LIST OF TERMS AND ACRONYMS AND ABBREVIATIONS
Authentication -assuring that a message has not been modified in transit or while stored on a computer is referred to as authentication. It is one of the objectives of cryptography.
ADO.NET a set of computer software components that programmers can use to access data
Certificate -a data file that identifies an individual, organization, or business.
C# - an object-oriented programming language used with XML-based Web services on the.NET platform and designed for improving productivity in the development of Web applications.
Digital Signature - a small piece of code that is used to authenticate the sender of data.
DBMS Database management systems
Entity relationship (ER-diagram) a specialized graphic that illustrates the relationships between entities in a database
Entity Framework (EF) an open source object-relational mapping framework for the NET Framework
Extreme Programming (XP) a software development methodology which is intended to improve software quality and responsiveness to changing customer requirements
IITU International Information Technologies University
Internal rate of return (IRR) implicit annual rate of return the project generates
Key - a specific string of data that is used to encrypt and decrypt messages, documents or other types of electronic data. Keys have varying levels of strength.
Modelviewcontroller (MVC) a software architecture pattern which separates the representation of information from the user's interaction with it
Net present value (NPV) discounted value of forecasted project cash flows
Payback period (PP) number of years it takes to recover the initial investment
PC Personal Computer
UML Unified Modeling Language
SQL Structured Query Language
Simulation - something that is made to look, feel, or behave like something else especially so that it can be studied or used to train people
.NET a software framework developed by Microsoft that runs primarily on Microsoft Windows.
XAMPP - is APACHE distribution containing MySQL, PHP andPerl.
HTML Hyper Text Markup Language. The main markup language for creating webpages and other information that can be displayed in a web browser
3D Max - a professional 3D computer graphics program for making 3D animations, models, games and images.
INTRODUCTION
Economic and geographic features of Kazakhstan (vast territory, low population density, mineral resources located in different parts of the country, located between Europe and Asia) make its economy one of the most cargo intensity in the world and determine high dependence of the transport system [1].
The main share of terrestrial communications network paths falls on roads and railways (about 85.6 and 13.7 thousand km, respectively). The length of the airways is about 60 thousand km. Network density per 1000 sq. km area is about 5.2 km of railways, 1.5 km of inland waterways, 28.3 km of roads with hard surface that is much lower than those of developed countries.
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The purpose of the state transport strategy is the advanced development of a sustainable transport system that can promptly respond to the changes and fully meet the needs of the economy and population in transport services.
The fundamental challenge to securing the freight rail network is to protect against a constantly changing, unpredictable threat environment without impeding the continuous movement and free flow of commerce.
Rail transport is a means of conveyance of passengers and goods on wheeled vehicles running on rails. A freight train hauls cargo using freight cars specialized for the type of goods. Freight trains are very efficient, with economy of scale and high energy efficiency. However, their use can be reduced by lack of flexibility, if there is need of transshipment at both ends of the trip due to lack of tracks to the points of pick-up and delivery. Authorities often encourage the use of cargo rail transport due to its environmental profile.
And at this stage we would like to propose secure freight train routing system. The main solution is a creation of system that provides freight train security. The relevance of the diploma project is that freight train system has a big economic role. Relevance of the topic is that nowadays in Kazakhstan there is no such system with that provides clear routing system for freight train.
Thus, the purpose of the work is to develop the system for freight train routing system, which will store all the data of freight train, and propose secure freight train routing.
On this basis the main objectives of the study are identified:
to examine the theoretical sources of the subject of research;
to identify the problems of the subject;
to show the importance of the technology organization
The diploma project consists of introduction, four chapters, conclusion and bibliography. The first chapter, Review and Analysis, contains basic information about the problem, particularly, the theoretical basis for the development and the technological background. Also, the chapter describes and analyzes the role of transport system in Kazakhstan.
The second chapter, "Design and Software implementation" describes stages, structure and other details of the system development. Also, this chapter gives the system description with the architectural structure.
The third chapter, Economic efficiency of the project, presents information about economic justification of the project, including analysis and economic calculations.
The forth chapter, Labor safety and environmental impact, analyzes effect of the application on the environment and peoples health with relevant recommendations and calculations.
1 REVIEW AND ANALYSIS
This part Review and Analysis, contains basic information about the problem statement, particularly, the theoretical basis for the development. Also, the chapter describes and analyzes the existing solutions of the problem.
1.1 Transport system in Kazakhstan
The vast territory of Kazakhstan spans across 2.7 million km2. With a low population density, dissociation centers of industry and agriculture, and remoteness from world markets, the need for different modes of transportation in Kazakhstan are vital.
