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Radio convergence in the next generationof train control systems

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  1. Tez No: 771249
  2. Yazar: ALİCAN ERDEM
  3. Danışmanlar: DR. HONGSİN KİM
  4. Tez Türü: Yüksek Lisans
  5. Konular: Makine Mühendisliği, Ulaşım, İnşaat Mühendisliği, Mechanical Engineering, Transportation, Civil Engineering
  6. Anahtar Kelimeler: Belirtilmemiş.
  7. Yıl: 2017
  8. Dil: İngilizce
  9. Üniversite: The University of Birmingham
  10. Enstitü: Yurtdışı Enstitü
  11. Ana Bilim Dalı: Belirtilmemiş.
  12. Bilim Dalı: Belirtilmemiş.
  13. Sayfa Sayısı: 133

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Özet (Çeviri)

Today, the actual customer needs for urban and main line railways have started to merge. The demand for seamless operations between urban, main line, suburban and regional railways has emerged. On some railways like London Crossrail and Thameslink, it has been started to or planned to implement urban and main line train control systems together at the same line. Recent railway projects show a gradual approach that will bridge the gap between urban lines and main lines technologies. For instance, Automatic Train Operation (ATO) over European Train Control System (ETCS) Level 2 will be brought into service on the small central section of London Thameslink and on the Mexico City - Toluca commuter line in the near future. A European Commission project, namely Next Generation Train Control System (NGTC), focused on this convergence process. The NGTC project aimed to analyse the similarities and differences of Communication-based Train Control System (CBTC), a train control system for urban lines, and ETCS, a train control system for main lines, and to determine the achievable commonality level between two systems. The limitation of the NGTC project is that regarding preparing the list of functional requirements for radio communication system, it did not extract relevant functional requirements from the output document for introducing General Packet Radio Service (GPRS) over ETCS since it was not finalised in the time frame of NGTC work. Also, NGTC did not provide overall and simplistic architectures of the suggested communication systems for non-expert railway stakeholders. Rather, NGTC provided partial and complicated architectures. In the dissertation, the author investigated the concept of convergence between CBTC and ETCS considering completed or ongoing projects, technical and operational applications, future systems. In order to make a contribution to the radio communication aspect of the convergence process, the author focused on the train-to-ground radio communication. In order to provide a guidance for railway stakeholders who are not expert of communication engineering, the author aimed at producing simplistic radio communication system architectures as adaptable to urban and main line domains. Also, the author extracted additional requirements in order to update the NGTC's functional requirements list and then, to contribute to producing the architectures in this dissertation. The author reviewed recent technical reports and compared different communication systems. The author found that Global System for Mobile Communications – Railway (GSM-R) will be obsolete by 2030, Long Term Evolution (LTE) will provide services for the urban and main line railway communication system, and multi-radio architecture, which ii comprises two or more communication systems, will provide communication for future railway systems. Using findings of the technical reports, the author produced the simplistic architectures of next generation railway communication systems: GSM-R with GPRS, LTE integrated with Wi-Fi, LTE integrated with Satellite Communication (SATCOM). In this dissertation, the author proposed three architectures. Updating the NGTC's functional requirements list enabled to propose the first one i.e., GSM-R with GPRS. Then, the author produced one architecture for urban lines and another one for main lines as advanced examples of the next generation railway communication systems by modifying figures and using findings from other works. Then, the author made the Strengths, Weaknesses, Opportunities, and Threats (SWOT) analysis. This analysis indicated: since the first architecture is based on the GSM-R structure, it is a simple, cheap and fast solution. However, it is still under the risk of obsolescence. It is not adaptable to urban lines. It has low potential benefits. Since the second and third ones have multi-radio structures that are primarily based on LTE, potential high revenues can be gained. SATCOM for main lines and Wi-Fi for urban lines were integrated into the LTE system, which increases resilience. Wi-Fi is a proven and cost-effective technology for urban lines and can be easily integrated into LTE. SATCOM is a ready technology for usage since satellites on the sky and GESs have been available for a long time. Then, SATCOM does not require trackside equipment. However, these multi-radio systems have more complex structures than the first architecture. Using two different radio types together in the same system requires to solve the difficulty of vertical handover. Based on the SWOT analysis provided by an author, the author recommends that the railway market should prepare short-time and long-time strategy plans for the migration process towards LTE. The author suggests GSM-R with GPRS should be in the short-time plan. In the long-time plan, railway stakeholders should determine the required steps to develop LTE-R like preparing functional requirements of this technology. Particular railway parts could be chosen to observe the implementation of the multi-radio architectures. The author recommends that the architectures proposed by the author needs to be developed under a perspective of modularity to larger extent than today`s perspective in which ETCS and GSM-R seems to be non-separable systems. This enables to separate railway control systems from communication ones and allows them to evolve and develop independently from each other. The author also analysed economic aspects of the architectures for the future systems in a qualitative way. The future of communication technologies could enhance the line capacity and the degree of automation. As a result of the automated operation, the iii mechanical wear on the track and rail interface could be mitigated, which helps reduce maintenance costs. Thanks to the speed profile of energy saving operation mode enabled by the driverless operation, operational costs could be lower. The author suggests that the railway market should calculate financial indicators like Benefit-Cost Ratio to see financial results of the chosen technologies in the architectures, and should conduct lifecycle analysis to determine performance, cost and risk parameters on a consistent and comparable basis. For the architectures produced by the author, cybersecurity will be vital for the railway industry because of more and more digitalised technologies. The railway market should dedicate a budget to the cybersecurity research and increase awareness of the cybersecurity. A management approach should be developed to reduce the gap between safety and security. For instance, Reliability, Availability, Management and Safety (RAMS) management could be modified to include security: Reliability, Availability, Management, Safety and Security (RAMS+S)

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