Maksim Zheleznov EU – Russia Workshop on Rail Research 16-18 October 2012, Moscow

1. 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 16-18 October 2012, Moscow VZNIIZhT(JSC Railway Research Institute)

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

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

4. 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 long heavy trains on the track Deformation from September 19, 1995 till October 31, 2008. Deformation rate 6.9 mm/yr A group of buildings near the track (1958th km of track section 1-2) is displaced by up to 8 mm/yr impact of large-scale natural and man-made objects and phenomena on the track Detectionof potentially hazardous processes Stability controlof infrastructural facilities

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

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

7. Mobile transport facilities and machines for track monitoring and maintenance Satellite radiolocation and video imagery 2 4 Complex of infrastructural technical solutions Land-based and airborne systems of remote track probing with GLONASS/GPS data control 1 3 Information technology-based additions to the current track facility management system Introducing new technological levels Tools of globalcontrol Tools oftotal localcontrol

8. New technological capabilities • 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.) • It is possible to manage track monitoring and maintenance adaptively (managing monitoring frequency, maintenance works, etc.) • 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.)

9. 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” Determining geometric track parameters. Establishing the“absolute axis”and refining the easement area boundaries. Using the method of differentiating (decomposing) large-scale data to obtain the entire pictureinstead of the conventional integration of differential measurements!

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

11. Plot of critical deformations 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 Cumulativedeformation, mm Observation period, days (from Sep. 19, 1995) Cumul. deformation Linear (cumul. deformation)

12. Identifying deformations of the track and infrastructural facilities on a macroterritorial scale A potentially dangerous track section

13. Monitoring zone for a field inspection: level 1 Site of a crash caused by floodwater track erosion after heavy rains Monitoring zone for land-based survey: level 2 2 3 Monitoring zone for satellite survey: levels 3–4 1 1 – Emergency situation epicentre 2 – Crash site 3 – Possible area of emergency spread Operational track monitoring in emergency situations and dangerous events

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

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

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

17. Appearance of a new threat to the track 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 new river bed dangerous proximity old river bed

18. KEY CONCLUSIONS • New ways are gaining popularity for assessing the consequences of increased impact on the track — macroterritorial deformations. • It is advisable to carry out track monitoring using global control tools within a unified trunk line reference system. • 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. • Satellite technologies allow monitoring of the appearance and development of phenomena that threaten the track on a macroterritorial scale. • It is advisable to supplement the information technology component of track facility management with global monitoring technologies.

19. 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”

20. Thank you!