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Kazakhstan is committed to regional infrastructure development. According to Kazakhstan Ambassador to the U.S. Kairat Umarov, in 2014 Kazakhstan invested $18 billion to construct more airports, highways, and railroads.
Transportation by rail in Kazakhstan is very important. Kazakhstan Railways provide 68% of all cargo and passenger traffic to over 57% of the country. 15,333 km in common carrier service, excluding industrial lines.
Railway links with adjacent countries
Ø Russia - same gauge (former Soviet Union railway system)
Ø China same gauge
Ø Kyrgyzstan - same gauge (former Soviet Union railway system)
Ø Uzbekistan - same gauge (former Soviet Union railway system)
Ø Turkmenistan - same gauge (former Soviet Union railway system) (railway link opened in 2013, presently for freight)
Ø Caspian Sea - railhead 1,520 mm
The strategy of transport development in Kazakhstan until 2015 will be built 1600 km of new electrified and 2700 km of existing railway stations.
The main directions of the transport strategy [1].
Consideration of the development of individual modes of transport through the lens of the integrated development of the transport system and its goals and objectives allows the following main directions of the state transport policy, it is equally important for each mode of transport:
Ø Improvement of the system of state regulation of transport activities;
Ø Formation and development of transport infrastructure;
Ø Development of the market of transport services;
Ø Regional development of the transport system;
Ø Improving the security of transport processes;
Ø More efficient use of transit potential of Kazakhstan;
Ø Innovative development in the transport sector;
Ø Improving scientific and human potential in the transport sector.
1.2 Transport system objectives
Based on the goal and in accordance with the long-term socio-economic and geopolitical priorities of state strategic objectives of development of the transport system are:
Maximize the efficiency of transport processes and the reduction of transport component in the cost of final products in the domestic, transit and export-import traffic by improving the system of state regulation, increasing transport capacity and the use of modern technologies;
The integration of the transport system of Kazakhstan into the global transport system by increasing the level of development of transport infrastructure, the competitiveness of domestic carriers in the international market of transport services, as well as the effective use of transit potential;
Harmonization of national transport legislation with international standards in the framework of regional and international organizations such as the Eurasian Economic Community (EurAsEC), the Common Economic Space (CES), the Central Asian Community (CAC), the Shanghai Cooperation Organization (SCO), Organization for Economic Co-operation (ECO), the World trade organization (WTO), and the like), as well as through adherence to international treaties in the field of transport;
Strengthening of the common economic space and the development of inter-regional relations, as well as ensuring the availability of transport at a level guaranteeing social stability, through the development and efficient use of transport infrastructure;
Ensuring the safety of the transport processes, reduce the number and severity of accidents in the transport sector;
Ensuring environmental safety and rational use of energy resources through a focused public policy in setting environmental standards that meet international standards, and monitoring their performance.
Given the previously defined strategic objectives, the state policy on development of the transport system of Kazakhstan is based on the following main principles:
Vehicles must be accessible to the population
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The cost of transport services must be commensurate with the level of income of citizens of Kazakhstan. Regardless of where they live, every citizen of Kazakhstan should have guaranteed access to social infrastructure.
Vehicles must be safe for life and health
It must be kept to a minimum the impact of transport, as a source of heightened technogenic and ecological danger. Safety and environmental protection should be a conscious choice of society.
The transport system should promote the competitiveness of the economy.
Improving the competitiveness of the transport system depends on the level of infrastructure development and national operators. In turn, the competitiveness of the transport system should enhance the competitiveness of the economy and its integration into the world economy [2].
Vehicles must be developed in an integrated system
Certain types of transport should be considered and developed in the structure of an integrated transport system, harmoniously interacting and complementing each other. The development of transport and transport infrastructure should be linked to long-term programs of distribution of productive forces and the territorial development of Kazakhstan.
The use of transport infrastructure should be cost-effective
Direct and indirect taxes levied on transport infrastructure users, including transit traffic should to the greatest extent offset the cost of its maintenance and repair.
One of the foundations of ancient Rome might have been high-quality roads, some of which still exist. In the 30s of the last century in the US implementation of the long-term program of road construction was the most important yield factor of the Great Depression. For Kazakhstan, entering the top ten countries in the world by area, the task of transformation of geographical space in communication resource.
It is no coincidence, President Nursultan Nazarbayev, Kazakhstan put before the ambitious goal to become one of the thirty most developed countries, special attention is paid to development of transport infrastructure.
