On the Concept of Information Technology-based Improvement of the Track FacilityManagement System on the Basis of Novel Innovative Technologies Maksim Zheleznov EU – Russia Workshop on Rail Research October 2012, Moscow VZNIIZhT ( JSC Railway Research Institute)

Strategic areas of information technology-based improvement of the track facility management system Developing the techniques and means for determining the optimum position (“absolute axis”*) of the railway track and bringing the track into this position 1 Developing the techniques and means for comprehensive management of the land under and around the railway track 2 * “absolute axis” is the optimum position of the railway track determined in account of the criteria of traffic safety, economy and environmental impact 2

Key problems solved by information technology-based development of the track facility management system 2 Macromonitoring of the land under and around the railway track Determining areas of tightened control over track and infrastructure condition in consideration of objects of critical environmental importance Adjacent territory management for minimising negative impact Determining the optimum boundaries of the easement area Determining the optimum position of the track using traffic safety, economic and environmental criteria 3

A growing threat: macrodeformations of the railway track due to emergent natural and man-made phenomena where no macrocontrol system is in place impact of large-scale natural and man-made objects and phenomena on the track Impact of long heavy trains on the track 4 Stability control of infrastructural facilities Detection of potentially hazardous processes A group of buildings near the track (1958 th km of track section 1-2) is displaced by up to 8 mm/yr Deformation from September 19, 1995 till October 31, Deformation rate 6.9 mm/yr

Key tools for solving emerging track facility problems Establishing a system for operational monitoring of the impact that dangerous objects and phenomena exert on the track Establishing a system for continuous monitoring of macroterritorial impact on the track Establishing a system for determining geometric track parameters on a macroterritory scale Implementing a unified coordinate and time reference system for measuring the geometric parameters of the track superstructure Supplementing the track facility management system with information technologies and technical means for global track control 5

Existing information technology-based support for the track facility management system 22 Mobile transport items and machines for track monitoring and maintenance tasks 11 Complex of infrastructural technical solutions Tools for total local control Key information technology problems of track facility management 1.Lack of information continuity and homogeneity 2.Relative nature of measurements 3.Integrated defect assessment Classification of track monitoring tools by levels 6

Information technology-based additions to the current track facility management system Introducing new technological levels 22 Mobile transport facilities and machines for track monitoring and maintenance 11 Complex of infrastructural technical solutions Tools of total local control 44 Satellite radiolocation and video imagery 33 Land-based and airborne systems of remote track probing with GLONASS/GPS data control Tools of global control 7

New technological capabilities 1. It is possible to estimate the position and geometrical parameters of the track in combination with engineering structures on a macroterritorial scale (displacement of infrastructure elements, etc.) 2. It is possible to manage track monitoring and maintenance adaptively (managing monitoring frequency, maintenance works, etc.) 3. It is possible to detect the epicentres of potentially dangerous phenomena within large areas adjacent to the railway track (formation of water bodies, ravines, etc.) 8

Determining geometric track parameters. Establishing the “absolute axis” and refining the easement area boundaries. Step 1. Identifying discrete points on the track. Step 2. Determining the “absolute axis” for straight and curved track sections Step 3. Plotting transitional sections of the track’s “absolute axis” Using the method of differentiating (decomposing) large-scale data to obtain the entire picture instead of the conventional integration of differential measurements! 9

10 Stability control of infrastructural facilities Detecting potentially dangerous processes A group of buildings near the track is displaced by up to 8 mm/yr Identifying deformations of the track and infrastructural facilities on a macroterritorial scale

Plot of critical deformations 11 Identifying deformations of the track and infrastructural facilities on a macroterritorial scale Deformation from September 19, 1995, till October 31, Deformation rate 6.9 mm/yr Observation period, days (from Sep. 19, 1995) Cumul. deformationLinear (cumul. deformation) Cumulative deformation, mm

12 Identifying deformations of the track and infrastructural facilities on a macroterritorial scale Stage 1Stage 2Stage 3Stage 4Stage 5 Ordering and receiving satellite imagery for the area of interest Primary processing of remote sensing data Theme-based processing and creating a map of satellite monitoring of potentially hazardous phenomena Uploading the theme- based map to the Geographic Information System Creating a consolidated report on and recommendations for engineering works to be undertaken A potentially dangerous track section

Operational track monitoring in emergency situations and dangerous events Monitoring zone for a field inspection: level 1 Monitoring zone for land-based survey: level 2 Monitoring zone for satellite survey: levels 3– – Emergency situation epicentre 2 – Crash site3 – Possible area of emergency spread Site of a crash caused by floodwater track erosion after heavy rains 13

Detecting potential hazards for the track Stage 1. Detection and merging of matching satellite images by determining reference areas with high signal coherence Stage 2. Processing the images using a “coherence mask” to determine areas with the least signal matching and detect zones of potentially dangerous changes Stage 3. Railway track recognition and detecting the distance to the emerging object Drain disruption led to formation of a water body 14

Timeline of channel precipitation impact on the track on the Black Sea coast 15

Detecting track sections bearing a potential risk for adjacent territories First of all, consider large objects: high dams and deep excavations!!! Stage 1. Track recognition Stage 2. Establishing buffer zones adjacent to the track Boundary of maximum impact zone Boundary of possible impact zone Stage 3. Identifying significant objects on the adjacent territory This track section is the most dangerous in the event of a man-made accident (river bed is in the immediate vicinity of the track) Stage 4. Sorting track sections by hazard level and priority of diagnostic and maintenance works Section with a low probability of large- scale contamination (no objects to be affected or spread the contamination) 16

Appearance of a new threat to the track 17 Change of the Grachevka river bed near the Kuguty–Svetlograd railway section (204–205 km). Water erosion of the road bed, track depression up to 600 mm/yr, speed limit 40 km/h railway track old river bed new river bed dangerous proximity

KEY CONCLUSIONS 1. New ways are gaining popularity for assessing the consequences of increased impact on the track — macroterritorial deformations. 2. It is advisable to carry out track monitoring using global control tools within a unified trunk line reference system. 3. It is advisable to determine the geometrically optimal position of the axis — the “absolute axis” — to establish optimum permanent boundaries of the easement area and for other cadastral purposes. 4. Satellite technologies allow monitoring of the appearance and development of phenomena that threaten the track on a macroterritorial scale. 5. It is advisable to supplement the information technology component of track facility management with global monitoring technologies. 18

A FUNDAMENTAL SCIENTIFIC PROBLEM Initiate future-orientated scientific work: “Optimising the position of a railway track using a comprehensive set of criteria” Goal: develop a multifactor mathematical model and methodology allowing the railway track to be identified and brought into the optimum position, the “absolute axis” 19

Thank you!