International Scientific Siberian Transport Forum TransSiberia - 2021: Volume 2 (Lecture Notes in Networks and Systems, 403) 3030963829, 9783030963828

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Lecture Notes in Networks and Systems 403

Aleksey Manakov Arkadii Edigarian   Editors

International Scientific Siberian Transport Forum TransSiberia 2021 Volume 2

Lecture Notes in Networks and Systems Volume 403

Series Editor Janusz Kacprzyk, Systems Research Institute, Polish Academy of Sciences, Warsaw, Poland Advisory Editors Fernando Gomide, Department of Computer Engineering and Automation—DCA, School of Electrical and Computer Engineering—FEEC, University of Campinas— UNICAMP, São Paulo, Brazil Okyay Kaynak, Department of Electrical and Electronic Engineering, Bogazici University, Istanbul, Turkey Derong Liu, Department of Electrical and Computer Engineering, University of Illinois at Chicago, Chicago, USA Institute of Automation, Chinese Academy of Sciences, Beijing, China Witold Pedrycz, Department of Electrical and Computer Engineering, University of Alberta, Alberta, Canada Systems Research Institute, Polish Academy of Sciences, Warsaw, Poland Marios M. Polycarpou, Department of Electrical and Computer Engineering, KIOS Research Center for Intelligent Systems and Networks, University of Cyprus, Nicosia, Cyprus Imre J. Rudas, Óbuda University, Budapest, Hungary Jun Wang, Department of Computer Science, City University of Hong Kong, Kowloon, Hong Kong

The series “Lecture Notes in Networks and Systems” publishes the latest developments in Networks and Systems—quickly, informally and with high quality. Original research reported in proceedings and post-proceedings represents the core of LNNS. Volumes published in LNNS embrace all aspects and subfields of, as well as new challenges in, Networks and Systems. The series contains proceedings and edited volumes in systems and networks, spanning the areas of Cyber-Physical Systems, Autonomous Systems, Sensor Networks, Control Systems, Energy Systems, Automotive Systems, Biological Systems, Vehicular Networking and Connected Vehicles, Aerospace Systems, Automation, Manufacturing, Smart Grids, Nonlinear Systems, Power Systems, Robotics, Social Systems, Economic Systems and other. Of particular value to both the contributors and the readership are the short publication timeframe and the world-wide distribution and exposure which enable both a wide and rapid dissemination of research output. The series covers the theory, applications, and perspectives on the state of the art and future developments relevant to systems and networks, decision making, control, complex processes and related areas, as embedded in the fields of interdisciplinary and applied sciences, engineering, computer science, physics, economics, social, and life sciences, as well as the paradigms and methodologies behind them. Indexed by SCOPUS, INSPEC, WTI Frankfurt eG, zbMATH, SCImago. All books published in the series are submitted for consideration in Web of Science. For proposals from Asia please contact Aninda Bose ([email protected]).

More information about this series at https://link.springer.com/bookseries/15179

Aleksey Manakov Arkadii Edigarian •

Editors

International Scientific Siberian Transport Forum TransSiberia - 2021 Volume 2

123

Editors Aleksey Manakov Rector of the Siberian Transport University Siberian Transport University Novosibirsk, Russia

Arkadii Edigarian Far Eastern State Transport University Ulitsa, Khabarovsk Territory, Russia

ISSN 2367-3370 ISSN 2367-3389 (electronic) Lecture Notes in Networks and Systems ISBN 978-3-030-96382-8 ISBN 978-3-030-96383-5 (eBook) https://doi.org/10.1007/978-3-030-96383-5 © The Editor(s) (if applicable) and The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 This work is subject to copyright. All rights are solely and exclusively licensed by the Publisher, whether the whole or part of the material is concerned, specifically the rights of translation, reprinting, reuse of illustrations, recitation, broadcasting, reproduction on microfilms or in any other physical way, and transmission or information storage and retrieval, electronic adaptation, computer software, or by similar or dissimilar methodology now known or hereafter developed. The use of general descriptive names, registered names, trademarks, service marks, etc. in this publication does not imply, even in the absence of a specific statement, that such names are exempt from the relevant protective laws and regulations and therefore free for general use. The publisher, the authors and the editors are safe to assume that the advice and information in this book are believed to be true and accurate at the date of publication. Neither the publisher nor the authors or the editors give a warranty, expressed or implied, with respect to the material contained herein or for any errors or omissions that may have been made. The publisher remains neutral with regard to jurisdictional claims in published maps and institutional affiliations. This Springer imprint is published by the registered company Springer Nature Switzerland AG The registered company address is: Gewerbestrasse 11, 6330 Cham, Switzerland

Contents

Improving the Quality of Training Programs at Transport Universities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Liliya Golunova, Dmitry Tsvetkov, Andrey Privalov, Sergey Titov, and Aleksey Igumnov

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Formation of an Ontology-Based Model of Interaction Between the Railway Industry and Engineering Education . . . . . . . . . . . . . . . . . . . . Valeriy Khabarov and Irina Volegzhanina

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System Analysis of the Significance of Large-Scale Transport Projects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maksim Pyataev

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Optimization Interregional Input-Output Model of Railway Transport: A Tool for Appraisal of Large-Scale Infrastructure Investments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maksim Pyataev Modern Problems of Assessing the Work Efficiency of Train Dispatchers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Anatoly Davydov, Elena Sidenkova, and Igor Parshukov Analytical Review of Theoretical Approaches to the Formation and Accounting of the Innovative Potential of Transport Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vladimir Fedorovich, Tatiana Lunina, and Tatyana Fedorovich

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Methodological Approach to Qualitative Assessment of Operational Risks of a Transport Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tatyana Vladimirova and Victor Sokolov

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Development of Transportation Processes in Russia as a Basis for Making Management Decisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . Natalia Popova, Aleksey Dmitrenko, Marina Kvint, and Elena Sidenkova

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Features of Monitoring the Stress-Strain State of Structures During the Construction of Bridge Crossings . . . . . . . . . . . . . . . . . . . . . . . . . . . Ilya Zasukhin, Artem Ivanov, Pavel Kuzmenkov, Sergey Polyakov, and Ivan Chaplin

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Features of Scientific and Methodological Support of Personnel Training for Transport Complex . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Yuliya Anufrieva, Natalia Zhuravleva, and Lyudmila Makolova

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Teaching Foreign Language in Transport University Using Massive Open Online Courses: Pilot Study . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Artyom Zubkov

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Economic Assessment of the Innovative Potential of Transport Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101 Vladimir Fedorovich, Tatiana Lunina, and Tatyana Fedorovich Methodology for Assessing the Economic Stability of Sectoral Mesoeconomic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111 Vladimir Nekhoroshkov, Alyona Aroshidze, Peter Kurenkov, Sergey Vakulenko, and Nikolay Tushin Terminological Analysis of the Conceptual Apparatus of Assessing the Financial Stability of the Organization . . . . . . . . . . . . . . . . . . . . . . . 122 Tatyana Vladimirova, Larisa Kondaurova, Tatyana Satsuk, and Valentina Parshina Evolutionary Algorithms in Task of Forming Sequence of Commissioning of Transport Infrastructure Objects . . . . . . . . . . . . . 131 Valery Khabarov and Stanislav Petrov Assessment of Transport Corridors Efficiency in the Arctic Zone . . . . . 141 Maria Pak, Fatima Botasheva, and Svetlana Rachek Economic Efficiency of Transport Services for the Population During High-Speed Traffic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149 Valery Vorobyov and Yulia Berdysheva Lifecycle Parameters of the Project 2750 Rail Switch on Reinforced Concrete Rods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159 Nikolay Karpushchenko, Alexey Kolos, Roman Komardinkin, and Sergey Ackerman A Systematic Approach to Ensuring Traffic Safety of Railway Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170 Svetlana Bogdanovich, Olga Kiseleva, Sergey Kosenko, and Alexander Kabanov Digitalization Tools: Big Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 Elena Zharkova, Tatyana Ksenofontova, and Nadezhda Aleksandrova

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Monitoring and Technical Training Results’ Assessment of Specialists in NDT Inspection of Railway Transport Facilities . . . . . . . . . . . . . . . . 189 Daria Shkolina and Artem Popkov Impact of “Virtual Train Coupling” Technology on Railroad Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197 Ekaterina Klimova and Lilia Pilipushka Mathematical Modelling of Mixed Flow Train Delays . . . . . . . . . . . . . . 206 Ruslan Shmatkov, Tatiana Malakhova, Nikolay Tushin, and Tatiana Solod Simulation of the Movement of a Single-Car in a Sorting Tracks . . . . . 215 Konstantin Kornienko, Andrei Obukhov, Maxim Sokolov, and Iuliia Tanaino Interpretation of the Image of the Railway in the Painting in Europe and North America . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223 Elena Maltseva Philosophical and Artistic Image of the Railway in Russian Culture . . . 232 Natalia Martishina Selection of the Kinematic Scheme of the Rotation Mechanism of the Spreader Gripping Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241 Valery Anferov and Anton Kuzmin The Treating of Oily Wastewater with a Compact Mobile Unit . . . . . . . 250 Anatoliy Ryazantsev, Dmitry Glazkov, Rasul Akhtyamov, and Igor Gavrilin Analysis of Avalanche Hazard at Railway . . . . . . . . . . . . . . . . . . . . . . . 257 Valeryi Zamorin, Olga Dyomina, Elena Kornienko, and Anton Sokornov Technical State Monitoring of Automatic Control Systems . . . . . . . . . . 265 Viktor Kochergin, Pavel Plekhanov, Dmitry Roenkov, and Elena Bogdanova Logistics Issues in Railway Passenger Transportation Organization . . . 274 Rimma Pank, Vladimir Kostenko, and Artem Shmidt Ferrite Absorbers of Electromagnetic Radiation in Microwave Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284 Petr Pletnev and Yury Nepochatov Technologies for Applying Current-Heat-Conducting Copper Coatings on Corundum Substrates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 294 Petr Pletnev, Yuri Nepochatov, and Anastasia Denisova Research of Statistical Uncertainties in Measuring the Mass of a Car in Motion Under Repeatability Conditions . . . . . . . . . . . . . . . . . . . . . . . 304 Sergey Bekher, Andrey Benin, and Ivan Yaitskov

