenario in order to discharge decisions from the centralized control centers. In Europe, the European Rail Trafc Management System Project (ERTMS) is a control-and-command system for railways approved at the end of 1990, which searches interoperability throughout the European rail networks and has been arranged to unify signaling standards. At the same time, the European Rail Research Institute (ERRI) created a group of railway experts to develop the requirements of the European Trafc Control System (ETCS). In June 1991, the principles of cooperation were agreed upon in order to consider the specications for industrial developments, being the ERTMS/ETCS group responsible for producing specications for the new generation of train control systems in terms of interoperability, functionality, and interfaces. The International Union of Railways (UIC) European Integrated Railway Radio Enhanced Network (EIRENE) Project deals with all the equipment involved in radio communications between a radio block center and the onboard equipment [8]. EIRENE has developed the global system for mobile communicationsrailway (GSM-R) specications, being the Mobile Radio for Railway Networks in Europe (MORANE) Project, launched in 1995, guided to specify, develop, test, and validate prototypes of the new radio system, always meeting the EIRENE specications. The GSM-R standard is based on the , global system for mobile communications (GSM) phase enlarged with specic features for the railway industry. The GSM-R system allows the use of GPS data in selective calls and some manufacturers have commercialized dual antennas and proper equipment to use GSM-R and GPS together. The abovementioned systems, as well as other systems developed in other countries, require precise and continuous information on train positions for radio-based trafc control and
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BERTRAN AND DELGADO-PENN: USE OF GPS RECEIVERS IN RAILWAY ENVIRONMENTS
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for supplementary wayside signaling systems [9][11]. One of the major difculties for wide implementation of the train-positioning systems is the inertial navigation systems (INS) cost, consisting of sensors that are capable of detecting the speed and position of the moving vehicles with enough precision. The integration of INS with GPS is a reduced-cost alternative that provides high-quality navigation data [12]. This integrated system is also useful for additional tasks, such as the real-time mapping of the railroad [13], [14] or railway-maintenance functions [15], [16]. Onboard GPS receivers combined with wireless transceivers provide train coordinates to a railway central station, which is equipped with geographic information systems (GIS)-based terminals. The incorporation of GPS receivers into modern railway maintenance equipment is becoming usual. There are two main alternatives for railway preventive maintenance: 1) utilization of databases fed from railway dedicated measurements and obtained by means of an onboard monitoring system, which stores some railway parameters associated to the geographical coordinates of the location and 2) utilization of information systems to permanently monitor and transmit the condition of each vehicle and railroad sector. Some of these remote monitoring products that monitor in real time and analyze rail and locomotive performances work in combination with a GPS receiver that supplies the coordinates of the measurements and detected faults. In the receiver station, the results are overlaid on a GIS map to locate the address to which to send the maintenance teams. This fact improves passengers and maintenance workers safety as much as railway exploitation costs. One of the main problems when using GPS receivers in railway environments is the multiple electromagnetic interference (EMI) sources, due to numerous factors such as rolling stock, locomotives, onboard power-supply installations, catenaries, electrical devices, and signaling and telecommunication equipment. The interference effects generated by railway equipment on the performance of GPS receivers located in the locomotives cabin have been barely analyzed. Manufacturers measurements are usually focused on particular locomotives, but there is no general normative about the maximum EMI radiation levels permitted for rail equipment in order to assure the correct operation of GPS receivers. Likewise, there is no uniform set of specications for railway operations. Requirements addressing accuracy, integrity, continuity, or availability are disperse, being signicantly different according to the kind of railway industry queried or even if the specication is done by these industries or by components manufacturers. For instance, accuracy in train position may vary from 100 to 0.5 m, ranges from 10 to 50 m being the most common. This paper provides a compatibility assessment between the electrical railway equipment and the GPS receivers operation. In order to generalize the conclusion, this study of the potential impact of the electromagnetic radiations is made under the guidelines of the main normative for electrical and electronics devices in railways, considering both the normative limits and particular circumstances of concrete locomotives or rail sections. Acquisition time, tracking accuracy, or position errors are not the objective of this work, whose main objective is to assess the minimum operation capability of a GPS receiver in the