In the Address to the Nation "Kazakhstan's way-2050: Common goal, common interests, common future," the president said: "Transport infrastructure - is the circulatory system of our industrial economy and society. I have said many times that a developed country can not exist without high-quality modern highways. In addition, Kazakhstan means of communication are important in terms of its location between Europe and Asia, North and South. "
At the government level, the development of transport and logistics complex Lex was carried out in the framework of the 2006 Transport Strategy of Kazakhstan till 2015, then under the program for accelerated industrial-innovative development was adopted for the development of transport infrastructure program for 2010-2014. In order to fulfill the tasks set by the President in the Strategy "Kazakhstan-2050", last year adopted a program of transport system development and integration infrastructure through 2020 [2].
This systematic approach has enabled our country in a short time to solve the problem, which in the first years of independence, looked formidable. Kazakhstan, while remaining formally state that has no outlet to the sea, in practice, access to the sea itself provided. Today, through the system of modern railways, we are connected to ports on the Pacific, Indian and Atlantic oceans. In addition, our country is at the center of international transport corridors "East-West" and "North-South" linking Europe to India and China.
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World practice of international transport shows that the competitiveness of transport routes is not only connected with the solution of technical problems. Most crucial of all stakeholders agreed policy on the development of international transport corridors.
Kazakhstan's multi-vector foreign policy, to ensure a high level of political and economic partnership with all parties involved in the creation of international transport corridors, become intangible, but extremely important factor in the development of the transcontinental transit.
1.3 Analysis of transport system condition
The transportation system of Kazakhstan is a complex comprising according to the Law of the Republic of Kazakhstan "On transport in the Republic of Kazakhstan" dated 21 September 1994, rail, road, sea, inland waterway, air, urban electric, including underground, and in the territory of the Republic of Kazakhstan main pipeline transport [3].
Economic and geographic features of Kazakhstan (vast territory, low population density, mineral reserves are located in different parts of the country, located between Europe and Asia) make its economy one of the most cargo intensity in the world and determine high dependence of the transport system. The main share of terrestrial communications network paths falls on roads and railways (about 85.6 and 13.7 thousand km, respectively). The length of the airways is about 60 thousand. Km. Network density per 1000 sq. km area is about 5.2 km of railways, 1.5 km of inland waterways, 28.3 km of roads with hard surface that is much lower than those of developed countries (see. Table 1.1).
Table 1.1- Comparative length and density infrastructure of individual modes of transport
| Country/ Index | The railway network, km | Density of railway network, km / thousand. km2 | Extension roads, km | The density of roads, km / thousand. km2 | Inland waterways (exploited), km |
| Kazakhstan | 5,2 | 28,3 | |||
| Canada | 49,8 | ||||
| USA | 430,7 | ||||
| Mexico | 54,8 | ||||
| Australia | 40,9 | ||||
| Germany | 646,3 | ||||
| Argentina | 22,9 | ||||
| Ukraine | 271,5 | ||||
| Nigeria | 65,0 |
Between 1999 and 2003, Kazakhstan's economy in terms of GDP growth amounted to 45.1%. The growth of production of goods and services amounted to 52.4% and 41.1%, respectively. The volume of cargo transportation by all transport means increased by 59%; passengers - 17% (See Table 1.2).
Table 1.2 The main indicators of transport work for 1999-2003
| Index | 2003/1999 | |||||
| Transportation of goods, mln. Tons | 159,2% | |||||
| Turnover mln. | 172,6% | |||||
| Transportation of passengers, mln. | 117,2% | |||||
| Passenger turnover, mln. | 151,8% |
The volume of traffic on the various modes of transport is distributed as follows (Table 1.3)
Table 1.3 The volume of cargo transportation by types of transport.
| All types of transport | 2003/ 1999 | |||||
| 976,8 | 1168,7 | 1270,2 | 1408,5 | 1536,2 | 157% | |
| including: | ||||||
| Railway, mln. Tons | 133,7 | 171,8 | 183,8 | 178,7 | 202,7 | 152% |
| Cars, mln. tonnes | 825,8 | 982,0 | 1076,9 | 1219,3 | 1313,0 | 159% |
| river, mln. tons | 0,1 | 0,5 | 0,5 | 0,5 | 0,5 | 367% |
| Air, ths. Tons | 17,2 | 14,4 | 9,0 | 10,0 | 20,0 | 116% |
In the period of 1999-2003 there was a growth in the number of passengers for the following types of transport: road - by 19%, river - 100% air - 68%. On the contrary, for certain types of transport there was a decrease, respectively: Train - by 6% and the city electric - 6%.
