Turkish State Railways Internship

T.C. YILDIRIM BEYAZIT ÜNİVERSİTESİ MÜHENDİSLİK VE DOĞA BİLİMLERİ FAKÜLTESİ STAJ DEFTERİ T.C. YILDIRIM BEYAZIT UNIVERSITY ENGINEERING AND NATURAL SCIENCES FACULTY

INTERNSHIP REPORT 1

ACADEMIC YEAR 2016/2017

TCDD Türkiye Cumhuriyeti Devlet Demiryolları

TCDD Republic of Turkey State Railways AUTHORS Names Surnames

Yvan Ngassa Electrical and Electronics Engineering Zia Sidiqi Electronics and Communication engineering

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Haftalık çalışma tablosu I

31/07/2017 tarihinden 04/08/2017 tarihine kadar bir haftalık çalışma Yapılan işler

Sayfa no

Çalışılan saat

Pazartesi

Orientation, and brief 7 introduction of the company

9.00-18.00

Salı

Description and parts 8 of the railways systems

9.00-18.00

Çarşamba

Learned about wireless 9 communication and its models

9.00-18.00

Perşembe

Application of wireless 10 communication

9.00-18.00

Learned about the 11 software that we used for wireless communication within signal control

9.00-18.00

Cuma

Kısım

Toplam saat:45 hours

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Haftalık çalışma tablosu II

07/08/2017 tarihinden 11/08/2017 tarihine kadar bir haftalık çalışma Yapılan işler

Sayfa no

Çalışılan saat

History of railways 12 wireless communication systems

9.00-18.00

Salı

Characteristic of a 13 wireless communication system in the railways

9.00-18.00

Çarşamba

We discussed about the 5G key radio access technologies

14

9.00-18.00

Perşembe

We learned how to 15 design railways communication systems using MATLAB and Simulink

9.00-18.00

We tested and learned the 16 communication scenario between the train and satellite

9.00-18.00

Pazartesi

Cuma

Kısım

Toplam saat:45 hours

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Haftalık çalışma tablosu III

14/08/2017 tarihinden 18/08/2017 tarihine kadar bir haftalık çalışma Yapılan işler

Sayfa no

Çalışılan saat

Pazartesi

Visit of high speed trains 17 (YHT)

9.00-18.00

Salı

Description of siemens (s7-200) device

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9.00-18.00

Çarşamba

Learned about S7-200 device network bus topology

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9.00-18.00

Perşembe

Industrial 20 telecommunication standards for s7-200 and it’s open platform communications (OPC)

9.00-18.00

Learned about SIMATIC 21 TD 200, Data Access and siemens s7-200 ethernet setup guide

9.00-18.00

Cuma

Kısım

Toplam saat:45 hours

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Haftalık çalışma tablosu IV

21/08/2017 tarihinden 25/08/2017 tarihine kadar bir haftalık çalışma Yapılan işler

Sayfa no

Çalışılan saat

Visit of TCDD ulus we 22 learned about the traffic control centers

9.00-18.00

Salı

We learned how to localize the train with Balise

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9.00-18.00

Çarşamba

we learned about the railways dispatching system

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9.00-18.00

Perşembe

The features of railway traffic management system

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9.00-18.00

Learned how to balance 28 train tires and electrical system

9.00-18.00

Pazartesi

Cuma

Kısım

Toplam saat:45 hours

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Introduction The Purpose of the summer practice is to gain business life experince , learning how to apply theorical knowledge that’s learned at university. I have learned theorical knowledge at university.

However , business life is really different from university life. I got a chance of absorbtion and observation for practice and experience thanks to summer practice.

I did my summer practice at TCDD. for twenty work days. It started at 31/07/2017 and ended 25/08/2017. I did it at the TCDD factory TCDD central traffic control and high speed trains(YHT) engineering office. There were three intern students except me and there were engineers. Engineers explained that what they do there, how rolling stock and locomotives work, signaling and interlocking systems work and electrification systems work. This gained knowledge is helpful for my future working environment make for an area that I want to work and it will be helpful for the future training life. I observed that if there is a problem in machines or systems, how engineers solve the problem and I learned thinking like an engineer.