contaminated railway environment. Hence, the key parameter will be the signal-to-noise ratio (SNR) in the front-end stage of the receiver, with the reference noise level being obtained from maximum EMI limits published in the railway normative. The remainder of this paper is organized as follows. Section II is an elaborated resum of the most important normative related to EMI-tolerated levels in the railway, complemented with the MORANE group recommendations and contrasted with some experimental results. Starting with locomotives built at the threshold of the normative resumed in Section II and considering different traction modes, Section III evaluates the capability of a typical GPS receiver to operate with enough SNR, taking into account the different operation modes of the receiver and the GPS signal levels on the earth surface. Finally, Section IV summarizes and concludes this paper. II. ELECTROMAGNETIC CONTAMINATION IN THE RAILWAY ENVIRONMENT The EMI limits in the railway environment will be considered in this section from three perspectives: 1) the European Committee for Electrotechnical Standardization (CENELEC) and International Electrotechnical Commission (IEC) normatives; 2) MORANE recommendations; and 3) measured data. The key normative related to railway equipment considers different sources of interferences and devices sensitive to them, such as the heading/cooler subsystems, passenger and train lighting, telecommunications systems signaling, computers at the control centers, passenger information systems, power supply on board, or the train traction. This means that there is a pollution composed of different kinds of noise, from continuous wave to pulsed sources. The main electromagnetic disturbances in a traction system are considered for different alternating current (ac) and direct current (dc) locomotive driving levels and high voltage interferences due to static elements, such as pantograph arcing and other discharges on the surface of the isolating elements, are also considered. The different interference levels are globally specied into different frequency ranges according to the disturbances and kind of sensitive devices. A. CENELEC Normative In 1995, CENELEC approved the European Normative (EN) ENV 50121, parts 15. This normative [17][19] was focused on railway applications and electromagnetic compatibility and, after latter revisions, became the EN 50121 (parts 15), which appeared in 2000 [20][25]. This updated normative is the most used for European rail industries in EMC/EMI measurements. In EN normative, the main electromagnetic disturbances of the traction system are considered for different driving levels: dc traction, which considers voltages of 750 V, 1.5 and 3 kV, and ac traction, which considers the most usual industrial frequencies of 50 Hz at 25 kV [or 50/25 kV with autotransformers and low frequency of 16 2/3 Hz at 15 kV (used in Central Europe)]. CENELEC standards are below 1 GHz. The normative considers the frequency band from 9 kHz to 1 GHz, decomposed into three subbands. For radio communications and GPS signals interference, the higher subband, comprised between 30 MHz
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TABLE I RESUM OF THE CENELEC NORMATIVE IN THE HIGHER FREQUENCY BAND
TABLE II MORANE MAXIMUM RECOMMENDED LEVELS FOR ELECTRIC FIELDS
TABLE III MORANE MAXIMUM RECOMMENDED LEVELS FOR MAGNETIC FIELDS
and 1 GHz, is the most interesting. Inside this band, the normative species a measurement bandwidth of 120 kHz. At 1 GHz, the permitted maximum interference levels of the electrical eld are 60 dB V/m for 750 V dc traction, 70 dB V/m for 15 kV ac traction, and 75 dB V/m for 25 kV ac traction. Table I shows typical values proposed by CENELEC in the range of 30 MHz1 GHz band (from measurements carried out in 1996 and published in the old ENV document [17]). The EMC regarding locomotive and the rest of the train units is specied in Part 3 of EN 50121. At a frequency of 1 GHz the maximum radiation tolerated level is between 50 dB V/m (traction at 750 V dc) and 65 dB V/m (traction at 25 kV ac) for stopped trains and for low-speed units (around 20 km/h in urban trains and 50 km/h in the main line). In the telecommunication equipment ports [26], [27], the maximum value due to disturbances is also bounded to 47 dB V/m for frequencies between 230 MHz and 1 GHz. Power lines radiation limit, measured in vertical polarity, also depends on the kind