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Analysis of Frequency and Time Characteristics of the Vibration Acceleration Signal of Traction Electric Motor of Motor Car . . . . . . . . 313 Vladimir Vyplaven, Andrey Kolomeets, and Artem Popkov Determination of the Tightness of Bearing Rings of Axle Box Unit of Freight Car Bogie by the Method of Frequency Analysis of Free Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 324 Artem Popkov, Anna Ryzhova, and Vladimir Vyplaven Railway Safety Improvement System . . . . . . . . . . . . . . . . . . . . . . . . . . . 331 Aleksey Manakov, Ivan Kuten, Marina Kvint, and Egor Salomatov Modeling of Management Decisions Based on Diagnostics of the Personnel Potential of Railway Transport Enterprises . . . . . . . . . 340 Elena Kosorukova and Elena Surikova Computer Simulation of Electric Heating of Concrete Column . . . . . . . 349 Sergey Korobkov, Alexey Gnyrya, and Sergey Kuznetsov Organizing Construction Logistical Support . . . . . . . . . . . . . . . . . . . . . 358 Sergey Kuznetsov, Olga Demidenko, Natalia Volovnik, and Vitaly Kazakov Simulation of Heat Transfer Through External Enclosing Structures of Buildings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367 Evgeny Petrov, Sergey Korobkov, and Sergey Kuznetsov Specific Features of the Railway Polygon Operation with Empty Car Traffic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 376 Olga Yugrina, Larisa Zharikova, Aleksey Bessolitsyn, Kirill Godovany, and Gelera Chekmareva Information Modeling of Human Factor Influence on Organizational and Technological Reliability of Infrastructural Processes of Linearly Dispersed Objects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 385 Valery Vorobyov, Irina Gudkova, Irina Repina, Konstantin Gromenko, and Alexey Konkin Sustainability of Plans to Implement Large-Scale Railway Projects in the Eastern Part of the Russian Federation . . . . . . . . . . . . . . . . . . . . 394 Evgeny Kibalov and Dmitriy Shibikin Ensuring Hygienic and Environmental Safety at Transport Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402 Oksana Sachkova, Vladimir Aksenov, and Viktoria Shevchenko Results of Research on Toxicological and Biological Safety of Ahglomerating Hydrosorption Emulsator Designed for Dust Suppression During Coal Transportation . . . . . . . . . . . . . . . . . . . . . . . . 411 Oksana Sachkova and Vadim Samoilov

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Algorithm for Evaluating the Effective Methods of Staff Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 419 Anatoly Davydov and Igor Parshukov Foreign Language Learning Environment: A Case Study of STU . . . . . 429 Anastasiya Komkova, Elena Kobeleva, Elena Taskaeva, and Victoriya Ishchenko Increasing Effectiveness of Foreign Language Teaching of Transport University Students in Process of Online Learning . . . . . . . . . . . . . . . . 438 Artyom Zubkov Standardization of Education Content for Future Engineers Based on Ontologies (by an Example of Railway Transport) . . . . . . . . . . . . . . 446 Valeriy Khabarov and Irina Volegzhanina Development of a Friction Activation System for Locomotives . . . . . . . . 456 Igor Mayba Assessment of the State of the Geological Section at the Site of Railway Tunnel Construction Using Non-destructive Control Methods . . . . . . . . 463 Natalya Khamidullina and Mikhail Molev Research Study of the Tribological Properties of the Recovered Friction Pairs of Freight Cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 472 Gennadiy Darovskoy and Yuri Bobrikov The Moisture Uniformity Control of the Draining Soil Layers in the Roadbed Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 481 Viktor Yavna, Vladimir Shapovalov, Andrey Vasilchenko, and Andrey Morozov Allowing for Various Railway Project Phases Realization with Infrastructure Building Information Modelling of Railway Three-Dimensional Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 491 Anton Zavyalov, Alexander Semochkin, Andrey Bendik, and Alexander Kruglikov Theoretical Science of Creation of the Technology of Lubrication on the Basis of Specialized Railway Equipment . . . . . . . . . . . . . . . . . . . 501 Vladimir Shapovalov, Emin Feyzov, Vasiliy Mishchinenko, and Tatyana Sayamova Application of Elastic-Dissipative Characteristics of the Friction Contact Monitoring for the Study of Tribological Processes in the System “Railway Track-Rolling Stock” . . . . . . . . . . . . . . . . . . . . . . . . . 510 Pavel Kharlamov

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Geomechanical Assessment of the Transport Tunnel Linings Residual Resource with a Long Service Life . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 519 Andrey Sammal, Alexey Revyakin, and Ivan Voynov Comparative Analysis of Methods for Calculating the Load Capacity of a Metal Bridge Span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 529 Igor Martynyuk, Oleg Popov, Maxim Yashchuk, and Anastasia Opatskikh Stress State Assessment of the Rails Switches Under the Influence of Truck with the Axial Load 245 kN . . . . . . . . . . . . . . . . . . . . . . . . . . . . 538 Sergey Kosenko, Ivan Bondar, Mikhail Kvashnin, and Alexey Revyakin The Problem of New Dangerous Goods on Rail and Other Transport Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 547 Vladimir Medvedev, Mikhail Surkov, Zakhar Oshchepkov, and Maxim Rublev Functional Reliability of a Station Yard Under the Conditions of Nondeterministic Interaction with Private Railway . . . . . . . . . . . . . . 560 Elena Pserovskaya, Igor Kagady, Konstantin Zheldak, and Anastasiya Kim Analysis of the Process Efficiency of Wagon Repair Base Specialists’ Technical Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 570 Artem Popkov, Daria Shkolina, and Andrey Kolomeets Modeling the Value Chain for Suburban Passenger Companies . . . . . . 578 Lyudmila Arshba, Valeria Galter, and Yana Nikonova On the Need for Humanitarian Transformation (Harmonization) of the Management Process for the Specialists of Railway Transport Organizations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 587 Tatiana Shatunova Development of Effective Schemes for Junctions on Single-Track Line Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 595 Aleksey Dmitrenko and Namsrai Namzhildorj Improving the System of Rolling Stock Traffic by Means of Rational Location of Their Refueling Points on the Territory of Major Cities . . . 604 Aleksey Dmitrenko, Elena Lesnykh, and Alexey Lesnykh Trends in the Development of Snow Cleaning Equipment on the Runs and Station Tracks of Railroads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 613 Andrei Abramov, Mikhail Semenov, and Alexander Gerber Possibilities of Immune Intelligent Systems Application for Information System on Railroad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 621 Alexey Ulanov and Maria Lykova

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Research of Induction Heating of a Turnout Rail at an Increased Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 631 Leonid Uferev, Oleg Roshchin, Yurij Chepelev, and Dmitry Ermolenko Assessment of the Risk of Transport Accidents, Considering the Environmental and Operational Components . . . . . . . . . . . . . . . . . . . . . 640 Olga Domnina, Andrey Plastinin, and Valery Reshnyak New Approaches to Substantiating Investment Choices in Water Transport Using Digital Technologies . . . . . . . . . . . . . . . . . . . . . . . . . . 650 Olga Trukhinova Organization of Purification of Oil Bilge Water in the Operation of Inland Navigation Vessels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 659 Valery Reshnyak, Olga Domnina, and Andrey Plastinin Harmonization of International and National Requirements for Ship Recycling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 668 Victor Naumov and Irina Kochneva Assessment of the Possibility and Efficiency of the Use of Inland Water Transport in the Multimodal Transport System of the Northern Sea Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 678 Vladimir Kostrov, Dmitry Korshunov, and Ekaterina Nasedkina Formation of the Shipping Company’s Technical Policy . . . . . . . . . . . . 688 Mihail Sinitsyn, Viktor Buneev, Olga Domina, and Vladimir Tsverov Research of Integrated Marketing Communications in the Automotive Market . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 698 Olga Pitko Expanding the Participation of River Transport in the Basin Transportation of High-Tariff Cargo (On the Example of General Cargo Transportation Between the Regional Centers of the Volga Basin) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 707 Ella Niurkina and Sergey Niurkin Creation of a Logically Organized System for the Transportation of General Cargo by River Transport in the Conditions of a Developed Transport Network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 717 Oleg Niurkin and Sergey Niurkin Socio-economic, Legal and Informational Aspects of the Implementation of Management in the Transport Sector . . . . . . . . . . . . 726 Olga Pochekaeva, Sergey Yablochnikov, Irina Yablochnikova, Maxim Machiboroda, and Kirill Shakirov

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Calculation of the Cost and Operational Parameters of the Vessel Based on the Specified Profitability in the Operational and Technical Justification of River Cargo Vessels . . . . . . . . . . . . . . . . . . . . . . . . . . . . 736 Oksana Vasilyeva Analysis of the Risks of the River Port and Consumers in the Production and Delivery of Non-metallic Construction Materials . . . . . 745 Elena Zhendareva, Elena Kadnikova, and Viktor Popov Forecasting the Development of the Type of Economic Activity “Transportation and Storage” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 756 Dmitry Biryukov, Olga Rodkina, Ruslan Vakulenko, and Vladimir Kostrov The Impact of Risks on the Competitiveness of Road Construction Organizations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 765 Ruslan Vakulenko, Olga Vinogradova, Vladimir Kostrov, and Dmitry Biryukov Accounting for the Level of Coordination of Warehouse Work with Suppliers and Consumers When Justifying the Required Warehouse Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 774 Vladimir Tsverov and Dmitry Korshunov Modeling of Logistics Interaction of a Warehouse with Suppliers and Consumers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 784 Vladimir Tsverov and Dmitry Korshunov Modeling of Innovation Development of the Regional Transport System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 793 Pavel Zakharov, Irina Teslenko, Aleksey Gubernatorov, Janna Zakharova, and Valery Mineev Generational Theory: An Overview of the Research Conducted . . . . . . 802 Tatyana Zayko and Victoriya Vinichenko Integration of Inland Waterway Transport in the Supply Chains of Siberian Region . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 810 Sergey Maslennikov Digital Transformation of the Method of Solving Murders Committed in Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 818 Tatiana Migunova, Vladimir Tolstolutsky, and Maria Krylova The Factor of Innovation in the System of Assessing the Quality of Transport Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 827 Natalia Pumbrasova and Elena Upadysheva