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Yıldırım Beyazıt Üniversitesi Mühendislik ve Doğa Bilimleri Fakültesi Staj Defteri Kısım: Tarih:31/07/2017 Yapılan iş: Sayfa no:7

Body of the report The State Railways of the Turkish Republic (Turkish: Türkiye Cumhuriyeti Devlet Demiryolları) or TCDD is the government-owned national railway carrier in the Republic of Turkey, headquartered in Ankara. The TCDD was formed on 1 June 1927 by the Turkish government to take over the administration of the existing rail lines within the borders of the Republic of Turkey after the dissolution of the Ottoman Empire, and to build new ones. The Turkish State Railways own and operate all public railways in Turkey. In 2011, TCDD controlled 12,532 km (7,787 mi) of railways, making it the 22nd-largest railway system in the world. In 2014, TCDD carried 78 million passengers (ranking as the 24th-largest passenger carrier in the world) and 26 million tons of freight (ranking as the 34th-largest freight carrier in the world). In 2009, the Turkish State Railways employed 25,593 people.

The Turkish State Railways also owns (or holds shares of) a number of other rail transport companies in Turkey, such as Marmaray and İZBAN. TCDD is a member of InterRail since 1994.

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Yıldırım Beyazıt Üniversitesi Mühendislik ve Doğa Bilimleri Fakültesi Staj Defteri Kısım:

Tarih: 01/87/2017

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Sayfa no:8

1) Description

Railways system are used to modelize, Simulate and optimize railways applications.

2) Parts of the Railway Systems The different parts of a railways system are: 1-Rolling Stock and locomotive Alstom generate production code for safety-critical power converter control systems We have learned how to use MathWorks tools for Mode-Based Design to design, Simulate, and automatically generate production code for safety critical transportation systems 2-Signaling and Interlocking This section is finalized on more details down 3-Systems Electrification system We learned how to model rail electrical systems in Matlab and Simulink Power networks are complex systems that cannot be efficiently and securely operated without an energy management system. These systems supervise the power transmission between the components in a power network. Engineers working in this area have to assess technology and operational options for these systems. MATLAB and Simulink allow engineers to replicate effects of power generation, load consumption, or regenerative braking.

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Yıldırım Beyazıt Üniversitesi Mühendislik ve Doğa Bilimleri Fakültesi Staj Defteri

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Tarih: 02/08/2017 Sayfa no:9

Wireless Communication As telecom engineers, we will focus on ssignaling and interlocking system using wireless communication In this model based approach for wireless communication, we followed steps including wayside system specification, validation and proof.

The following diagram shows a PDA that communicates with a base station (or) with a radio transceiver.

The PDA on the other side communicates with a computer. For these devices to get connected we require five layers viz.

1.

The physical layer.

2.

The date link layer.

3.

The network layer.

4.

The transport layer.

5.

The application layer.

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Yıldırım Beyazıt Üniversitesi Mühendislik ve Doğa Bilimleri Fakültesi Staj Defteri Kısım: Tarih: 03/08/2017 Yapılan iş: Sayfa no:10 Application of wireless communication: 1-Signal control is a system used to direct railway traffic and keep trains clear of each other at all times. Trains move on fixed rails, making them uniquely susceptible to collision. This susceptibility is exacerbated by the enormous weight and inertia of a train, which make it difficult to quickly stop when encountering an obstacle. Most forms of train control involve movement authority being passed from those responsible for each section of a rail network (e.g., a signalman or stationmaster) to the train crew 2-Information processing Information processing refers to the manipulation of digitized information by computers and other digital electronic equipment, known collectively as information technology (IT).

3-Interlocking system In railway signaling, an interlocking is an arrangement of signal apparatus that prevents conflicting movements through an arrangement of tracks such as junctions or crossings. The signaling appliances and tracks are sometimes collectively referred to as an interlocking plant.

An interlocking is designed so that it is impossible to display a signal to proceed unless the route to be used is proven safe.

4-Display screens They are used by the dispatcher and the machinist to ease the communication between the receiver and the transmitter.

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Yıldırım Beyazıt Üniversitesi Mühendislik ve Doğa Bilimleri Fakültesi Staj Defteri Kısım: Tarih: 04/08/2017 Yapılan iş: Sayfa no:11 software used for wireless communication within signal control MATLAB for mathematical programming Simulink for block simulation We also used state flow in our process design.

To synchronize and improve the efficiency and safety of railway traffic, standardization projects such as the European Rail Traffic Management System (ERTMS) are underway. Engineers working on the ERTMS use the European Train Control System (ETCS), an integral component of the signaling and interlocking systems sector of the railway industry. Engineers in this sector develop high integrity software applications that include radio-based wireless communications, signaling control, information, and interlocking systems, as well as advanced forms of display screens used for these applications. MATLAB, Simulink, and Stateflow enable engineers to develop interlocking, level-crossing detection, train operation, protection, train supervision and station operation, and rail telecommunication systems.