of traction and varies from 60 to 75 dB V/m. B. IEC Normative IEC and CENELEC limits for EMI acceptance have similar values. A consequence of the relationship between the normative of both institutions has been the publication (with slight modications) of the EN 50121 normative as the IEC 62236 series [28], which is the international version of the European standard. IEC normative for communication, signaling, and processing systems is compiled in IEC 62 280 series (parts 1 and 2), [29], [30]. The International Special Committee on Radio Interference (CISPR) has proposed a new quasi-peak (QP) limit for stationary test of 50 dB V/m at 1 GHz. C. MORANE Recommendations In [31], the MORANE group species some limitations for the railway telecommunications equipment. Consider that induced overvoltages in wiring and electrostatic protection for
TABLE IV MAXIMUM EMI LEVELS, EXPRESSED IN DIFFERENT UNITS
the equipment must be compliant with the old normative IEC 1000-4-2 and IEC 1000-4-3 [32][34]. Besides, the equipment will be capable of withstanding the effects of electric elds restricted to 20 V/m at the frequency range from 10 kHz to 3 GHz. In some countries, this value can be expanded to a maximum value of 50 V/m. Maximum disturbance levels recommended for electrical elds are shown in Table II, while for magnetic elds see Table III. Notice that values in Table II are compliant with normative EN 55022, more restrictive than those in the industrial normative EN 55011 that limits the emission up to 40 dB V/m between 30 and 230 MHz and up to 47 dB V/m between 230 MHz and 1 GHz. D. Experimental Values The previous limits from the key normative and MORANE recommendations are compliant with experimental values published in different works and journals. This fact is not surprising; it simply indicates that the measured rail equipments have been designed according to the normative. However, several particular results have interest when determining the EMI sources in the GPS band.
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Fig. 1.
GPS receiver block diagram.
In the Electrical System Compatibility for Advanced Rail Vehicles (ESCARV) project [35], some measurements of the pantograph arcing effects have been carried out under the old normative ENV 50 121. The results from transient measurements show a maximum peak value of 11 mV in the voltage induced by the pantograph arcing over the train roof. This kind of interference has a spectral density bounded to 100 MHz; therefore, the pantograph arcing has negligible effects near the GPS band. Nortel Networks, ON, Canada, presented some experimental results in [36]. The power lines inuence measurements, tested in two train stations in Sweden and England, showed values around 40 dB V/m at a distance of 10 m from the train. At 6 m, the values were close to 70 dB V/m. During low-trafc activity, the maximum EMI was produced in the 12-MHz band, with values comprising between 70 and 78 dB V/m. In hightrafc situations, the EMI in the previous band remains unaltered, but new peaks of 60 dB V/m appear around 3 MHz. Over 5 MHz, the interference values are negligible because it is mainly due to drivers for electrical machinery. Hence, it does not affect the GPS bands. The same conclusion is obtained from chopper equipment tests published in different papers of the IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, such as [37]. We complemented these published experimental values with our measurements over recently commercialized locomotives and the obtained results showed similar EMI levels. In these experiments, the radiated emissions, measured according to normative ENV 50 121-2, corresponded to a locomotive with two
additional wagons driven by catenaries of 1500 V dc, being the traction-driver system based on insulated gate bipolar transistor (IGBT). The results conclude that at around 1 GHz a stopped train does not present signicant radiation and that harmonics from the switching wave produced in the locomotive IGBTs drivers are insignicant at GPS bands, both in full traction and in full braking. The measured value at a distance of 10 m was always under 40 dB V/m, using a measurement bandwidth of 120 kHz. E. Maximum Values In Table IV, the maximum EMI values obtained from the previous paragraphs are translated to dB V, dBm, and dBW for further comparisons with the GPS signal. In these translations, and we assumed plane waves with a wave impedance of antenna matched to the receiver impedance of 50 . The antenna factor used for conversions is 28 dB. Therefore, the maximum EMI values correspond to the following: 78 dB V/m: maximum value from experimentation (measured at 6 m); 63 dB V/m: MORANE recommendation limit at 1 m; 75 dB V/m: worst case in CENELEC and IEC documentation at 1 GHz (limit of the frequency range in EN 50121 and IEC 62236), when the eld is measured near a train driven at 25 kV ac, 50 Hz; 47 dB V/m: CENELEC general limit for telecommunication systems.
