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In this section we highlight some of the challenges that should be addressed, either by the vendor or the subway operator, in order to provide a CBTC service over an LTE network. We consider two different cases: a public LTE network or a private one. World of subways 3 keygen accelerator. Each one has its positive and negative points.

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Carlos Rodríguez Sánchez is currently both CTO and Head of the Engineering and R&D Department of Metro de Madrid. His industry experience includes several positions as Rolling Stock and Trackside Engineer in the railway industry – among them the leadership of CBTC projects in Madrid de Metro. He has a PhD in Electrical, Electronics and Control Systems Engineering, and also a PhD in Economics. Carlos’ research interests are related to railway signalling and safety in software development within industrial environments.

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Long-Term Evolution is the latest cellular communications standard that has achieved global acceptance. It is standardised by the 3GPP, and on its 10th release (called LTE-A) it has been acknowledged by the ITU as a 4th generation (4G) mobile system. Among its most remarkable advantages are the flat architecture (which leads to shorter delays and cheaper equipment than those in 3G), more spectral efficiency and the ability to get the best performance from the radio interface (using media access techniques like OFDMA and SC-FDMA, and MIMO setups). It is also a full-IP packet-switching technology, intended to be very flexible and adapted to almost every possible scenario.

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In this paper we have summarised the Metro de Madrid experience on CBTC technology and broadband radio communication systems. In the following paragraphs are summed up the most important CBTC requirements and provided a brief overview of LTE technology; then, it’s mentioned some challenges that should be addressed in order to carry CBTC data over a LTE network, to conclude with a discussion of this open issue.

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The other way to driving a train is to use the 'Quickstart' feature which put you at Times Square in a train immediately. Both of these menus are available after interacting with the shift supervisor.

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One response to “Carrying CBTC data over a public LTE network: fact or fiction?”

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Another field where LTE overtakes legacy mobile networks is in the use of MIMO (Multiple Input Multiple Output) technology. From version ‘n’, IEEE 802/11 family of standards uses MIMO, but most CBTC deployments are based on former standards (a/b/g). Some measurements carried out two years ago by the Metro de Madrid Engineering Department, showed that MIMO is a suitable technology for train-to-wayside communications in tunnels. Figure 6 shows a comparison in terms of capacity between a 2×2 MIMO system and the baseline 1×1 SISO.

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In the depot, to learn how to drive a train you'll need to complete a tutorial which takes you through setting the train up to drive, leaving the depot and driving along the route stopping at stations. To get to this menu you'll need to go into the 'staff' office at the depot. Once in the staff office you talk to the Shift Supervisor sitting at the chair, interact with him and a menu opens giving you options for either starting the tutorial, driving a train on schedule or driving a train right away.

As shown in Table 1, LTE network experiences a higher delay due to the extra hops in the entire path. This delay is below 50 ms, a bound considered suitable for some real-time services (such as online gaming), so it should be enough for CBTC.

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Furthermore, Metro de Madrid has a state-of-the-art security technology network. Since 2003, a large CCTV system on every station and on almost every train has been deployed. This CCTV system allows the Operations Control Centre (OCC) to watch in real-time what happens inside its trains, and also permits on-demand CCTV-recording downloads. The required train-to-wayside radio technology to carry this data is similar to a Wi-Fi radio, adapted to railway use by the Spanish company InfoGlobal.

Metro de Madrid has CBTC technology on Lines 1, 6 and 7B, which means 131 trains (762 cars) and 56/13km of track are equipped with this technology. The total passenger figure for those three lines is close to 300 million a year. The commissioning of each was carried out with no disruption to passenger services and working during maintenance hours (from 2:30am to 5:30am). The availability of the whole system is above 99%, which gives a good idea of the technology maturity and the efficiency of the integration with the operational issues within Metro de Madrid.

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However, for signalling services, there are many issues that should be addressed so it is not that simple. What’s intended here is nothing more than starting the debate on this interesting topic – thoughts and ideas of this topic are welcome18.

Finally, it is known that Huawei and Alstom are performing some tests to check LTE feasibility for CBTC at Alstom’s facilities in Valenciennes14. At the time of providing this article, no preliminary results have emerged, but there is a great expectation in the railway sector. Also, the aforementioned SYSTUF4 project should provide some interesting results on this field.

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The key point of this paper is to discuss the feasibility of carrying CBTC data over an LTE network. The LTE network could be a public one (owned by a mobile operator) or entirely private (property of the transportation authority or the operator) and some technical, operational and even legal issues should be addressed here. We try to answer this question with the help of our expertise in this area and some field measurements carried out recently.

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If we consider CBTC data traffic as a mere byte stream, we should take into account two figures: packet size and interdeparture time between packets. With these two variables (usually depicted as a distribution probability function) we should be able to properly study CBTC data on a communications network. However, from the service point-of-view, the requirements to be fulfilled by the network for a given service should be stated in terms of end-to-end delay, jitter and bitrate. Packet loss and time-to-connect may also be important, and will be explained later.

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DisclaimerDisclaimer The manual, documentation, video images, software, and all the related materials are copyrighted and cannot be copied, photocopied, trans- lated or reduced to any electronic medium or machine legible form, neither completely nor in part, without the previous written consent of AEROSOFT. World of subways volume 3 keygen. THE SOFTWARE IS FURNISHED (AS IS) AND IT DOES NOT COME FURNISHED WITH ANY GUARANTEE IMPLICIT OR EXPRESS.

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We assume that the coverage is complete (or ‘operationally’ complete), but this does not necessarily mean that the end-to-end quality of service (QoS) fulfils the requirements. Continuity should be checked in terms of delay and jitter, because larger delays will lead to service disruption.

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LTE is available in many frequency bands (both in TDD and FDD modes) and also in unlicensed ISM bands. However, the choice of the frequency band has implications both technically and in business. For many railway operators, the cost of the spectrum is unaffordable and must go hand-in-hand with a mobile operator. Besides, many countries may not allow a rail operator to own a license like this.

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Feature 2 Train swings - The train will start swinging the higher the speed. You will especially get this kind of feel in the cab. Hard braking will also produce this effect and the train will still be in a swinging motion when it has come to a full stop.

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Unlike IEEE 802/11 networks (that only need to be connected to an IP network), LTE needs a core which can imply extra cost. However, on-board devices have a similar cost in both technologies, but the whole CAPEX is quite higher in LTE. A possibility to overcome this is to reach an agreement with a mobile operator, in order to use its LTE network for the CBTC service. This can be done in several ways, but this way has a much lower cost than commissioning a whole LTE network by a railway operator. One of the ways is to segregate from the operator’s spectrum (typically 10 MHz) a 1/4 MHz channel for the CBTC radio (which is the smallest piece of LTE spectrum that can be ‘segregated’). Or even simpler, not reserving any spectrum and having CBTC radios as a regular customer in the air interface. This needs an extra analysis, because it could lead to an interruption of CBTC service in case of network saturation. Since the number of passengers in CBTC lines is usually huge, mobile operators could be willing to deploy its networks.

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CBTC communication requirements are quite straightforward: a bitrate below 100 kbps, delays bound to some tens or hundreds of ms. Among these three, the most demanding one is the end-to-end delays, because LTE is able enough to fulfil the bitrate requirement even in harsh conditions. The point here is to compare end-to-end delays on a LTE and Wi-Fi-based networks.