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Yıldırım Beyazıt Üniversitesi Mühendislik ve Doğa Bilimleri Fakültesi Staj Defteri Kısım: Tarih: 07/08/2017 Yapılan iş: Sayfa no:12 History of Railways Wireless Communication Systems Model based approach for wireless communication railway system has implemented using GSM-R in Europe. GSM-R is actually a 2G sim technology.

GSM-R is used for voice communication with the traffic controller and for data communication between the train and the RBC (Radio Block Centre). This works as follows: when a train passes over a transponder (balise), its exact speed and location are automatically transmitted to the control center. The control center then sends back to the train a permission to enter the next track, as well as the allowed maximum speed. This makes trackside signals redundant.

Huawei, which is based in China, has installed eLTE systems in railways around the world, though Alstom was the first to test 4G communications. For instance, Huawei deployed an eLTE network on China's Zhengzhou Metro Line 1, providing bidirectional wireless channels for its ground-to-train voice and data services.This eLTE networks are 4G sim card technology.

But there is a problem. GSM-R is a second-generation telecommunications system, which means it is a long way behind today’s 4G technology, let alone 5G, which is expected to emerge around 2020. this is the reason why system engineers are going to implement 5G communication system for railways.

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Yıldırım Beyazıt Üniversitesi Mühendislik ve Doğa Bilimleri Fakültesi Staj Defteri Kısım: Tarih:08/08/2017 Yapılan iş: Sayfa no:13

Characteristic of a wireless communication system in the railways -Satellite on sensor for localization -Cloudy based control rail system -Sustainable energy -autonomous Railways switches -Remote dispatchers -Internet of thing Currently, the railway industry is looking to the 4G/LTE standards to form the basis of a successor to GSM-R as an ‘add-on’. However, another option is to influence the 5G standard to incorporate all the railway requirements?

Quality of service, interoperability and testing are seen as being of paramount importance, especially as there will be a step change in data rate and an order of magnitude improvement in performance and latency.

The European Union established a 5G Public Private Partnership (5GPPP) in 2013. This programme will invest an EU budget of €700m in research, development and innovation on 5G over the next six or seven years, matching a corresponding investment by industry.

With the dramatic increase in data throughput for 5G radio, additional spectrum will be required – but the problem is that radio spectrum is a finite resource with many competing uses. To date, the railway industry has been very fortunate in obtaining its own dedicated radio frequency spectrum bandwidth for GSM-R. However, it is very unlikely that the radio spectrum agencies will be able to continue to provide this luxury in the future, and railways will have to share radio spectrum with other users. This will be a challenge for the rail industry to accept, but providing rail-dedicated radio bandwidth is similar to providing each train operator with its own dedicated track. The latter is a wasteful use of limited resources and is not sustainable.

It will be interesting to watch the development of 5G over the next five years and to see if it will become a successor to 2G GSM-R.

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Yıldırım Beyazıt Üniversitesi Mühendislik ve Doğa Bilimleri Fakültesi Staj Defteri Kısım: Tarih:09/08/2017 Yapılan iş: Sayfa no:14

5G key Radio Access Technology: x10 spectrum efficiency – Use very narrow antenna beams for spatial user multiplexing: Massive MIMO x10 network density – Reduce deployment footprint: RF/Baseband functional split (RRH/BBU) – Optimize mobility: Control plane/User plane separation x10 spectrum – Aggregate bands including Millimeter wave bands (up to 100 GHz) – Reserve low bands for coverage and use millimeter wave bands.

– Reduce the minimum slot duration: mini-slot, shorter symbols – Distribute network intelligence close to the base stations: Edge computing

Important Advantages There are several advantages of 5G technology, some of the advantages have been shown in the above Ericsson image, and many others are described below − •

High resolution and bi-directional large bandwidth shaping.

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Technology to gather all networks on one platform.

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More effective and efficient.

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Yıldırım Beyazıt Üniversitesi Mühendislik ve Doğa Bilimleri Fakültesi Staj Defteri Kısım: Tarih:10/08/2017 Yapılan iş: Sayfa no:15

A) Steps to design Railways communication system using Matlab and Simulink Modeling with user-friendly editor Easy modeling of state charts realisation of test environment Automatic report generation Creation of graphical user interfaces Search for counter examples Perform format verification and property proving B) Steps to Test Railways communication system using Matlab and Simulink -Testing the model -create a rail network topology -Creating a parameter file -creating System test scenario -defining and checking expected behavior.