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Prospects for the Development of Professional Training for the Transport Industry During Digitalization and Remote Work on the Example of VSUWT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 837 Zanna Pyzhova, Renata Karavashkina, Yulia Guro-Frolova, and Zhen Zhang Transport University as a Part of the Digital National Economy (In the Year of the 90th Anniversary of VSUWT) . . . . . . . . . . . . . . . . . 846 Igor Kuzmichev, Zanna Pyzhova, and Renata Karavashkina Urban Terrain as a Factor of Acoustic Pollution in the Port Area of Novosibirsk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 854 Dmitriy Panov, Oksana Roslyakova, Alexandra Panova, and Ekaterina Shilnikova Selection of the Features of the Claims Represented by a General Concept Instead of Using an Alternative . . . . . . . . . . . . . . . . . . . . . . . . 860 Pavel Bimberekov, Aleksandr Tokarev, and Ekaterina Kojevnikova Structure and Protective Properties of Plasma-Sprayed Coatings . . . . . 870 Alexander Tokarev Predictive Assessment of the Technical and Economic Effect of the Implementation of Automated Production Risk Management Systems at the Shipyard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 879 Oksana Pautova and Evgeny Burmistrov Problems of Astrogation Definitions of the Ship’s Position as a Backup Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 888 Viktor Sichkarev and Sergey Babich Integrating Simulation Model as a Universal Approach to Continuous Planning of River Fleet Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 896 Alexander Platov and Yuri Platov Development of Waterways in the Trans-Boundary Territory of the Selenga River . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 905 Tatayna Pilipenko and Dmitry Revazov Comparative Analysis of Dielectric Medium of Transformer Electrical Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 912 Vadim Manusov, Evgeny Semenov, Boris Palagushkin, and Sergey Reutov Energy Efficiency of Integrated Transport and Logistics Systems . . . . . 921 Anatoly Arkhipov and Sergey Maslennikov

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Assessment of the Impact of the Development of the Floodplain Part of the Ob River on the Safety of Navigation . . . . . . . . . . . . . . . . . . . . . 930 Tatyana Pilipenko, Tatyana Mikhaylova, Natalya Akhmatova, and Evgeny Suslikov The Maritime Law in the Middle Ages . . . . . . . . . . . . . . . . . . . . . . . . . 939 Tatiana Migunova, Tatiana Mineeva, and Ekaterina Bakulina The Problem of Determination of Guilt in Traffic Accidents with Intelligent Agent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 948 Irina Kiseleva, Vera Romanovskaya, Nikolay Ostroumov, and Faridun Zavurbekov Inland Waterways and Zones with Special Conditions for the Use of Territories: Features of Legal Regulation and Legal Protection . . . . . 956 Natalia Evdeeva, Renat Khaliullin, and Aksana Popova Legal Regulation of Public Transport Policy: History and Modernity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 965 Elizaveta Pahomova, Nadezhda Pankina, and Valentina Syrua The Role of Space-Time Characteristics in the Judicial Practice in Transport Cases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 974 Tatiana Tenilova, Natalia Verkhova, and Roman Shilov Planning the Technical Systems of Complex Objects Operation by the Using Strategies Based on the State-of-the Art . . . . . . . . . . . . . . . . . . . . 983 Damir Absalyamov, Yuriy Tupitsin, and Evgeniy Shishkin The Experimental Study of the Harmonic Composition of String Vibrations in the String Converters When the String Length and the Point of Application of the Excitation Pulse Change . . . . . . . . . 992 Nikolay Gusev, Alexandr Kucherenko, and Vladimir Maslov Development of a Model for the Restoration of Unique Buildings and Structures Based on the Risk of Emergency Situations . . . . . . . . . . 1001 Dmitry Mandritsa and Andrey Mironov Fundamentals of Electrophysical and Physico-Chemical Effects on the Intensity of Concrete Impregnation with Colloidal Solutions . . . . . . . . . 1010 Alexandr Avseenko, Anastasia Sychova, Denis Prishchepa, and Michael Yanchuk Mathematical Model of Concrete Hardening as a Result of Its Impregnation with Colloidal Solutions of Silicon Dioxide . . . . . . . . . . . . 1019 Anastasia Sycheva, Sergey Aleshichev, Vasily Gera, and Aleksey Shashkov

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Refractory Foam Concrete for Civil Projects . . . . . . . . . . . . . . . . . . . . . 1028 Anastasia Sycheva, Svetlana Ryabova, Andrey Solomakhin, Vitaly Kotovich, and Yuri Kamenev Determination of the Technical Condition of the Span Reinforced Concrete Beam by the Height Value of the Concrete Compressed Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1037 Fedor Kovalev, Aleksey Moxnatkin, and Alexandr Mirgorodskiy Precision Issues in Determining Areas of Water Catchment Basins When Designing Highway and Railroad Bridges and Pipes . . . . . . . . . . 1046 Andrey Nikitin and Arkadii Edigarian Challenging Issues of Long-Term Operated Roadbed on Berkakit-Tommot-Yakutsk Railway Line . . . . . . . . . . . . . . . . . . . . . 1054 Svetlana Zhdanova, Arkadii Edigarian, Oksana Neratova, and Natalia Nesterova Solving Stabilization Problems Roadbed on Berkakit-Tommot-Yakutsk Railway Line . . . . . . . . . . . . . . . . . . . . . 1061 Svetlana Zhdanova, Oksana Neratova, Arkadii Edigarian, and Nikolai Gorshkov Aspects of the Manifestation of Academic Procrastination Among 1st Year University Students in the Context of a Sustainable Worldview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1068 Darya Popova, Evgeniy Pronenko, and Margarita Belikova Educational Leaders Training in the Context of Digitalization . . . . . . . . 1075 Tatiana Shestakova, Aleksandra Shestakova, Ekaterina Belova, Elena Zinchenko, and Nikolay Fokin Genetic Predictors of Destructive and Constructive Forms of Digital Behavior of Young Adults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1085 Irina Abakumova, Pavel Ermakov, Ekaterina Denisova, Igor Kupriyanov, and Vladimir Volkov Algorithm for Calculating the Gib and Arm Gamma-Percentage Fatigue Life of the Overhead Gantry Crane for the Finite Volume Universe General Population . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1094 Anastasia Kotesova and Anatoly Kotesov The Material-Efficient Design of Bridges with the Use of FRP . . . . . . . . 1101 Luka Akimov, Kevin De Mei, Davide de Martino di Montegiordano, Vladimir Lvov, Nikolay Osipov, Anastasia Ostrovaia, Sergei Krasnozhen, Vladimir Badenko, and Vitaly Terleev

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Modeling the Hysteretic Soil Water-Retention Capacity and Eliminating the Undesirable «Pump Effect» . . . . . . . . . . . . . . . . . . 1112 Vitaly Terleev, Viktor Lazarev, Roman Ginevsky, Alexander Chusov, Kirill Moiseev, Wilfried Mirschel, Luka Akimov, Ielizaveta Dunaieva, and Aleksandr Nikonorov About the Training of Modern and Future Logistics Specialists . . . . . . 1123 Viktor Dubolazov, Zoia Simakova, and Olga Leicht Study of Experience in Blended Learning During the Pandemic: Comparative Analysis of Russian Universities . . . . . . . . . . . . . . . . . . . . 1131 Aleksandr Kozlov, Alina Kankovskaya, Anna Teslya, and Vladimir Zharov Design Thinking: A Tool to Increase the Competitiveness of an Online Store: An Empirical Study . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1142 Vladimir Naumov, Veronika Shoubaeva, and Olga Kalinina Instrumentation for Mastering Classification Trees to Develop Skills of Marketing Specialists in Organizations . . . . . . . . . . . . . . . . . . . . . . . 1151 Nikolai Pavlov, Anastasii Klimin, Dmitrii Tikhonov, and Aleksei Trykov The Enterprises Risk Management in the Context of Digital Transformation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1159 Svetlana Pupentsova and Maria Livintsova Methodological Foundations for the Development of IT Strategy and IT Budget of a Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1168 Elena Torosyan, Olga Tcukanova, Valeriia Breslava, Alisa Torosyan, and Viktoria Vilken Estimation of the Residual Resource of Engineering Systems and Equipment of Buildings and Structures by Normal Distribution . . . . . . 1178 Dmitry Korolkov, Denis Nizhegorodtsev, Vadim Klevan, Svetlana Golovina, and Tran Quoc Phong Effectiveness of the Use of Suspended Structures in Seismic Areas . . . . 1187 Tatiana Belash and Ilya Svitlik Models of Spatial and Planar Light Bar Structures in the Maple System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1196 Mikhail Kirsanov, Karina Buka-Vaivade, and Alexander Shirokov Research of the Stability of the Ground Slope . . . . . . . . . . . . . . . . . . . . 1204 Igor Gandelsman, Askar Zhusupbekov, and Artem Gandelsman Special Seismic Protection in the Design of Capacitive Structures . . . . . 1212 Tatyana Belash and Evgenii Dymov

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Influence of the Presence of Permafrost Foundations on the Seismic Resistance of the Frames of Multi-storey Buildings . . . . . . . . . . . . . . . . 1222 Tatyana Belash and Mikhail Belashov The Experience in Automating Scientific Research to Identify Dangerous Zones in the Near-Support Sections of Wooden Beams . . . . 1230 Vladimir Repin and Vadim Grinyov Theoretical Method for Calculating Sound Insulation of Sandwich Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1239 Vladimir Erofeev, Dmitriy Monich, and Stanislav Verichev Effective Concrete and Frozen Ground Stresses Under Uniaxial Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1248 Timmo Gavrilov, Elena Ratkova, Tatiana Stankevich, Gennady Kolesnikov, and Oybek Abdullayev Methodology for Modeling the Survivability of Multi-story Building Frames with Complex Stress Reinforced Concrete Elements . . . . . . . . . 1257 Nataliya Fedorova, Violetta Moskovtseva, Mikhail Medyankin, Marina Eniutina, and Phan Dinh Quoc Calculation of a Spatial Model of a Box-Type Structure in the LIRA Design System Using the Finite Difference Method . . . . . . . . . . . . . . . . 1267 Makhamatali Usarov, Davronbek Usarov, and Giyosiddin Mamatisaev Humidity Regime of a Double Wooden Wall Made of Rounded Logs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1276 Alexander Kuzmenkov, Svetlana Buryachenko, Dmitry Kuvshinov, Iana Karachentseva, Oksana Popova, Zahar Voronin, Filip Fedorik, and Antti H. Niemi Influence of Constructive Solutions of Buildings on the Organizational and Technological Parameters of Dismantling Works . . . . . . . . . . . . . . 1285 Dmitry Mazurin and Marina Dement’eva Determination of the Viscosity Modulus of Concrete Under StaticDynamic Loading Regimes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1294 Nataliya V. Fedorova, Ngoc T. Vu, Mikhail D. Medyankin, and Dinh Q. Phan Zoning and an Account for Soil Salination in the Design of Automobile Roads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1303 Abdubaki Kayumov, Rashidbek Hudaykulov, Azizjon Kayumov, and Nikolay Vishnyakov Quality Control of Repair and Construction Works in Ensuring the Operational Safety of Buildings and Structures . . . . . . . . . . . . . . . . . . . 1312 Evgeniy Degaev and Vadims Goremikins