The growth of road transport corresponds to the global trend of the transition of passengers from rail to road transport associated with an increase in the proportion of "commercial carriers" and the increasing number of vehicles in private use. The simultaneous increase in the volume of air travel, with a decrease in rail traffic volumes, indicates the beginning of recovery of civil aviation and some growth of welfare of citizens.
Despite these positive trends, at the present stage of the transport sector in Kazakhstan it is characterized by poor state of fixed assets, obsolete and poorly developed infrastructure and technology.
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Due to the chronic under-financing of rail transport was the accumulation of physical depreciation of fixed assets, which today amounts to more than 60%. The industry uses technical and outdated rolling stock model, track equipment, worn and outdated design of the path of technology of repair and maintenance of fixed production assets. Low efficiency of the operation of systems requires high operating costs in order to maintain fixed assets in working order.
Thus, the technical condition of the roads have a direct impact on the environment. To reduce emissions to an acceptable level, along with the technological improvement of vehicles necessary measures to improve road infrastructure.
Certain comparative information on permitted axle loads in a number of foreign countries are shown in Table 1.4
Table 1.4 Comparative analysis of the permissible axle load a number of foreign countries
| Country | Maximum weight (tons) | Maximum length (meters) | Maximum weight dual axis (tons) |
| Kazakhstan | |||
| Canada | 62,5 | ||
| Netherlands | |||
| Australia | 62,5 | 16,5 | |
| Sweden | |||
| USA | 16,8 | ||
| EU Countries | 18,75 |
1.4 Elements of transport safety
Given the projected increase in short term traffic volumes and the level of motorization, today there is an urgent need for effective measures to prevent the increase of accidents in the transport and security of transport processes.
In order to implement a transport security policy, the state should ensure that on the one hand, liberalization, simplification of procedures, on the other hand, transparency, control and prevention.
To enhance the security of transport processes must be:
Ø Improving the efficiency and the systematic control of technical condition of vehicles;
Ø The creation of a unified system of training, certification and licensing of safety in all modes;
Ø The active introduction of modern, highly reliable machinery and equipment, diagnostics and repair;
Ø Raising the level of professional training of transport operators;
Ø Ensuring that the processes of the organization and implementation of passenger and cargo transportation requirements;
Ø Collection, processing and analysis of information on accidents in order to identify the causes and take measures to prevent and reduce the number of such incidents;
Ø Implementation of the provisions of the international treaties of the Republic of Kazakhstan and resource support of the transport safety system.
Modern and efficient security system should be set up in transport, the ability to prevent the possibility of terrorist attacks and other illegal procedures in a safe and smooth transport activities. The introduction of such a system should comply with international best practice, do not degrade the quality of passenger service and to comply with their constitutional rights.
To improve the environmental safety of transport and reducing the negative impacts of transport processes on the environment, public policy in this area will include:
Ø Limiting and phasing out imports of vehicles that do not meet environmental requirements, through the design and implementation of appropriate monitoring systems and the use of economic incentives;
Ø Transition to international standards of environmental safety of vehicles, including transit traffic;
Ø Increasing the responsibility of owners and operators of the transport infrastructure for the infliction of damage to the environment as a result of operation of the infrastructure, including the creation of (retrofitting) Services of ecological control and ensuring their regular reporting to the central competent authority;
Ø Development of monitoring and improving the responsibility system of contracting and engineering consultancy agencies for violation of environmental regulations and causing damage to the environment as a result of construction, repair, maintenance and other work on transport infrastructure with the use of appropriate measures in the framework in the field of environmental protection legislation [3].
Basic principles:
Ø The priority of the life and health of citizens on the results of economic activity;
Ø Priority of state responsibility on the citizens' responsibility;
Ø Domestically produced and imported vehicles must comply with the standards of environmental safety and security of the transport processes.
Strategic emphases:
Ø Improving the monitoring system to ensure the safety of technological processes, air, land and water modes of transport;
Ø Increase the level of reliability and security of transport infrastructure and maintenance processes;
Ø Stricter environmental requirements for mobile sources of pollution, improvement of the monitoring system, law enforcement, and increased responsibility.
2 DESIGN AND SOFTWARE IMPLEMENTATION
This part describes stages, structure and other details of the web system development. It also contains stages, structure and other details of the system development. And this chapter presents the design, results of object-oriented analysis with the use case and state transition diagrams.