-Simulating the model -Modell's coverage analysis -Proving the requirements -Using Simulink design verifier

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Yıldırım Beyazıt Üniversitesi Mühendislik ve Doğa Bilimleri Fakültesi Staj Defteri Kısım: Tarih:11/08/2017 Yapılan iş: Sayfa no:16 TRAIN SATELLITE COMMUNICATION Train operators have recently begun to introduce various broadband services to enable passengers to stay connected while riding to work or traveling on vacation.

These include Internet connectivity and entertainment services for passengers, as well as operational control and security applications for personnel.

To support these applications, train operators require continuous broadband connectivity along the entire rail route. However, as these routes often pass through sparsely populated regions, cellular network coverage and WiFi availability can be spotty (at best). In addition, due to topology and rugged terrain, it is often simply not economical to build land-based communication infrastructures (e.g., cellular towers, fiber or copper).

So the real communication challenge for trains is to provide uninterrupted connectivity independent of the terrestrial infrastructure.The most cost-effective and often the only feasible solution for broadband connectivity on the move is satellite communication.

•

Cost-effective and easy to deploy

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No dependency on terrestrial infrastructure

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Specializes in “Communication on the move” technology

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Rugged, high performance solutions for any weather condition or physical environment

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Compliant with applicable ITU, ETSI and FCC regulations

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Compliant with EN 50155 train standard

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Yıldırım Beyazıt Üniversitesi Mühendislik ve Doğa Bilimleri Fakültesi Staj Defteri Kısım: Tarih:14/08/2017 Yapılan iş: Sayfa no:17

Visit of high speed train (YHT): On the third week of my internship I have visited the High Speed Train I saw many engineers and workers who were working on the a High Speed Train they tough me many things 1- how the train stars 2-how cabin does it have 3-how the mechanist use the train the fourth and most interesting was how to communicate the train with others I mean the communication system of the train which grab my attention the most. On the High Speed train we saw many devices the most important one is s7-200 that controls inside the train and maintenance.

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Yıldırım Beyazıt Üniversitesi Mühendislik ve Doğa Bilimleri Fakültesi Staj Defteri Kısım: Tarih:15/08/2017 Yapılan iş: Sayfa no:18 Your benefits: • Ready to use • Long-term compatibility and availability • For use in harsh environments • Modular expansion and scalability • Vibration-resistant • Maintenance-free, Fields of application: • Controlling with centralized and distributed I/O • Technological tasks • Fault-tolerant control • Fail-safe control Description of SIMATIC Controller (s7-200): The connection of SIMATIC S7-200 programmable controllers via communication processors permits the direct integration of the controllers into Industrial Ethernet. A SIMATIC S7-200 with STEP 7Micro/WIN can be configured, programmed and diagnosed remotely over Industrial Ethernet.

CP 243-1: Taking the load off the SIMATIC S7-200 CPU With the CP 243-1 communications processor, the user can quickly access S7-200 process data via Industrial Ethernet for archiving or further processing. The configuration support with STEP 7Micro/WIN ensures easy commissioning and user-friendly diagnostics options. Using OPC, an open data exchange with the PC application is possible.

CP 243-1 IT: High-speed access to SIMATIC S7-200 over the Internet High-speed configuration, programming and monitoring over Industrial Ethernet from a central location can save time and reduce costs considerably. The CP 243-1 IT enables access over the Internet, and the PLC can be linked universally and easily with different computers via FTP.

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Yıldırım Beyazıt Üniversitesi Mühendislik ve Doğa Bilimleri Fakültesi Staj Defteri Kısım: Tarih:10/07/2017 Tarih:16/08/2017 Yapılan iş: Sayfa no:19 no:26

Bus topologie :

Alternatively referred to as a line topology, a bus topology is a network setup in which each computer and network device are connected to a single cable or backbone. The following sections contain both the advantages and disadvantages of using a bus topology with your devices.

Advantages of bus topology It works well when you have a small network.

Easiest network topology for connecting computers or peripherals in a linear fashion.

Requires less cable length than a star topology.

Disadvantages of bus topology Difficult to identify the problems if the whole network goes down.

It can be hard to troubleshoot individual device issues.

Not great for large networks.

Terminators are required for both ends of the main cable.

Additional devices slow the network down.

If a main cable is damaged, the network fails or splits into two.