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Improving the Efficiency of Developing Models of Construction Production Based on Modern Methods of Designing Organizational and Technological Processes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1319 Tatiana Barabanova, Svetlana Korol, and Valeria Antoniadi Structural Analysis of Labour Costs for the Construction of Buildings and Their Structural Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1327 Elena Korol and Galina Akopyan Determination of the Reduced Costs Carried Out in the Process of Operation of Buildings and Constructions . . . . . . . . . . . . . . . . . . . . . 1336 Rima Petrosyan, Roman Korol, Diana Antoniadi, and Tigran Ovsepyan Stress-Strain State and Bearing Capacity of Members Under Biaxial Bending . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1343 Natalia Vorontsova, Igor Rudniy, Sergey Bezlepkin, and Van-Phuc Phan Stress-Strain State and Dynamic Factor When Calculating for Progressive Collapse of Reinforced Concrete Structures . . . . . . . . . 1353 Anastasia Krasnikova, Igor Rudniy, Natalia Vorontsova, Lhodi Josue Kabasela, and Van-Phuc Phan Research of the Engagement of Liquid Aggressive Environment and Concrete . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1362 Sergey Fedosov, Varvara Roumyantseva, Igor Krasilnikov, and Irina Krasilnikova Technology for the Restoration of Wooden Beams by Surface Repair and Local Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1371 Anastasiya Lukina, Svetlana Roshchina, Mikhail Lisyatnikov, Nedgad Zdralovic, and Olga Popova Assessment of Wind Load on Billboards . . . . . . . . . . . . . . . . . . . . . . . . 1380 Ruslan Sharapov and Nina Lodigina Influence of Protrusions on Building Facades on the Distribution of Peak Wind Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1390 Elizaveta Zdanchuk, Olga Nikitina, Alexander Galyamichev, and Dmitrijs Serdjuks Experimental Research of Compressed Masonry Elements Made of Gas Silicate Blocks with Foam Concrete Cores . . . . . . . . . . . . . . . . . 1399 Mikhail Novikov, Andrey Goykalov, and Tatyana Bogatova Research of Parameters Affecting the Column-Foundation Joint Ductility and the Frameworks Frame Stress-Deformed Condition . . . . . 1407 Lyubov Astakhova, Ivan Astakhov, Alexey Kuznetsov, Anastasiya Yukhnina, and Viktor Tsyganovkin

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Research of Reinforced Composites of the Frame Structure . . . . . . . . . 1417 Vladimir Erofeev, Ruslan Salimov, Anna Dergunova, Vladimir Moiseev, Anna Piksaykina, Viktor Afonin, and Salman Dawood Salman Al Dulaimi Features of Calculating Pile Foundations in Karst Area . . . . . . . . . . . . 1426 Ruslan Sharapov and Nina Lodigina Calculation of Noise Regime in Urban Development Taking into Account Sound Reflection from Building Facades . . . . . . . . . . . . . . . . . 1433 Alexander Grechishkin, Alexander Antonov, Anastasia Putintseva, and Azama Nilas Geophysical Methods in Survey and Geotechnical Monitoring of Foundations and Underlying Soils . . . . . . . . . . . . . . . . . . . . . . . . . . . 1443 Elena Gryaznova Lightweight Construction Formed on the Basis of a Typical Reinforced Concrete Lattice Beam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1450 Alexander Gonshakov, Nazar Gonshakov, Marina Popova, Evgeniy Medvedev, and Olga Popova Geodesic Domes with Installing Floor Using a Cable Stay System . . . . . 1459 Alesya Romanovich, Mikhail Lisyatnikov, Anton Vlasov, and Valentin Aleksiievets Influence of Different Types of Aggregates on the Structural Properties of Fiber-Reinforced Concrete . . . . . . . . . . . . . . . . . . . . . . . . 1467 Vladislav Martinov, Mikhail Lukin, Vladimir Rimshin, Kazimir Rusak, and Andrey Ivaniuk Numerical Simulation of Transfer Processes in Multilayer Enclosing Structures of Buildings and Engineering Networks . . . . . . . . . . . . . . . . 1477 Renat Sadykov, Fail Ahmadiev, Renat Gizzyatov, Halim Ahmadiev, Aida Mukhametzianova, and Aliya Elemanova Modern Materials and Methods for Restoration of White Stone Structures of the XII Century on the Example of the Golden Gate in Vladimir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1486 Lubov Zakrevskaya, Ksenia Nikolaeva, and Gencho Panicharov Design of Special Mobile Structures for the Restoration of Overhead Power Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1496 Nikolai Senkin Process Simulation of Disruption of the Cargo Train Formation Plan at the Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1505 Aleksey Bessolitcyn and Olga Yugrina Analysis of Soil Contamination with Oil and Petroleum Products . . . . . 1514 Makhmud Abu-Khasan

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A Comparative Analysis of Methods for Assessing the Environmental Security of Territories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1523 Olga Kopytenkova, Viktoriya Ryabets, and Madzhmai Al Saud Saleh Yacoub Cyberattacks in the Water Transport Industry: Types and Diversity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1532 Aleksandr Alekseenkov, Daria Klyuchnikova, Natalia Dedova, and Sergey Sokolov Information Security Incidents in the Last 5 Years and Vulnerabilities of Automated Information Systems in the Fleet . . . . . . . . . . . . . . . . . . . 1541 German Danilin, Sergey Sokolov, Tatiana Knysh, and Vijendra Singh Mathematical Model of Intellectual Capital Management as the Basis for the Development of a Transport Company . . . . . . . . . . . . . . . . . . . . 1551 Vyacheslav Burlov and Alexandra Novikova Increasing the Efficiency of Thin-Film Silicon Solar Panels . . . . . . . . . . 1560 Konstantin Kim, Alexander Panychev, and Lyudmila Blazhko Author Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1569

Improving the Quality of Training Programs at Transport Universities Liliya Golunova1(B)

, Dmitry Tsvetkov1 , Andrey Privalov2 and Aleksey Igumnov1

, Sergey Titov3

,

1 Siberian Transport University, Dusi Kovalchuk 191, Novosibirsk 630049, Russia 2 Emperor Alexander I St. Petersburg State Transport University, Moskovskiy pr, 9,

St. Petersburg 190031, Russia 3 Ural State University of Railway Transport, Kolmogorov str. 66, Yekaterinburg 620034, Russia

Abstract. The quality of internal e-learning courses provided by transport universities and online courses on open platforms is analyzed in this article, and a comparative analysis of them is presented. The authors have summarized various approaches to the quality of electronic courses both abroad and in the works of domestic researchers. On the basis of the scientific and special methodical literature review, it was found that while developing and designing an electronic educational course, it is necessary to follow the key principles of the process of designing and developing a course, which determines the e-learning quality. The authors offered a system of e-courses quality indicators, which includes, in addition to traditional criteria, innovative ones, determined by digital teaching technologies, and is divided into three groups: organizational; didactic; technicalergonomic indicators. The article analyzed e-learning courses posted in the STU electronic information and educational environment, as well as external courses. The system of quality indicators developed by the authors made it possible to objectively assess the STU ESC, identify the problems, and outline the ways of improving the courses to improve their quality. In order to obtain a more objective assessment when processing the data, it is necessary to use the methods of mathematical statistics. The results of the study can be used for the examination of internal ESCs and the development of recommendations on the order of application of online courses in the educational process for individual disciplines. Keywords: Transport Education · Higher education · E-Learning course · Online course · Transport information technology · Curriculum quality · Digital pedagogical technologies · Interactive elements · Pedagogical design and engineering

1 Introduction The program “Digital Economy of the Russian Federation” (DE RF), and then the concept of “Digital Railroad” (DRR) within the framework of the Holding «RZD» Development Strategy for the period up to 2030 marked a certain stage of deep structural reforms in the transport sector. Understanding the upcoming organizational and technological © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 1–9, 2022. https://doi.org/10.1007/978-3-030-96383-5_1

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changes in the country and in the industry makes the university staff think about what competencies should be formed in future specialists in the field of transport, how to organize research work corresponding to the tasks of the Fourth Industrial Revolution (Industry 4.0). The formation of interdisciplinary digital competencies, the development of project skills, the ability to implement a technical idea are the main directions in training personnel for the transport of the future. The quality of e-education depends on a number of factors: teacher’s activity, student’s activity, electronic educational resources, managerial security, resource security. Of all these factors, we were interested in the contribution of electronic educational resources (EER) to a general indicator of the quality of e-learning. We focused on inhouse e-learning courses used to teach selected engineering disciplines in transportation specialties, and online courses for higher education among the EER diversity. In this article, we have clarified the “e-learning course” and “online course”, have defined the quality indicators for them, by which the e-learning courses have been evaluated in STU as well as the courses offered on open platforms of online education in relevant disciplines for further use in the educational process. E-learning course (ELC) − is an information structure developed on the basis of the educational and methodological complex of the discipline (GOST R 52653–2006 Information and communication technologies in education. Terms and definitions; GOST R 55751–2013. Information and communication technologies in education. Electronic educational and methodological complexes. Requirements and characteristics), introduced into the Learning Management System (LMS), which is a hypertext construction of various types of digital educational content (text, multimedia, graphic, etc.) with navigation and control systems for both individual course elements and the course as a whole, as well as the possibility of organizing multilevel control. An open online course for students in a higher education institution is a course in a discipline for a specific area of training using electronic interactive learning technologies and open Internet access, designed for self-study, with a duration of no more than a semester. But open online courses must meet the requirements of the user university. According to the international standard ISO 8402: 1994 “Quality management and quality assurance − Vocabulary” quality is “a set of characteristics of an object related to its ability to meet established and anticipated needs”. In federal law from 29.12.2012 No.273-FL (ed. from 30.04.2021) “On Education in the Russian Federation”, the quality of education is defined as “a complex characteristic of educational activities and training of a student, expressing the degree of their compliance with educational standards, including the achievement degree of the planned results of the educational program”. Accordingly, the quality of e-courses is characterized by compliance with the standards and educational programs, as well as by the satisfaction of users who have the ability to achieve their goals when using training courses with an understandable and visual content. An overview of various approaches to the quality of electronic and online courses is presented in the scientific and methodological literature. So, an overview of the main international models and standards used in modern e-learning systems is provided in the article by N.S. Silkina and L.B. Sokolinsky [1]. Diane J. Skiba [2] noted that a number of factors affect the quality of online courses, including the availability and efficiency of