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Fig. 2. IF signal structure (C/A code only).
III. EVALUATION OF THE CAPABILITY OF A GPS RECEIVER IN FRONT OF MAXIMUM EMI LEVELS In this section, the capability of a GPS receiver to operate with enough SNR when it is working at the maximum permissible EMI levels is evaluated. In this study, it is assumed that a 12-channel coarse acquisition (C/A) code and L1-band GPS receiver and different operation modes of the receiver and GPS signal levels on the earth surface are considered. Hence, the GPS processing gain ( ), the SNR at the receiver front end, and the level of the L1 C/A signal on the earth surface will be the basic parameters. According to the GPS standard positioning service signal specication document [38] in the remainder of this paper, we assume a maximum value of 153 dBW for the received L1 C/A signal (1575.42 MHz) at 40 of elevation angle and a minimum value of 160 dBW at 90 of elevation. due to the spread-spectrum transmission The value of the of the GPS signals is dened by (1) where chip time 1 ms /1023 0.9775 s; data time 1/50 Hz; bandwidth 1.023 MHz (GPS C/A signals are spread over 2 MHz, but most of the power is concentrated within a 1-MHz bandwidth). 43 dB. This value can be obThe resulting value is tained more accurately from evaluation of the different bandwidth reductions in the GPS receivers. The front-end stage of the receiver (Fig. 1) involves ltering, amplication, and down conversion, thus producing the IF signal (e.g., center frequencies around 4 MHz in receivers based on multistage architectures or ranging from 20 to 100 MHz in single-stage down-conversion architectures). Most low-cost commercial receivers use 2-MHz bandwidths at the IF stage (Fig. 2) because this is the side of the main lobe of the signal transmitted by the satellite (rst-null bandwidth of the C/A-code spectrum). However, better performance can be achieved if the receiver processes more than just the main lobe, thus facilitating more accuracy in the decorrelation stages (early and late correlation functions) [39], so high-performance receivers typically use sampling in bandwidths ranging from 4 to 20 MHz.
In the following, we assume a low-cost receiver scenario; hence the bandwidth of the nal stage of IF ltering will be MHz. The noise average power in the IF bandwidth can be approximated by (2) where is the Boltzmanns constant (1.3806 ) and is the effective noise temperature (in Kelvin), with 513 K being a typical value when both antenna noise temperature and receiver noise factor are considered. Therefore, in low-end dBW receivers the noise average power level is (noise power spectral density level of 201.49 dBW/Hz) in a 2-MHz bandwidth and the SNR for the C/A code at 90 of eledBW dBW . At 40 of vation is dBW dBW 14.52 elevation, the SNR is dB. Once tracking the signal, the bandwidth is further reduced to 50 Hz for navigation code baseband processing. Recalling (2), the noise average power level in a 50-Hz bandwidth is 184.5 dBW. So, after decorrelation and despreading by correlation of the binary phase-shift keying (BPSK) modulated data with the code locally generated in the receiver [delay-lock loop (DLL)], 24.5 dB at 90 of the SNR is increased to elevation and to dB at 40 of elevation. This fact implies an SNR gain of 46.02 dB, at both 90 and 40 of elevation. It is convenient to normalize the obtained SNR values for C/A code detection at the intermediate frequency (IF) stage to a 1-Hz bandwidth, thus heaving a signal-to-noise spectral density , which is independent of the bandwidth of the receiver. Using decibels, this parameter is dened by dB-Hz resulting in the values (3)
dB-Hz at
dB-Hz at