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Yıldırım Beyazıt Üniversitesi Mühendislik ve Doğa Bilimleri Fakültesi Staj Defteri Kısım: Tarih:17/08/2017 Yapılan iş: Sayfa no:19 Industrial telecommunication standards for s7-200 and it’s open platform communications (OPC): What is OPC? OPC is the interoperability standard for the secure and reliable exchange of data in the industrial automation space and in other industries. It is platform independent and ensures the seamless flow of information among devices from multiple vendors. The OPC Foundation is responsible for the development and maintenance of this standard.

The OPC standard is a series of specifications developed by industry vendors, end-users and software developers. These specifications define the interface between Clients and Servers, as well as Servers and Servers, including access to real-time data, monitoring of alarms and events, access to historical data and other applications.

When the standard was first released in 1996, its purpose was to abstract PLC specific protocols (such as Modbus, Profibus, etc.) into a standardized interface allowing HMI/SCADA systems to interface with a “middle-man” who would convert generic-OPC read/write requests into device-specific requests and vice-versa. As a result, an entire cottage industry of products emerged allowing end-users to implement systems using best-of-breed products all seamlessly interacting via OPC. Initially, the OPC standard was restricted to the Windows operating system. As such, the acronym OPC was borne from OLE (object linking and embedding) for Process Control. These specifications, which are now known as OPC Classic, have enjoyed widespread adoption across multiple industries, including manufacturing, building automation, oil and gas, renewable energy and utilities, among others.

With the introduction of service-oriented architectures in manufacturing systems came new challenges in security and data modeling. The OPC Foundation developed the OPC UA specifications to address these needs and at the same time provided a feature-rich technology open-platform architecture that was futureproof, scalable and extensible.

Today the acronym OPC stands for Open Platform Communications.

These are just some of the reasons why so many members and other technology organizations (collaborations) are turning to OPC UA for their interoperability platform.

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Yıldırım Beyazıt Üniversitesi Mühendislik ve Doğa Bilimleri Fakültesi Staj Defteri Kısım: Tarih:18/08/2017 Yapılan iş: Sayfa no:20 SIMATIC TD 200: Notice on declaration of maturity Effective October 01, 2012, the products listed below were declared mature products.

The products are only available as spare part via our spare-parts service (EDN stock).

Our 10-year spare part and repair commitment also began on Oct. 01, 2012; during this time we guarantee the availability of compatible spare parts for existing installations.

SIMATIC HMI accessories will be normally available for these products until Oct. 01, 2022.

The TD 200 is the proven HMI device for the SIMATIC S7-200. In addition to the display of alarm texts, it enables interventions in the control program (e.g., setpoint value changes) or the setting of inputs and outputs Data Access Data Access: Fernhill SCADA provides a range of open standard interfaces and application interfaces (API) to access PLC data:

Siemens S7-200 Ethernet Setup Guide: Introduction Siemens S7-200 PLCs with firmware version 1.21 and higher fully support the CP243-1 Ethernet communication modules. Software programs such as Fernhill SCADA can monitor and control S7200 PLCs via Ethernet using a CP-243-1 module.

Fernhill SCADA is multi-protocol Data Access software for PLCs supporting OPC, ODBC, and ADO.NET. Communication Overview A typical communication scenario is shown in this diagram: To establish communications between Fernhill SCADA and a Siemens S7-200 PLC in this scenario, you need to configure: The IP Address and connections of the CP-243-1 module, and Tags in Fernhill SCADA to represent the PLC and its communication channel.

The remainder of this article describes how to do this in more detail: http://www.fernhillsoftware.com/help/drivers/siemens-s7/plc-setup-ethernet-s7-200.html

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Yıldırım Beyazıt Üniversitesi Mühendislik ve Doğa Bilimleri Fakültesi Staj Defteri Kısım: Tarih:21/08/2017 Yapılan iş: Sayfa no:21 Visit of TCDD ulus we learned about the traffic control centers: On the fourth week of my internship I have visited TCDD ulus I went there and saw High speed train and talked to the engineers about the locomotive and their electrical part of their engines after that I moved with them to the rails and fixed balis and train traffic lights and I saw the dispatcher room and the electronic servers for trains

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Yıldırım Beyazıt Üniversitesi Mühendislik ve Doğa Bilimleri Fakültesi Staj Defteri Kısım: Tarih:22/08/2017 Yapılan iş: Sayfa no:22 Localizing the train with Balise: I went with engineers to the train rails and I they showed us a device by the name of Balise What is balise?