Improving the Quality of Training Programs at Transport Universities

3

educational resources, course design, educational technologies used, forms and methods of interaction of all participants in the educational process, etc. Quality issues with the development of higher online education become more and more important also because in online courses, the teacher is rarely given a central role [3]. Therefore, the defining criterion for the quality of electronic courses should be a pedagogical component, and the development process should be strictly regulated and based on the integration of the systems approach with the theory of learning [4]. But unfortunately, when assessing the quality of an electronic course, the key principles of designing educational systems [5] are not always taken into account, despite the fact that educational design is a key component of the overall quality and pedagogical effectiveness of the educational process. The conceptual approaches to the quality of e-learning are summarized in the study of D. Vlahopoulos [6], who noted that it is extremely important to create mechanisms for systematic monitoring to improve the quality and effectiveness of e-learning in higher education institutions. Several projects of the European Association for Continuous Open and Flexible Learning in Distance Higher Education (FLDHE) in 2016 resulted in the development of tools for quality assurance of e-learning in higher education institutions [7]. The U.S. program “Quality Matters” established national criteria for determining the quality of online courses for higher education, which include eight rubrics with indicatorsevaluations [8]. In the Russian Federation leading universities in the field of online education (Ural Federal University, Tomsk State University, etc.) are actively working on the quality evaluation system for both internal e-courses and online courses, suggesting to use a certain set of organizational, technological and pedagogical categories for evaluation. V.N. Platonov, Advisor to the Vice President of the Rybakov Foundation for Education, analyzed different points of view on the quality of online courses, considering the rubrics of experts in the field of quality of electronic courses by A.A. Andreev, N.V. Nikulicheva, O.M. Babanskaya, etc. (http://edtek.ru/materialy/files/platonov-rtz.pdf). The creation of a high-quality and effective learning environment, according to a number of researchers (A.V. Andreev, I.A. Demidova, etc.), is ensured by the practical application of the pedagogical design principles [9, 10]. From the point of view of pedagogical design, an e-learning course is a construction of the educational process in an electronic environment. The e-course usually consists of separate modules. “The modular structure of designing e-learning courses most organically corresponds to modern technologies for building distributed information processing systems, which are the technological basis of e-learning and education in general” [11]. The modularity of the electronic course makes it possible to create separate modules of the course, performing, in fact, for each module all stages of the life cycle, that is, applying the selected model of pedagogical design for a separate module. This dual approach has a significant impact on the e-course quality in general. It should be noted that one of the most effective ways to assess the quality of e-learning is the examination of electronic and online courses [12]. Thus, based on the analysis of the literature, we found that when developing an ELC, it is necessary to comply with the key design principles: coordinated planning; structured presentation of information; correct navigation system; aesthetically pleasing design

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and graphics. The following quality indicators are common in all systems: institutional support, course design and development, teaching organization, student support, security.

2 Research Methods To assess the quality of ELC, we used a system of indicators. Each indicator, including the generalized indicator of the group, is evaluated on a ten-point scale, taking into account the weighting factor. This allowed us to perform the evaluation procedure from a formal point of view (Table 1). Table 1. Quality indicators of e-learning courses. Index

Weight coefficient

I. Organizational indicators

3

1.1. Availability of presentation materials about the course (course name, information about the author, course annotation)

2

1.2. Availability of documentation (work program, educational and teaching aids, workshops, descriptions, instructions, examples of assignments, etc.)

4

1.3. Availability of information and library support (list of references, links, dictionary / glossary)

2

1.4. Requirements for students (requirements for the level of basic training, duration and procedure of training, requirements for obtaining final certification, requirements for the workplace)

2

1.5. Compliance with the requirements of copyright legislation, internal regulatory and methodological documents. Availability of patents, certificates, diplomas, other documents confirming authorship. Participation in competitions, exhibitions (awards, reviews)

1

1.6. Organizational course planning. Availability of timing for the execution of the course elements

4

1.7. Feedback for assessing the quality of the course from students, methodological services

2

1.8. Organization of research activities of students (conferences, olympiads, design work, etc.) 1 II. Didactic indicators

5

2.1. Structured training material in accordance with the goals, objectives and competencies, its 5 compliance with general didactic principles (from simple to complex, observation of the semantic sequence, etc.) 2.2. The relevance of the educational material, compliance with modern achievements of science and technology, the connection of theoretical knowledge with practical tasks

2

2.3. The fullness of the entire educational process with the interactive elements available in the 4 learning management system (obtaining information − assimilation / practical application − control): interactive lectures, seminars, assignments, laboratory workshops, tests, etc 2.4. The use of modern digital educational technologies (interactive simulators, multimedia, virtual and augmented reality, the Internet of things, elements of artificial intelligence, simulation with audiovisual reflection of changes in the essence, type, qualities of an object, etc.)

3

(continued)

Improving the Quality of Training Programs at Transport Universities

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Table 1. (continued) Index

Weight coefficient

2.5. The use of forms and methods of individualized and activity-based learning (project and case studies, web-quests, etc.)

2

2.6. The presence of elements for assessing students, taking into account their achievements 2 (test tasks, the types of assessment used, including mutual assessment, a portfolio of educational achievements, indicators of the development of competencies within the course of the discipline). Consistency of assessment elements, learning objectives and competency-building methods 2.7. Students’ motivation (the presence of elements of gamification, gamification, presentation 1 of the achievements of students (textual, graphic), other elements of involvement in the educational process) 2.8. Communication (interaction with a teacher, group, between individual students). The use of various forms of interaction (video, audio and text messages)

2

2.9. The ability to choose different ways of mastering the course, depending on academic performance (sequentially according to the order in the course, an individual educational trajectory, subject to the mandatory completion of the basic part of the course)

2

III. Technical and ergonomic indicators

2

3.1. Level and degree of the course documentation

4

3.2. Stylish unity of educational material. Correspondence of aesthetic design and functional purpose

3

3.3. Visual support of educational material (infographics, tables, videos, etc.). Availability of a 4 dictionary, glossary, etc. The use of various forms of presentation of the same educational material (text, graphics, video, multimedia, etc.). Material quality 3.4. The absence of errors (factual, ethical, typos, etc.) in the educational material. Quality of material presentation

1

3.5. Ease of navigation and ergonomics of perception, tracking the implementation of course elements

5

3.6. Statistical processing of participation in the course, data of current and intermediate attestation. Availability of a gradebook

2

3.7. Work etiquette in the course. Software and information resources used in the educational process (accessibility, security, legal compliance)

1

3.8. Technical and administrative support for students

1

3.9. Availability of a version for use on mobile devices

1

3.10. Accessibility for learners with disabilities

2

The final value of the overall quality index of the e-course as a whole was calculated by the formulas: Total value = (index_1 × weight coefficient_1 + index_2 × weight coefficient_2 + … + index_n × weight coefficient_n)/ (weight coefficient_1 + weight coefficient_2 + … + weight coefficient_n). Scorecard P = {p1 ; p2 ; …; pn } of assessed ELC can be represented by a radar chart, the so-called “quality figure”.

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3 Research Results We selected 40 e-learning courses posted in the STU electronic information and educational environment for experimental evaluation (one best course from each university department, according to the head of the department). Since it was necessary to develop recommendations on the use of online courses in the educational process of the university, for comparative analysis we chose 18 courses located on open educational platforms, in particular on the national platform “Open Education”. At the same time, the external courses had to be largely consistent with the curriculum of the training direction and the working program of the discipline. Based on our analysis of the electronic courses at our university, the following concepts were drawn: In the “Organizational Indicators” group almost all the courses met the requirements of cl-s. 1.2, 1.3 and 1.4 (availability of documentation, information-library support, requirements for students). In 19 courses presentation materials about the course are not presented. Another significant drawback is the lack of feedback for assessing the quality of the course by trainees (60% of courses) and insufficiently comprehensive course planning. Only 3 courses show documentation of authorship or awards received for the course. According to point 1.8 (Organization of students’ research activity) the information message about the Olympiad or conference was mainly displayed, but there was no data about registration, submission of materials, results of the event, etc. In the group “Didactic indicators”, we noted that almost all the courses received a fairly high value for the indicator cl.2.3 (Filled with interactive elements): the average score of 8.7. But the score for the use of modern digital learning technologies (clause 2.4) is low: 4.64 points. 23 courses recorded the use of forms and methods of individualized and activity-based learning, but it should be taken into account that the value of this indicator is calculated taking into account the presence in the course of the course project/course work/ calculation-graphic work. All the courses got the highest mark for the organization of communication between the participants of the educational process. Also, we found out that not all the courses have a possibility to study the discipline by individual educational trajectory (clause 2.9), the methods and forms of motivation and involvement of students in the educational process (point 2.7) are poorly used, there are no competence identifiers (clause 2.9). In the group “Technical and ergonomic indicators”, the indicators related to the presentation of educational material were assessed rather high (cl. 3.23.4). The lack of a glossary, except for 4 courses, was a disadvantage. It should be noted that all external courses have glossaries, including glossaries for each topic/section. Also, we found out that only 3 courses have a register of grades and accordingly informing students about their current progress. A number of indicators in the group (cl. 3.83.10) depend on the platform used for the placement of courses, for university courses have the same values. General conclusion. E-learning courses hosted in STU electronic information and educational environment have a sufficiently high level of quality of educational materials, most of them are filled with interactive elements: from obtaining information to the final control level of mastering the discipline. The main disadvantage is the insufficient level of motivation of students, poor involvement in the educational process, the lack of the possibility of training on an individual educational trajectory. This factor, in our opinion, can explain the fact that all external courses we analyzed have a score slightly above the

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average score EER university despite the fact that the quality level of teaching materials is approximately the same. Figure 1 shows the values of the final group indicators for 5 ELC university with the highest score compared to the average across all courses. The highest number of points from all the SGUPS ESCs was earned by the courses in “Informatics” and “English”. We performed a fairly detailed comparative analysis of these courses and similar courses on external educational platforms (“Open Education”, SEI «INTUIT», SkillBox, Yandex.Practicum), which is given below. Foreign language (English) Organizational Business fundamentals

