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SETSCI - Volume (2018)
ISAS 2018 - Ist International Symposium on Innovative Approaches in Scientific Studies, Kemer-Antalya, Turkey, Apr 11, 2018

Investigation of Railway System Automation Levels of Istanbul Metropolitan Areas (ISAS 2018_117)
Emre Bahçivan1*, Özgür Turay Kaymakçı2
1Raylı Sistem Daire Başkanlığı, İstanbul Büyükşehir Belediyesi , İstanbul, Turkey
2Elektrik-Elektronik Fakültesi / Kontrol ve otomasyon Mühendisliği, Yıldız Teknik Üniversitesi  , İstanbul, Turkey
* Corresponding author: emre.bahcivan@ibb.gov.tr
Published Date: 2018-06-23   |   Page (s): 124-125   |    122     4

ABSTRACT With this work, automation levels of the railway systems will be described as explained in IEC 62290 standard, and then the relationship between these defined levels of Istanbul metro lines will be tried to be explained. In railway systems, the level of automation is measured in the simplest sense by the influence of the human factor on train control. The human factor is always at risk. In the past, this concern is seen and the study is based on very old ones. In this sense, the first ATO studies based on automatic driving were seen in the 1960s. The ATO function is a revolution in signaling and automation of railway systems. ATP has safety related functions, but ATO is also concerned with train operation and therefore passenger comfort.  

The IEC 62290 standard defines automation levels of the railway systems. This term, abbreviated as GoA (Grade of Automation), is measured at 4 levels. GoA1, GoA2, GoA3 and GoA4 operating levels reflect the influence of the human factor on train control. Systems not included in this functional classification are generally referred to as GoA0. There is no automation at this level.

On the GoA1 level, opening and closing the train doors, leaving the train from the station, driving the train under the limit speed (acceleration / deceleration) is completely under driver control. For example, M1 Yenikapı-Airport / Kirazlı metro can be given from İstanbul metro.

At the GoA2 level, the human factor is reduced. At this level, the driver is only responsible for the train doors and the safe leaving of the train from the station. Apart from this, the driving of the train and the platform connection are automatically carried out. In many sources, GoA2 is known as STO (Semi-automatic Train Operation). Examples of this level are M2 Yenikapı- Hacıosman, M3 Kirazlı-Başakşehir, M4 Kadıköy-Kaynarca (preferred) and M6 Levent-Hisarüstü metro.

There is no driver in GoA3 (DTO) level. Instead, all responsibility for the train operation is on the signaling system, which is accomplished by a train staff who must close the train doors and leave from station the train safely. The GoA3 level is just ahead of the fully automatic driverless level. The M4 Kadıköy-Kaynarca line has a few measures to be taken for operation at this level. The GoA4 (fully driverless or UTO) level is the level of automation in which all train operation, the closing of the train doors and leaving of the train from the platform, are automatic and driverless. The first GoA4 metro line of Turkey, M5 ÜsküdarCekmekoy commissioned the first phase of the line and other M7 Kabataş-Mecidiyeköy-Mahmutbey line and M8 BostanciDudullu subway line constructions work continues. It is anticipated that the new planned extensions of the lines will be at the same level of automation.

This study will answer the confusion of some concepts in the literature. Driverless, automatic, fully automatic, unattended, etc. are frequently misused and misunderstood concepts for metro businesses. Secondly, automation levels of Istanbul metro lines have been defined and suggestions have been made to increase these levels.  
KEYWORDS Rail System, Metro, Automation, GoA

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