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These values are inside the usual for the different kinds of GPS value receivers, typically from 35 to 55 dB-Hz [39]. The affects the precision of GPS observations, thus being a key parameter for GPS receiver performance analysis [40]. A. Maximum Interference Levels at the Antenna Output of a Typical GPS Receiver In [39], it is shown that the root-mean-square (rms) codetracking error due to broad-band noise ranges from an approximately 0.001 chip at high to a 0.1 chip for low for a DLL tracking loop bandwidth set to 4 Hz. With the C/A-code chip being approximately 293 m, the errors thus range from 0.3 parameter higher than 35 dB-Hz to 30 m. Receivers with a 28 dB at 2-MHz bandwidth) present its tracking er(SNR dB-Hz rors on the lower end of the range. With 40 dB at 2-MHz bandwidth), the tracking error is (SNR around 0.1 chip. This last situation, according to [39], implies position errors of 30 m. However, sensitivity to thermal noise, interference, and multipath are highly dependent upon receiver architecture and bandwidth, so the previous position error must be considered carefully. On the other hand and according to [41], a typical GPS C/Acode receiver can tolerate a narrow-band interference of approximately 40 dB stronger than the GPS direct signal. This means that with a received signal power level of 160 dBW, the interference need only be higher than 1 pW to disable the signal reception. In [2], it is shown that a tracking threshold for the DLL is dB-Hz because of the code-loopapproximately tracking jitter, assuming a wide-band jammer in the L1 C/A is 46.1 dB or a code such that the jammer-to-signal ratio 43.1 dB. In the same narrow-band jammer producing a reference and assuming a Costas-type phase-locked loop (PLL) discriminator in the frequency synthesizer, the tracking PLL of approximately 25 dB-Hz for a widethreshold is at a 37.9 dB or for a narrow-band jammer of band jammer of 34.9 dB. Comparing both restrictions (DLL and PLL), 46.1 a receiver threshold of 17 dB-Hz is stated in [2] (at dB). This last result of 46.1 dB is greater than the previous results, 40 dB at 2-MHz bandwhich indicate an operative SNR width. However, this result has been obtained for avionics applications, very much more restrictive than in railroads ones. So, then suppose that a tolerable train-positioning error in the range of 2040 m for railway maintenance or train location, we assume in the following that a low-cost GPS receiver may work correctly even if the disturbances (either broad- or narrow-band) are bounded down to 40 dB over the received GPS signal level. By using this value, the interference levels that a GPS receiver can admit for different signal levels at the Earths surface are presented in Table V. According to those values, only an interference of 120 dBW is tolerable when GPS signals are received at the minimum GPS signal level 160 dBW). This value corresponds to an EMI value of 45 dB V/m. If the L1 signal level is over 153 dBW, then interferences up to 52 dB V/m can be tolerated. According to Section II, these EMI margins include the most usual value from experimentation (40 dB V/m) and
TABLE V INTERFERENCE LEVELS TOLERABLE BY A GPS RECEIVER
TABLE VI USUAL THRESHOLDS OF GPS HARDWARE RECEIVERS FOR DIFFERENT OPERATION MODES
TABLE VII MAXIMUM EMI VALUES (B = 2 MHz)
it is very close to the CENELEC limit for telecommunication equipments in the railway environment (47 dB V/m). B. Effects on the Different Modes of Operation of the Receiver threshold values for a C/A code L1-band GPS The receiver are presented in Table VI. These thresholds for different operation modes have been obtained from datasheets of different manufacturers (both receiver and chip-set manuthreshold for cold start, warm start, facturers). The after-rst-x acquisition, and tracking in code only have low variance among the different manufacturers of hardware GPS receivers (e.g., receivers based on a hardware correlator
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TABLE VIII ACQUISITION AND TRACKING CAPACITY OF A LOCOMOTIVE-PLACED GPS RECEIVER
chip), but datasheets show more disperse values in the threshold for the tracking in code and carrier operation mode. The software GPS receivers implement all the receiver functions in microprocessors that processes sampled IF data, except for the radio-frequency (RF) front ends [42], [43]. They have advantages for weak signal acquisition [44] and recently commercialized software for increasing the threshold of GPS receivers allows values of approximately 16 dB-Hz in the tracking in code and carrier mode. In this work, the objective is to study the capability of realtime low-cost GPS receivers. The microprocessor of software receivers has a limited capability to provide real-time operation because of the required computation load. Hence, software GPS receivers that are capable of providing real-time capabilities are expensive due to the need for an adequate high-speed