Average

Didactic Fundamentals of art history

Mechanism theory

Technical and ergonomic

Computer science

Fig. 1. Comparison of indicators by course and average

Comparative analysis for the discipline “Informatics”. ELC “Informatics” in EIEE STU with the volume 180 h/5 CU designed for the students in engineering transport areas. The content of the course is fully consistent with the work program of the discipline and the described competencies. The educational process in the course is fully filled with interactive elements (lectures, assignments, tests). Despite the video material availability, its use is limited to a few modules of the course. The advantages of the course are the presence of a selectable learning path with clear planning, tracking performance, as well as customized the statistics that allows each student to track their success in mastering the course. Online course “Computer Science for Engineers and Researchers” (educational platform “Open Education”). Course volume − 4 CU. The content of the course is almost completely consistent with the STU work program. The course includes video lectures, materials for self-study, animations with infographics, video recordings. Sections of the course conclude with comprehension tests. At the end of the course, a final control testing is carried out for the entire content with an automated verification of the results. The rest of the platforms mentioned offer courses that overlap with the content of the discipline’s work program. Courses SEI «INTUIT» contain a description of the acquired skills and abilities, text lectures, verification elements in the form of tests and assignments. The main drawback is the lack of video lectures and interactive elements. Platform courses SkillBox and Yandex.Praktikum are aimed at acquiring professional skills of programmers-developers. Both platforms offer an individual approach and tutor support. It should be noted that there are interactive workshops on Yandex.Practicum that immediately show an error in the entered program code, tasks should be sent to SkillBox for verification.

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Comparative analysis for the discipline “Foreign (English) language” (Fig. 2). All courses contain video and/or audio support, which is very important when learning a language. Of the courses located on external platforms, the courses of the Open Education platform are the most consistent with the work program. Yandex.Praktikum provides great involvement in the educational process due to the developed multimedia environment and a high level of communication with the teacher. STU Course

SkillBox

SEI «INTUIT»

Open Education Platform

Yandex.Prakti kum

Organizational Didactic Technical and ergonomic

Fig. 2. Comparison of courses indicators in the discipline “Foreign (English) language”

4 Discussion of Results and Conclusions The research results are the following: 1. An analysis of approaches to assessing the quality of e-learning courses located on the platform of a higher educational institution and online courses on external platforms showed that when developing and designing any courses, it is necessary to adhere to the principles and technologies inherent in pedagogical design. 2. The developed system of the electronic course quality indicators allowed for the first time during its ELC operation in STU to objectively evaluate them, identify the problems, outline ways to improve the courses and their quality. 3. Comparative analysis of university ELC and the courses on external platforms showed that, under certain conditions and assumptions, online courses can and should be used in organizing the educational process by discipline, especially if the internal course is significantly inferior in quality to the online course. 4. Development of new ELC and training programs in the field of transport will create clusters of advanced training required for the transition to Industry 4.0. 5. Improving ELC quality will increase the demand for university graduates by the transport industry, authorities and management, the business community, and there will be a significant increase in the university’s contribution to increasing the sustainability and global competitiveness of the transport industry and socio-economic systems of various levels on this basis. Our research also has a number of constraints:

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1. A certain randomness when evaluating the quality indicators of the courses by experts. 2. The study does not take into account the peculiarities of the educational process in individual disciplines. 3. The study was conducted for a limited number of courses, both internal and external. To eliminate these limitations, additional research is needed using the apparatus of mathematical statistics to obtain more objective data on the courses’ quality. Thus, we found that the quality of both an internal e-course and an external online course is determined by the rigorous implementation of all analysis, design and development stages. The quality indicators developed by the authors of this research made it possible to conduct a comparative analysis of university ELC and external courses and propose a procedure for their use in the educational process in individual disciplines. The process of designing a training course, the digital pedagogical technologies used, educational and methodological materials in general determine the quality of educational process.

References 1. Silkina, N.S., Sokolinsky, L.B.: Models and standards of e-learning. Bull. SUSU. Ser. Comput. Math. Inform. 3(4), 5–35 (2014) https://doi.org/10.14529/cmse140401 2. Skiba, D.J.: Quality standards for online learning. Nurs. Educ. Perspect. 38(6), 364–365 (2017). https://doi.org/10.1097/01.NEP.0000000000000247 3. Butcher, N., Wilson-Strydom, M.A.: Guide to Quality in Online Learning (2020). https:// www.tonybates.ca/wp-content/uploads/Guide_Quality_Online.pdf 4. Puzziferro, M., Shelton, K.: A model for developing high-quality online courses: integrating a systems approach with learning theory. J. Asynchronous Learn. Netw. 12(3–4), 119–136 (2008). https://doi.org/10.24059/olj.v12i3-4.1688 5. Margaryan, A., Bianco, M., Littlejohn, A.: Instructional quality of massive open online courses MOOCs. Comput. Educ. 80, 77–83 (2015). https://doi.org/10.1016/j.compedu.2014.08.005 6. Vlachopoulos, D.: Assuring quality in e-learning course design: the roadmap. Int. Rev. Res. Open Distrib. Learn. 17(6), 183–205 (2016). https://doi.org/10.19173/irrodl.v17i6.2784 7. Quality Assessment for E-learning: a Benchmarking Approach (2016) Third edition. The E-xcellence project. EADTU https://e-xcellencelabel.eadtu.eu/e-xcellence-review/manual 8. Higher ed rubric standards https://www.qualitymatters.org/qa-resources/rubric-standards/hig her-ed-rubric 9. Andreev, A.V., Usova, N.A.: Application of the principles of pedagogical design in the design of training sessions in informatics. Vestnik RUDN. Ser. Informatization Educ. 16(4), 308–317 (2019). https://doi.org/10.22363/2312-8631-2019-16-4-308-317 10. Demidova, I.A.: Pedagogical design and its means: theoretical analysis and experience of application in pedagogical practice. Pedagogy. Questions Theory Pract. Tambov: Diploma 4(4), 25–32 (2019). https://doi.org/10.30853/pedagogy.2019.4.3 11. Vaganova, O.I., Aleshugin, E.A., Maximova, K.A.: Designing e-learning courses. Azimuth Sci. Res. Pedagogy Psychol. 3(28), 57–59 (2019). https://doi.org/10.26140/anip-2019-08030013 12. Babanskaya, O.M., Mozhaeva, G.V., Feschenko, A.V.: Expertise of electronic and online courses: the experience of Tomsk State University. In: Best practices of electronic learning: materials of the II methodological conference, pp. 5–8 (2016). https://doi.org/10.17223/978 5751124328/1

Formation of an Ontology-Based Model of Interaction Between the Railway Industry and Engineering Education Valeriy Khabarov

and Irina Volegzhanina(B)

Siberian Transport University, Dusi Kovalchuk 191, Novosibirsk 630049, Russia

Abstract. Fundamental changes of business processes in railway transport are the outcomes of implementing large-scale research and technical projects known today as “digital railways”. The adoption of digital technologies has enabled more effective management of the industry intangible assets which are defined in the article as industry-specific knowledge. In particular, there is increasing pragmatic interest in ontologies as a form of industry-specific knowledge representation and Semantic Web standards relevant to the challenges facing digital railways in a global scale. This is a powerful argument in favour of an ontology-based model of interaction between the railway industry and engineering education (railway universities). Such an ontology-based model is the core of knowledge factory didactic concept proposed by the authors. Addressing the ontologies provides developing a model of highly structured, open conceptual space organized through Semantic Web standards for industry-specific knowledge interoperability and their machine processing. The study used a bottom-up approach to constructing Russian-English ontologies as the basis of e-learning training courses intended for future railway engineers. The Onto.plus software with an embedded multi-user ontology editor supporting the Semantic Web standards and the way of knowledge representation in Controlled Natural Languages (in particular, the author’s version of Controlled Russian Language) was applied for that purpose. The constructed ontologies are considered as a key element of didactic tools to introduce theoretical foundations of knowledge factory concept in the learning and teaching process. The integration of an ontology-based model into the competence-based paradigm of engineering education is ensured through a method for developing students’ cognitive skills focusing on the step-by-step formation of concepts. Keywords: Ontology · Ontology-based model · Industry-specific knowledge · Railway transport · Railway Universities · Knowledge factory · Digital railway

1 Introduction Recent scientific publications regarding smart solutions for various sectors of the economy (energy, transport, municipal engineering and public services, etc.) emphasize the implementation of such projects to entail a fundamental shift in industry business processes. For instance, Tao et al. consider significant prerequisites for smart manufacturing © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 10–19, 2022. https://doi.org/10.1007/978-3-030-96383-5_2

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in their article [1]. An interdisciplinary analysis of modern scholarly works also reveals that a number of researchers are devoting special attention to the issue of digital transformations in railway transport and university education related to the industry. They remark that digital systems in railway transport, known as “digital railways” (DR), have drastically changed the operational principles of railway enterprises and their counterparts through the implementation of advanced information technologies; in particular those aimed at improving intangible (digital) assets management [2, 3]. In the context of an emerging innovative economy, such types of assets are considered as knowledge capturing sectoral specificities namely industry-specific knowledge [4]. The idea that industry-specific knowledge should be shared by the industry and education establishments (universities) argued by one of the authors in her earlier work [5] have proved promising as confirmed by the results of later international researches (for example, [6] and [7]). Thus, the DR phenomenon can be seen as a logical consequence of the Digital Economy, while knowledge management becomes a key activity of industry enterprises turning to artificial intelligence technologies to extract knowledge from the accumulated data for reusing them, for example, in the process of training employees. Many researchers (in particular, [8]) are confident that the application of digital technologies to production would have the inevitable effect of existing education technologies transformation. The expectations are clarified in the light of the response to the question about a form of industry-specific knowledge representation in information resources shared by the industry and industry-related universities. Based on the claim that digital technologies should be shared by the railway transport enterprises and railway universities, the question can be answered by referring to the results of the DR scientific and technical project implementation in a global scale. These experiences are described, for example, in [9]. Of special interest are the results of the European technical and technological initiative for the implementation of railway innovations Shift2Rail. In particular, the “Information Technologies for Shift2Rail” research project (IT2Rail) which has established a “web of transportation things” based on coherent and mapped transportation ontologies and semantic web technologies. As Gogos and Letellier “IT2Rail approach accepts that the world of transportation service providers needs to be open-ended, evolves at its own pace, uses multiple data formats and interfaces. Our interoperability is positioned at the semantic level and defines formal and explicit models of the transportation domain in an open standard machine-readable language that will be exchanged automatically by computers. Automatic construction of an open-ended ‘web of transportation things’ will be enabled with associated access, query and operation services. This radical approach will transform the way data are perceived as it will become immediately usable when providers autonomously publish and make it available” [10]. Moreover, the analysis of recent publications devoted to the problems of digitalization in railways has made it possible to establish an increasing interest to the development of ontologies for improving the quality and operation of the railway infrastructure facilities, better resources management and increasing the attractiveness of railway transportation. An example is the IFC (Industry Foundation Classes) Railway project. According to Terkaj and Sojic, “the recent actions towards the development of an OWL version of the IFC schema (named ifcOWL) evidence the effort of facing the community request

