On the Concept of Information Technology-based Improvement of the Track FacilityManagement System on the Basis of Novel Innovative Technologies Maksim.

On the Concept of Information On the Concept of Information Technology-based Improvement Technology-based Improvement of the Track FacilityManagement of the Track FacilityManagement System on the Basis of Novel System on the Basis of Novel Innovative TechnologiesInnovative Technologies

Maksim Zheleznov

EU – Russia Workshop on Rail Research

16-18 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 impact2

Key problems solved by information technology-based development of the track facility management system

2Macromonitoring of the land under andaround the railway track

Determining areas of tightened control overtrack and infrastructure condition inconsideration of objects of critical environmental importance

Adjacent territory management forminimising negative impact

Determining the optimum boundaries of the easement area

Determining the optimum position of thetrack using traffic safety, economicand environmental criteria

3

A growing threat:macrodeformations of the railway track due to emergent natural and man-made phenomenawhere 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

4Stability control

of infrastructural facilitiesDetection

of potentially hazardous processes

A group of buildings near the track

(1958th km of track section 1-2) is

displaced by up to 8 mm/yr

Deformation from September 19, 1995 till October 31, 2008. Deformation rate 6.9 mm/yr

Key tools for solving emerging track facility problems

Establishing a system for operational monitoring of the impactthat 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 trackparameters on a macroterritory scale

Implementing a unified coordinate and time referencesystem for measuring the geometric parameters of thetrack superstructure

Supplementing the track facility managementsystem with information technologies and technical means for global track control

5

Existing information technology-based support for the track facility management system

2222Mobile transport items and machines for track monitoring and maintenance tasks

1111Complex of infrastructural technical solutions

Tools for totallocal control

Tools for totallocal control

Key information technology problems of track facility management

1.Lack of information continuity and homogeneity2.Relative nature of measurements3.Integrated defect assessment

Classification of track monitoring tools by levels

6

Information technology-based additions to the current track facility management systemIntroducing new technological levels

2222Mobile transport facilities and machines for track monitoring and maintenance

1111Complex of infrastructural technical solutions

Tools oftotal local

control

Tools oftotal local

control

4444Satellite radiolocation and video imagery

3333Land-based and airborne systems of remote track probing with GLONASS/GPS data control

Tools of globalcontrol

Tools of globalcontrol

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

10Stability 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, 2006. Deformation rate 6.9 mm/yr

Observation period, days (from Sep. 19, 1995)

Cumul. deformation Linear (cumul. deformation)

Cu

mu

lati

ved

efo

rmat

ion

, mm

12

Identifying deformations of the track and infrastructural facilities on a macroterritorial scale

Stage 1 Stage 2 Stage 3 Stage 4 Stage 5Ordering and receiving satellite imagery for the

area of interest

Primary processingof remote

sensing data

Theme-based processing and creating

a map of satellite monitoring of

potentially hazardous phenomena

Uploading the theme-based map to the

GeographicInformation 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 3–41

2

3

1 – Emergency situation epicentre

2 – Crash site 3 – Possible area of emergency spread

Site of a crash caused by floodwater track erosion after heavy rains

13

Detecting potential hazards for the trackStage 1. Detection and merging of matching satellite images by determining reference areas with high signal coherence

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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 territoriesFirst 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.

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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!