Automation of the Study of Railway Safety Subsystems Response

Valery Alexandrovich Sisin

, Olga Andreevna Sisina

and Nina Friedrichovna Sirina

Ural State University of Railway Transport, Yekaterinburg, Russian Federation

Keywords: Transport safety, act of unlawful interference, emergency, simulation modelling, information response,

railway.

Abstract: The problem of the safety of the functioning of railway transport and the effective response to contingency,

emergency situations, including acts of unlawful interference, is one of the main issues being solved as part

of the improvement of the country's railways. One of the parameters that determine the level of operational

safety is the response time to these events. The paper considers the issues of automation of the research model

of the reaction process of structural units of subsystems for ensuring the safety of the production process of

railways. Based on the results of early research conducted by the authors on the development of a simulation

model of the response process in the event of threats, acts of unlawful interference and other abnormal and

emergency situations, the software was developed, the principles of its operation and the simulation results

presented to the user are outlined.

1 INTRODUCTION

According to the Russian railways development

program, one of the main and urgent goals is to

increase the level of safety of the production process

(Reference information JSC "Russian Railways",

https://cssrzd.ru/). The achievement of this indicator

is expected to reduce the risks of human influence and

the development of automated systems (AS).

The safety of the production process, in this

article, is considered as countering the effects of all

kinds of abnormal, emergency situations leading to

violations of the normal functioning of the production

process, including traffic safety and possible

dangerous effects on participants in the transportation

process. From a similar position, the effect of the use

of AS is also considered.

The AS operated on the railways of Russia can be

conditionally divided into:

− Systems of control and operational

management of the transportation process that

minimize the risks of incorrect decision-

making by employees of structural divisions.

Such AS include systems used at all levels of

operational train traffic management and

https://orcid.org/0000-0003-1955-0080

https://orcid.org/0000-0002-9903-9751

https://orcid.org/0000-0001-9691-5181

responsible for: transportation management

(ASOUP), control and management of

operational work (DISCOR), accounting,

control of dislocation, analysis of the use and

regulation of the car fleet (DISPARK), train

traffic management (SAUDP), control and

analysis of operational works (OSCAR) and

others (Legkiy, 2018; Order of Russian

Railways JSC No. 769/r, 2018; Tushin, 2014).

− Traffic safety monitoring, forecasting and risk

assessment systems focused mainly on the

control of technical malfunctions. Such

systems are installed in specialized units

responsible for traffic safety. AS data include

systems responsible for monitoring:

elimination of failures of technical means and

analysis of their reliability (CAS ANT), the

work of the audit apparatus (AS RB),

situational analysis of traffic safety (ICSAR

SC) and others (SCBIST, http://scbist.com/).

The issues of the sustainability of the production

process of railways to the impact of abnormal,

emergency situations are relevant and are considered

in different countries in a number of positions, such

as improving the principles, strategies for organizing

364

Sisin, V., Sisina, O. and Sirina, N.

Automation of the Study of Railway Safety Subsystems Response.

DOI: 10.5220/0011587300003527

In Proceedings of the 1st International Scientiﬁc and Practical Conference on Transport: Logistics, Construction, Maintenance, Management (TLC2M 2022), pages 364-368

ISBN: 978-989-758-606-4

 2023 by SCITEPRESS – Science and Technology Publications, Lda. Under CC license (CC BY-NC-ND 4.0)

practical interaction of management bodies and

functional response subsystem based on statistical

indicators, and the creation of intelligent control

systems in real-time emergencies (Balboa, 2021;

Koshkarov, 2020; Jia, 2022; Jiyanbekov, 2019;

Taylor, 2017).

At the moment, there is no automated system on

the railways of Russia that allows automating the

process of receiving, processing, transmitting, storing

primary and subsequent updated information about

emerging abnormal, emergency situations, including

acts of unlawful interference (AUI) in the activities of

railways, in unified databases with access to them in

real time, providing the function decision-making

support to bring this information to the responsible

persons of structural divisions at all levels of the

territorial administration of railways, emergency

operational services operating within the boundaries

of the territorial entity in which this situation has

developed.

The presented process of responding to situations

leading to traffic safety violations will be further

referred to as the information response process, and

the AS being developed as an information response

automation system.

This article presents the results of constructing

and automating a simulation model of the information

response process, which allows us to evaluate the

parameters of the effectiveness of the functioning of

the information response system being developed for

railways.

Research in this area is carried out with the

support of federal budget funds within the framework

of the project "Development of the concept of digital

interaction of the organizational structure in

emergency situations and ensuring transport security

of railway transport entities".