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to specify IFC in an ontology language” [11, p. 1]. The strategic documents emphasize that the digital transformation of railway industry requires synchronization and standardization of different views for a single infrastructure object or process. Otherwise, there is no escaping the problem of not being able to benefit from the value of knowledge accumulated in the industry. The reason is that they are stored in numerous local information resources in different forms and formats. The solution to the problem would be to turn to the ontology-based models [12]. Thus, ontologies are considered an important component of the DR. This becomes a meaningful argument in favor of an ontologybased model of interaction between the railway industry and engineering education. It also justifies the choice of a form for content representation in an open knowledge base shared by railway universities and enterprises. Other reasons were reflected in an earlier publication by the authors [13]. Bearing in mind the results obtained by Jabło´nski and Jabło´nski [14], it can be predicted that the implementation of an ontology-based model of interaction between the railway industry and industry-related universities would contribute to the development of a business ecosystem for a scientific-industry-education complex. This special purpose complex can contribute to the formation and development of future DR engineers’ professional competences. From this angle, the problem of bringing railway universities closer to production sites is seen somewhat broader than it is discussed, for example, in the studies devoted to the learning factory didactic concept [15, 16]. At the core of this concept is the transfer of learning activities to production sites, where a student is involved in the development of a real production project. That brings to the fore the rotation of practical experience and theoretical studies with use of problem-based and project-based education technologies. The experiences of learning factories for education, training, and research established in industry and academia are described in [17]. Examples of concrete solutions in line with a competence-based approach are considered in publications [18, 19]. However, it should be noted that the learning factory didactic concept overlooks methods related to industry-specific knowledge management through cognitive technologies. The focus is on the future engineers’ interaction with physical (real) objects in production environments. At the same time, the implementation of the DR requires establishing a link between the physical state of transport infrastructures and their digital images. Based on the findings of a scientific literature analysis and the results of earlier researches, the authors propose a didactic concept named the knowledge factory. The novelty of the proposed concept comes from its emphasis on the technology of work with industry-specific knowledge represented in a form of ontologies for education purposes. This view responds to the idea of digital transformation in the railway industry.

2 Materials and Methods The implementation of the knowledge factory didactic concept and the ontology-based model of interaction between the railway industry and industry-related universities in practice is obviously a complex interdisciplinary task, which solution requires significant intellectual and monetary investments. With this idea in mind, the authors have taken some modest steps in this vein. To construct an ontology that reveals the essence of

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digital transformations in the railway industry and engineering education 190 Russian and English papers issued between 2018 and 2021 were selected. 12 of these were strategic documents developed by big railway corporations (JSC “Russian Railways”, Network Rail, etc.) and the European organizations (initiatives) to support research and innovation projects in railways; 178 were articles and monographs on the issues of digital economy, digital railways, artificial intelligence methods and technologies. Further, a semantic analysis of the selected papers was carried out for the purpose of elaborating a list of key concepts and standard relations linking them. A bottom-up approach was applied for knowledge extraction as described, for example, by Belhoucine et al. [20]. This approach involved expert extraction of knowledge from the pre-selected sources to represent an ontology in the author’s version of the Controlled Russian Language introduced in an earlier article [13]. The next step was the construction of an equivalent English ontology that would serve as an intermediary in multinational cooperation during globalization and internationalization of the railway industry. The Onto.plus software supporting the way of knowledge representation in the author’s version of the Controlled Russian Language and having a built-in ontology editor focused on education purposes was used to develop a bilingual ontology [21]. This ontology provided the basis for didactic tools enabling the theoretical foundations of knowledge factory concept to be introduced in the learning and teaching process.

3 Results In the article a knowledge factory is considered as a digital analogue of a real machineaided manufacturing where the raw materials being processed are industry-specific knowledge. This type of knowledge is reckoned to be a key category of the knowledge factory didactic concept and understood as an information object being in a structured format, existing in a certain environment called corporate (industry) or business intelligence. The business intelligence could be of a hybrid nature, i.e. to include the elements of Artificial Intelligence in a form of agent entities. Once an agent is an acting entity with a goal, its main resource to achieve this goal is knowledge. If an agent is capable of learning, it is capable of generating new knowledge from existing knowledge both independently and under supervision including digital technology assistance. This implies the representation of knowledge in a form of logical statements enabling a mechanism for knowledge processing and reuse [22]. The formation of hybrid corporate intelligences leads us to believe that knowledge is a multidimensional phenomenon that is manifested in the synthesis of the following aspects in its nature: humanitarian (oriented to human beings), formal and logic (oriented to artificial intelligence systems) and industry-specific (belonging to the intellectual field of an industry). This also present an argument for making choice for knowledge representation in a form of ontology that can be interpreted by both a man and a machine. By analogy with the real production, knowledge adds the value as passing through the stages of an integrated knowledge lifecycle that emerges from interaction between the industry and industry-related universities. This knowledge lifecycle was first identified explicitly by the authors and explained in detail in their earlier article [23].

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The implementation of a new didactic concept requires answering a basic question about the place where industry-specific knowledge processing to be organized. Bearing in mind the statement that the development of real manufacturing is impossible in isolation from science, it is logical to see industry-related universities as knowledge factories. Indeed, the activity of any university historically involves knowledge processing. Today, however, knowledge processing can hardly be considered “manufacturing” due to want of technological effectiveness. Ontologies and the Sematic Web standards supported at the global level allow surpassing this limit and providing avenues for the development of an industry-specific ontological resource integrated into the industry corporate environment and involving railway universities throughout the country. Thus, the integrated life cycle of industry-specific knowledge in a form of ontologies can be reasonably considered an ontology-based model of railway industry and industry-related universities interaction under the conditions of their digital transformations. Implementation of the proposed model requires proper didactic tools: software allowing different categories of users to work with ontological content, ontology-based training courses and clear methods for their development by university instructors, methods for using ontologies in the learning and teaching process. To introduce the theoretical stances of a proposed didactic concept in the learning and teaching process the modules of e-learning training courses intended for future engineers in railway construction and information technology were developed. The Artificial Intelligence and Railway Track equivalent (Russian - English) ontologies provided the basis of the developed modules. Their construction was undertaken by means of the above mentioned Onto.plus software with an embedded multi-user ontology editor supporting the Semantic Web standards and the way of knowledge representation in Controlled Natural Languages (in particular, the author’s version of the Controlled Russian Language). It is important to note that the Onto.plus environment provides an access to different forms of content representation (text, hypertext, ontology in a Controlled Natural Language, ontograph) simultaneously (see Fig. 1).

Fig. 1. A piece of Railway Track ontology in the author’s version of a Controlled Natural Language.

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The ontologies made it possible to agree on the concepts for the Basics of Railway Transport (a general professional discipline), the Artificial Intelligence Course (a major discipline) and English for Special Purposes (a general education discipline). In particular, the vertices of ontographs formed the basis for an English language version of terminology glossaries for the relevant modules (see Fig. 2).

Fig. 2. A piece of Railway Track ontograph.

To develop the modules and glossaries iSpring Suit, a PowerPoint-based toolkit for creating e-courses was applied (see Fig. 3). It helped avoid the inherent limitations of ontologies and benefit from more traditional hypertext technology. The integration of ontology-based models into the competence-based paradigm of engineering education was ensured through a system of training exercises and a method for developing students’ cognitive skills focusing on the step-by-step development of concepts in their learning activities. In case of learning English for Special Purposes, such activities included listening, speaking, reading, writing and translation. The developed didactic tools were introduced in training future railway engineers. The analysis of data on knowledge survival obtained during the pilot period showed better knowledge absorption in an experimental group of students in comparison with a control group. It should be noted that the students’ knowledge survival is a common indicator of education content assimilation quality. The experiment is described in an earlier article [24].

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Fig. 3. A piece of Railway Track Terminology English-Russian Glossary.

4 Discussion The proposed knowledge factory didactic concept which relies on the ontology-based model of interaction between the railway industry and engineering education through the integrated industry-specific knowledge life cycle seems to be adequate in the context of railway transport digital transformation in a global scale, in particular, due to appealing to similar technologies and standards, namely ontologies and the Semantic Web. In contrast to the learning factory, the knowledge factory conceptualizes an intellectual product - knowledge - in a chosen form of ontologies. The very nature of knowledge factory entails an understanding that the railway industry has massed the accumulated knowledge in normative and regulatory documents such as standards, norms, instructions, etc. The specificity of these documents can be attributed to the following: they are intended for the industry-specific business processes management; they are role-based and show a formal style of technical writing. However, they are not considered to be ontologies, since represent traditional texts in natural languages, or hypertext. There remains consequently an effort to be made in industry-specific knowledge extraction from the amounts of existing texts. Obviously, it could not be achieved involving human resources alone, which would give the grounds for the recourse to artificial intelligence methods. In common with natural intelligence, artificial intelligence can perceive information in various forms and formats, process it and represent the results in a standard form (ontology). Ontologies as any manufactured goods must be of value for the industry and provide customer focus. The latter means that the better manufacturing is adapted to customer needs (industry and education) the more effective is the processing of raw materials (information). Valuable knowledge about industry-specific business processes expressed in an ontological form becomes available to all stakeholders interacting within the intellectual field of the industry through a distributed and shared knowledge resource. This is consistent with the nature of ontology as a model of open, well-organized conceptual space now supported by digital technologies through the Semantic Web standards.