Balise Balise is an electronic beacon or transponder placed between the rails of a railway as part of an automatic train protection (ATP) system. Transmission device (passive transponder) that can send telegrams (or telepowering) to an on-Board subsystem passing over it. The on-board system tracks the train’s location by counting wheel rotations, and correcting at fixed locations known as balises. Balises constitute an integral part of the European Train Control System, where they serve as “beacons” giving the exact location of a train. A balise which complies with the European Train Control System specification is called a Eurobalise.

Eurobalise is the European system for the transmission of information relevant to safety between the train and the trackside equipment. It’s a function of ERTMS (European Rail Traffic Management System) and one of the sub-systems of ETCS (European Train Control System).

It is used at all ERTMS/ETCS application levels (Level 0, Level 1, Level 2, Level 3 and Level STM).

The Eurobalise system consists of: a. Balise: beacons, fixed or controlled type, situated along the railway track, which are energised and enabled to transmit only when the train antenna is above them; b. On-board transmission system: consisting of the antenna unit and BTM (Balise Module Transmission) function; c. Trackside signalling system: consisting of the LEU (Lineside Electronic Unit) and other external equipment involved in the signalling process.

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ERTMS Level 2

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The system function of balise information transmission system is accomplished by two signal transmission processes, i.e., the tele-powering transmission process where the on-board balise transmission module (BTM) radiates energy waves to activate the ground balise to start to work and the up-link signal transmission process where the ground balise transmits important control information to the train subsequently.

Through the two processes, the ground-train point-mode information transmission is achieved, and the telegram information including geographical position, route data and temporary speed limitis passed to the on-board unit which continuously calculates the dynamic speed profile from these data and other information concerning train performans, thus realizing the real-time supervision of train speed. Therefore, balise information transmission system is very important for train operation safety.

https://youtu.be/5K0ArMV1q8g http://www.railsystem.net

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Yıldırım Beyazıt Üniversitesi Mühendislik ve Doğa Bilimleri Fakültesi Staj Defteri Kısım: Tarih: 23/08/2017 Yapılan iş: Sayfa no:25

Railways dispatching system: Dispatcher An employee who supervises the train movements of a line or a certain area. A dispatcher may also perform the duty of a Train Control Operator And communicate with the trains mechanist in order to control the traffic management system

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Yıldırım Beyazıt Üniversitesi Mühendislik ve Doğa Bilimleri Fakültesi Staj Defteri Kısım: Tarih: 24/08/2017 Yapılan iş: Sayfa no:26 The features of railway traffic management system: http://www.hitachi-rail.com 1. Traffic Planning Creates train and staff rosters based on the traffic plan prepared, together with actual diagrams for the day's operations, and provides this information to the Operation Management System and operating companies.

2. Operation Management System Automatically controls and sets routes for trains based on the train diagrams from the traffic plan; in the event of operational disruption, it continues route control based on train diagrams changed using commands.

3. Power Supply and Infrastructure Provides centralized management from a central power-supply control center of the operational status of the electric- railway substations and station power-supply facilities; power-supply facilities are monitored and controlled based on the information processed.

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Yıldırım Beyazıt Üniversitesi Mühendislik ve Doğa Bilimleri Fakültesi Staj Defteri Kısım: Tarih: 25/08/2017 Yapılan iş: Sayfa no:27 Balancing train tires and electrical system:

The last day we worked the technician of the factory on balancing the train tires with balancing machines. I also learned how to measure efficiently using electronic rollers in order to remove short circuitry from the electrical tires of the train.

Power system simulation involves modeling power generation equipment, planning the integration of power plants onto the electric grid, and performing generator control system parameter estimation.

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Conclusion: I completed my internship at TCDD. I believe that it has been a good experience for me. It has several reasons. Firstly, I improved my technical knowledge of electronics and telecommunication.

I have gained many experiences about engineering and observed the facilities of the company. I believe that all of these will help me in my working life.

Moreover, during this internship I had chance to see how engineers achieve division of labor, team work in a laboratory and how big systems are divided into smaller systems and accomplished.

Everybody help me a lot to get used to the company. I want to thank them so much, for their help during my practise. They answered all my questions with patience.

In addition, during my internship I have understood that a big effort is needed to be a fine engineer.

You should always expand your knowledge, in other words you should improve yourself.

I noticed something during my intern days that increased the respect for my department. I have seen how things which we are learning at the university is important. They are using same methods that we learned in classes. That really became a motivation point for me. Finally I can really recommend this location to all the students for business life.

References: www.mathworks.com http://www.hitachi-rail.com

http://www.railsystem.net http://www.tcdd.gov.tr/

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