2 MATERIALS AND METHODS

In the early studies conducted by the authors in this

area, based on the analysis of regulatory documents,

the structuring of the process of information response

to various emergency situations, including AUI, was

carried out. An algorithmic model of the response of

structural divisions of the railway, forces and units of

transport security and other security agencies at

transport infrastructure facilities and vehicles has also

been developed (Sirina, 2020; Sirina, 2022). The

1P1

2P1-1

3P1-1

4P1-1

2P1-2

3P1-2

1P2

2P2-1

2P2-3

3P2-1

4P2-1

2P2-2

2P2-4

3P2-2

Figure 1: Simulation model of information response of structural units responsible for safety on the railway.

Automation of the Study of Railway Safety Subsystems Response

365

simulation model of information response is shown in

Figure 1.

The architecture of the model includes

interconnected links (ZIR). Each link simulates the

work of an official of the structural unit responsible

for the response.

The first-order link 1P1 is the primary recipient of

information. There are also links of the same order

1P2 – 1P5. Figure 1 shows only the first-order links

1P1, 1P2. The architecture of all first-order links is

similar and is shown in Figure 2.

Each link generates time delays according to the

stages of servicing the received information. The

number of service stages and their characteristics

depend on the systems and means of communication

used in structural divisions.

In the chains of links 1P1, 1P2, there are

information response chains: 1P1 has a chain

consisting of second-order links 2P1-1, 2P1–2, 1P2 -

a response chain with links 2P2-1 – 2P2-4. The order

of the link starts from the link that is the primary

recipient of information about the emergency

situation.

The response chains of first-order links differ in

the architecture of interaction with higher-order links.

Higher-order links can also have their own response

chains with links of an even higher order. An example

is the information response chain of a third-order link

3P2-1 interacting with a fourth-order link 4P2-1.

Changing the time parameters of the response of

the links leads to a variation in the response time of

the entire structure, which has a direct impact on the

damage to the production process.

3 RESULTS AND DISCUSSIONS

In order to automate the study of the information

response model, software (AMIR software) was

developed. The software interface is shown in Figure

The software operates in two modes:

− the first one is designed to study a response

model that reflects the actual structure of

interaction over operational and technological

communication networks of the railway and

public telephone networks when interacting

with external response structures in which the

response process can be partially automated;

− the second is to study the information response

system when introducing functionality into it

Figure 2: Architecture of the information response link.

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366

that allows automating the process of receiving,

processing, transmitting, storing primary and

subsequent updated information, providing a

decision support function to bring this

information in real time throughout the

response structure.

The time parameters entered into the fields of the

working window are perceived by the system as

mathematical expectations of the laws of distribution

of these quantities. All parameters requested for

modeling are varied by the user.

In the field of the working window, the results of

the simulation of the information response process are

displayed as numerical with their unloading in the

form of data tables and in graphical form.

Graphical dependencies are presented to the user

in the same axes for the two modes of operation of the

model, which allows a comparative analysis of the

operation of the structure in the modes under

consideration. The displayed graphs demonstrate the

dependence of the time of receipt of information by

the response link.

According to Figure 3, the first-order links 1P1 –

1P5 are the primary recipients, i.e. information is

provided first to link 1P1, which transmits it to link

1P2, the latter in turn to link 1P3, etc. In turn, link 1P1

transmits information to the second-order links of its

response chain 2P1-1 and 2P1-2. Link 2P1-1 forms a

response chain with a third-order link 3P1-1, and the

latter with a fourth-order link 4P1-1.

The first-order link 1P2 forms a response chain

with the second-order links 2P2-1 – 2P2-4. Link 4P2-

1 is a fourth-order link in the response chain of link

3P2-1, and 3P2–1 is a third-order link in the chain of

link 2P2-4.

Thus, both modes of operation of the model are

characterized by an increase in the response time of a

link with an increase in its order within the response

chain formed by a lower-order link.

With the redistribution of responsibilities for

responding to higher-order links located in the

response chain of lower-order links, there is a

decrease in the response time of the links furthest

from the lower-order link.

4 CONCLUSIONS

The architecture of the simulation model can be

rebuilt by the user if it is necessary to change the rules

of interaction of structural units of the investigated

production process, as well as software automating

the process of model research.

Automation of the research process makes it

possible to significantly increase the efficiency of

obtaining data on response time parameters,

according to which it is possible to analyze and make

response forecasts. The simulation will also result in

obtaining optimal response parameters for various

combinations in the response architecture.

Determining the optimal response parameters will

allow, if necessary, to optimize the response

architecture, including when using an automation

system.

Figure 3: Program for automating the study of the information response process.

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367

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Electronic fund of legal and regulatory documents.

Reference information JSC "Russian Railways".

https://cssrzd.ru/orders/programm.html.

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