processor for promptly implementing the correlation processing functions [45]. Therefore, only hardware receivers will be considered. The threshold values listed in Table VI correspond to conventional hardware GPS receivers based on DLL and PLL to track C/A code and, using a standard correlator [46] spacing one-code chip, the received signal regarding the receiver-generated replica [47]. Most of the time, the railway EMI is under 41 dB V/m 124 dBW). Hence, the cold start of the receivers is feasible for L1 C/A signal levels over 147 dBW. The warm start of the receiver is allowable at L1 levels over 152 dBW and the tracking in code only requires signals over 168 dBW. The maximum values of the railway EMI for correct operation of the different modes of the GPS receiver are shown in Table VII.
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According to the different EMI values, the GPS acquisition and tracking functions have the possibilities shown in Table VIII, where YES means acceptable acquisition or tracking conditions. In this table, the locomotive operation has been considered the worst case for the EMI generation (full traction). IV. CONCLUSION The effects of EMI due to railway equipments on the performance of onboard hardware GPS receivers have been described in this paper. The capability of a hardware GPS receiver with IF bandwidth of 2 MHz to operate with enough SNR has been studied for different modes of operation. In order to generalize the results, maximum tolerable EMI values have been obtained from the most usual normative and the results are applicable for trains manufactured at the limit of the EMC/EMI normative. These results show that current railway normative tolerates excessive maximum radiation levels for applying hardware GPS receivers. Hence, under the actual railway normative solutions for GPS-based train location or railway maintenance rely on using software enhanced GPS receivers. ACKNOWLEDGMENT The authors would like to thank Dr. J. Sanz and Dr. F. Silva for their respective remarks on GPS and EMI normative during the revision of the manuscript, as well as the anonymous reviewers for their helpful comments. REFERENCES
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Jos A. Delgado-Penn (S69M72SM89) received the M.Sc. degree in telecommunications engineering and the Ph.D. degree from the Technical University of Madrid (UPM), Madrid, Spain, in 1968 and 1973, respectively. From 1968 to 1970, he was with Politecnico di Torino, Turin, Italy, under a fellowship from the European Space Research Organization (ESA). He spent the next two years at UPM as an acting Assistant Professor. He is with the Universitat Politecnica de Catalunya (UPC), where he became an Assistant Professor in 1972, an Associate Professor in 1974, and Professor in 1984. He was Head of the Department of Signal Theory and Communications (TSC) from 1997 to 2000. His main research interests lie in the areas of digital wireless communications systems and broadband systems. Dr. Delgado-Penn is acting as Chair of the IEEE Spain Section and served as a Member of the Technical Program Committees of several international conferences. He received the Third Millennium Medal from the IEEE in 2000.
Eduard Bertran (SM02) received the M.Sc. degree in telecommunications engineering and the Ph.D. degree from the Universitat Politecnica de Catalunya (UPC), Barcelona, Spain, in 1979 and 1985, respectively. He became a Lecturer with UPC in 1980, where he joined the Department of Signal Theory and Communications (TSC) in 1987 and is currently a Full Professor. He has been the Head of Studies of the TSC Department and an Associate Dean in different telecommunications schools. His research interests include control, signal processing, and circuit theory. He has collaborated in different national and European research projects and networks and conducts research activities embedding control and communications aspects.

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IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 53, NO. 5, SEPTEMBER 2004