2.1 Development of system
Identifying users roles: The analyst considers all of the roles that are played in different scenarios by end users, system administrators, external software (considered as active agents for the purpose of analysis), and etc. Each active role must be modeled in the use case diagram and in the use case scenarios where applicable. Constructing use case diagrams: The analyst enumerates all of the system's functions by drawing a use case diagram in UML, which links the user (and active agent) roles to the behaviors supported by the system [4]. Writing use case scenarios: For each use case, the analyst writes a textual description of the steps the software should take in order to achieve the desired result, taking into account both normal scenarios (where the interaction proceeds as expected) and abnormal scenarios (where some error occurs, either as a result of an unexpected user action or some environmental condition). The use case scenarios are written in plain English, from the user's point of view (when the software is an interactive product), or from the administrator's point of view (when the software is a system-level product). Use case scenarios are extremely useful in eliciting more detailed information about the required software behaviors in different modes of operation. They also serve as an initial basis for the class modeling step in analysis [5].
Defining User Roles
Before the analyst can construct use case scenarios and use case diagrams for an object-oriented software system, he or she must first identify all of the different roles played by various entities during the operation of the software [6].
Although the focus is typically on the end user of the software, who will invoke most of the functionality of the software and interact directly with the software during its operation, there are other important roles to consider as well:
Ø Installer/maintainer: If the software includes modules or routines that support installation and/or regular maintenance of the system, then the role of system installer or system maintainer must be considered, and use cases must be defined for the various types of installation or maintenance activities.
Ø "Expert" user vs. "first-time" user: Some software products support multiple levels of functionality that are targeted at different groups of users with varying degrees of education, skill, etc. If the software is intended to function differently depending on the user's skill level, then a use case must be defined for each functionality where different user categories are supported.
Ø Integrated software: If the system to be built will be integrated with other software systems as part of an integrated product, then the internal analysis of the other software falls outside the scope of the use case analysis. The other software system can be modeled as a separate role or agent.
Ø External systems: Software systems that provide networked information services interact with a variety of external systems. For example, e-commerce applications must interoperate with remote search engines, database back-end servers, etc. These external systems are also modeled as separate roles or agents, distinct from the software being analyzed. A similar approach is taken when analyzing software that is intended to provide integrated services, with all the external client programs modeled as separate roles or agents. External systems also include the remote sensors, data entry devices, etc. that are part of a real-time control system.
It is important to distinguish the different roles before creating the use case diagram, for two reasons:
Ø Identifying the different roles and their categories of use allows the analyst to enumerate fully the different use cases that the software must handle;
Ø A good design depends on clear identification of both users and external systems with which the software must interact [7].
Use Case Diagrams in UML
After identifying the different user roles and external software modules, the analyst draws use case diagrams, whichidentify the primary functionalities of the software in relation to the different user roles. Once the use case diagrams are complete, the analyst can then write detailed use case scenarios that break down the primary functionalities into specific steps [8].
We will use the graphical notation of the Unified Modeling Language (UML) to construct use case diagrams. UML is a very comprehensive, modular notation system that covers many software-modeling activities. In this course, we will use various aspects of UML that are pertinent to the activities we present, but we will not be covering the entire UML as shown in Figure 2.1.
Figure 2.1- Use Case diagram of transport system
A use case diagram is a simple graphical representation of the different user roles, and the use cases (types of software behavior) in which they can participate. A use case diagram contains the following elements, which are illustrated in Figure 1 above:
Actors: Actors are represented as stick figures, and are associated with particular user roles. A labeled stick figure is drawn to indicate each user role or external system that has been identified.
Use cases: Use cases are represented as ovals, and are associated with particular primary functionalities (tasks) that are carried out by the software (the UML standard refers to a use case as a "coherent unit of functionality"). A labeled oval is drawn to indicate each use case that should be covered by the system. A straight line is drawn between each use case and the actor or actors that participate in the task defined by the use case.
Relations: It is possible to define relationships between use cases. This is especially desirable when one use case forms a coherent sub-part of another task or use case.
System boundary: In order to distinguish clearly between the use cases provided by the system and those provided by the actors (users and external agents), a labeled rectangle is drawn around the use cases provided by the software. The system boundary is often omitted when the use cases in the diagram are all associated with a particular software system. However, it is sometimes necessary to model how the same actors interact with different systems, or how systems themselves relate to one another, as in the example of a client-server architecture. In such cases, it is necessary to include the system boundary.
It is important to note that a single use case (or primary functionality) might be associated with many different use case scenarios. While a use case represents a single type of use (for example, saving a file to the local hard drive), the use case scenarios enumerate all types of interactions that might take place when the associated use case is carried out. In this example, the scenarios should describe trying to save a file when the hard drive is full, canceling a request to save a file to disk, and so on [9].