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A review of available studies on the DR issues would suggest that many railway enterprises recognize the need to represent industry-specific knowledge in a form of ontology. It is also expected that railway universities involving in the industry-specific knowledge life cycle in their turn will draw similar conclusion. This approach fundamentally changes the traditional attitudes towards the content of training engineering students. Today, railway university professors are, in fact, interpreters of industry documents, which are the core of existing textbooks. This aspect came to light when the authors had conducted a semantic analysis of Russian textbooks on the Basics of Railway Transport. Actually, such a way of industry-specific knowledge processing is common for traditional knowledge factories. However, in the context of digital transformation of the industry this approach shows little efficiency and needs to be modernized. The authors see this kind of modernization in the “double transformation” of industry-specific knowledge. The first stage deals with the extraction of knowledge from industry documents and their standardization in a form of ontologies (an intermediate form of education content representation). The second stage is associated with the transformation of ontologies into a so-called “didactic” form applicable in the learning and teaching process. In their earlier researches, the authors have attempted to effect such transformation. In particular, a variant of the Controlled Russian Language to represent the content of training courses was proposed. On the one hand, despite certain limitations, it was well understood by students. On the other hand, these “soft” ontologies are understood by a computer to provide transformations of knowledge (for example, by means of an inference mechanism). A useful outcome of the development of proposed solutions and the implementation of knowledge factory didactic concept would be standardized textbooks. The authors are confident that ontologies provide guidelines for the development of education literature permitting standardization and certification through the system of related concepts and their standard relations. The development of terminology glossaries, especially multilingual ones, would be a step forward. The terms correspond to ontolograph vertices related to other concepts of a domain through the dictionary entries. However, it should be understood that the relations between concepts in dictionary entries are not standard and hierarchical. Thus, the delivery of knowledge in a form of ontologies to a customer (a student) would require special didactic tools providing the introduction of ontologies in the learning and teaching process and their application for solving education tasks.

5 Conclusion The novelty of the article relates to giving grounds for the reasonability of an ontologybased model of interaction between the railway industry and engineering education within the integrated industry-specific knowledge life cycle that have not been conceptualized before. This model is taken as a basis for implementing the knowledge factory didactic concept proposed by the authors and ideating the industry-specific knowledge as an intellectual product in a form of ontology. The need to introduce ontologies into the learning and teaching process to foster awareness among future digital railway engineers of the value of industry-specific knowledge and professional competencies related to knowledge management requires the

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development of effective didactic tools. The authors conceive that such tools should provide “double transformation” of industry-specific knowledge. In the first stage, knowledge is extracted from an amount of industry documents and standardized in a form of ontologies. For this purpose, text mining systems being made available on the global information technology market are supposed to be applied. Further, the given ontologies are converted into a form suitable for education purposes. The development of education content permitting standardization and certification through a system of concepts used and relationships between them can be a step in this direction. It is obvious that ontological education content will be fundamentally different from traditional textbooks or hypertext learning materials. It is very likely that ontology-based training courses would be in the nature of mobile applications (services) similar to IT2Rail “transport network” services. Rapid access for university instructors to students, and students to knowledge required would become top priorities in their development. This would require a well-organized virtual education space and concepts such as “virtualization”, “digital mobility”, “multi-agent educational systems”, “service architecture”, “smart contracts”, “blockchain”, etc. would be markers of digital transformations in engineering education for railway transport.

References 1. Tao, F., Qi, Q., Wang, L., Nee, A.Y.C.: Digital twins and cyber-physical systems toward smart manufacturing and industry 4.0: correlation and comparison. Engineering. 5(4), 653–661 (2019). https://doi.org/10.1016/j.eng.2019.01.014 2. Love, P.E.D., Zhou, J., Matthews, J.: Managing rail infrastructure for a digital future: futureproofing of asset information. Transp. Res. Part A 110, 161–176 (2018). https://doi.org/10. 1016/j.tra.2018.02.014 3. Poli´nski, J., Ochoci´nski, K.: Digitization in rail transport. Problemy Kolejnictwa - Railway Reports. 64, 137–148 (2020). https://doi.org/10.36137/1885E 4. Jara-Figueroa, C., Jun, B., Glaeser, E.L., Hidalgo, C.: The role of industry-specific, occupation-specific, and location-specific knowledge in the growth and survival of new firms. Proc. Natl. Acad. Sci. 115, 50 (2018). https://doi.org/10.1073/pnas.1800475115 5. Volegzhanina, I.S., Chusovlyanova, S.V., Adol’f, V.A., Bykadorova, E.S.: Knowledge management as an approach to learning and instructing sector university students in post-Soviet professional education. J. Stud. Educ. Res. 8, 39–61 (2017). https://doi.org/10.17499/jsser. 34544 6. Mohd Zulkifli, R., Mohammad Hussain, M.A., Hanapi, Z.: Industry-specific knowledge that vocational teachers should know and be able to do to prepare a job-ready workforce. J. Eng. Sci. Technol. 13, 14–22 (2018) 7. Fritsch, M., Wyrwich, M.: Regional emergence of start-ups in information technologies: the role of knowledge, skills and opportunities. Foresight and STI Governance. 13, 62–71 (2021) 8. Smyk, A., Tkacheva, T., Portnov, Y.: New digital technologies of training in the transport education. In: IOP Conference Series: Materials Science and Engineering, vol. 832, p. 012068 (2020). https://doi.org/10.1088/1757-899X/832/1/012068 9. Briola, D., Caccia, R., Bozzano, M., Locoro, A.: Ontologica: exploiting ontologies and natural language for railway management. Design, implementation and usage examples. Int. J. Knowl.-based Intell. Eng. Syst. 17, 3–15 (2013). https://doi.org/10.3233/KES-130262 10. Gogos, S., Letellier, X.: Information technologies for shift to rail. Transp. Res. Procedia. 14, 3218–3227 (2016). https://doi.org/10.1016/j.trpro.2016.05.265

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11. Terkaj, W., Sojic, A.: Ontology-based Representation of IFC EXPRESS rules: an enhancement of the ifcOWL ontology. Autom. Constr. 57, 188–201 (2015) 12. Chéron, C.: Rail strategic research & innovation agenda SIRA. ERRAC, Rail Strategic Res. Innov. Agenda. 76 (2020) 13. Khabarov, V.I., Volegzhanina, I.S.: Digital Railway as a precondition for industry, science and education interaction by knowledge management. IOP Con Ser. Mater. Sci. Eng. 918, 012189 (2020) https://doi.org/10.1088/1757-899X/918/1/012189 14. Jabło´nski, A., Jabło´nski, M.: Social perspectives in digital business models of railway enterprises. Energies 13, 20 (2020). https://doi.org/10.3390/en13236445 15. Abele, E.: Learning factory. CIRP Encyclopedia Prod. Eng. (2016). https://doi.org/10.1007/ 978-3-642-35950-7_16828-1 16. Darun, M.R., Palm, D., Athinarayanan, R., Hummel, V., von Leipzig, K.: The learning factory – a new stimulus to enhance international collaboration. In: Procedia Manufacturing 9th Conference on Learning Factories, vol. 31, pp. 290–295 (2019) https://doi.org/10.1016/j.pro mfg.2019.03.046 17. Abele, E., Metternich, J., Tisch, M.: Learning factories. In: Concepts, Guidelines, BestPractice Examples. Springer, Cham, vol. 464 (2019). https://doi.org/10.1007/978-3-319-922 61-4 18. De Paula Ferreira, W., Palaniappan, A., Armellini, F.: Linking Industry 4.0, learning factory and simulation: testbeds and proof-of-concept experiments. In: 3rd International Symposium on Supply Chain 4.0: Challenges and Opportunities of Digital Transformation, Intelligent Manufacturing and Supply Chain Management 4.0 ISSC4 – 2019, vol. 928, pp. 85–96 (2019). https://doi.org/10.13140/RG.2.2.17719.06564 19. Pittich, D., Tenberg, R., Lensing, K.: Learning factories for complex competence acquisition. Eur. J. Eng. Educ. 45, 196–213 (2021) 20. Belhoucine, K., Mourchid, M., Mbarki, S., Mouloudi, A.: A bottom-up approach for Moroccan legal ontology learning from Arabic texts. In: Bekavac, Boˇzo, Kocijan, K., Silberztein, M., Šojat, Kreˇsimir (eds.) NooJ 2020. CCIS, vol. 1389, pp. 230–242. Springer, Cham (2021). https://doi.org/10.1007/978-3-030-70629-6_20 21. Khabarov, V.I., Volegzhanina, I.S.: Training of transport industry personnel in the digital economy: the evolution of information educational technology. MATEC Web of Conferences. 239, 1–11 (2018) 22. Manakov, A.L., Khabarov, V.I., Volegzhanina, I.S.: Integration of education, science and industry towards the knowledge factory model (by an example of transport industry). Qual. Innov. Educ. 5, 12–17 (2019). https://doi.org/10.31145/1999-513x-2019-5-12-19 23. Khabarov, V.I., Volegzhanina, I.S.: Knowledge management system of an industry-specific research and education complex (by an example of transport personnel training). IOP Conf. Ser.: Earth Environ. Sci. 403, 8 (2019). https://doi.org/10.1088/1755-1315/403/1/012197 24. Volegzhanina, I.S., Chusovlyanova, S.V., Bykadorova, E.S.: Survival of engineers knowledge within production processes digitalization. AD ALTA: J. Interdisciplinary Res. 1, 31–35 (2019)

System Analysis of the Significance of Large-Scale Transport Projects Maksim Pyataev(B) Siberian Transport University, Dusi Kovalchuk 191, Novosibirsk 630049, Russia

Abstract. The implementation of large-scale projects affects the gross domestic product, the end-use fund, and making a decision on investing in a particular project is an extraordinary task. Projects of this scale are associated with a high degree of uncertainty and traditional methods are unacceptable as a tool for assessing their effectiveness. In the process of research, the author uses both well-known methods of system analysis and methods of neo-systemic analysis (it is proposed to use a hybrid model of verbal and non-verbal assessment models). The objects of comparative assessment are railway projects: the Subpolar Mainline, the LenskoKamchatka Mainline and the railway crossing to the island Sakhalin. To assess the achievement of the general goal, sub-goals were formed: military-strategic, social and economic. At the same time, the goal tree was considered in the framework of three scenarios: optimistic, intermediate and pessimistic. As a result of processing the opinions of experts, it was possible to obtain the coefficients of the relative importance (priorities) of each sub-goal in three different scenarios. At the next stage, the experts were asked to compare compositions - “alternative-scenario”, within the framework of the constructed goal tree. This approach to processing the results of the goal tree allows one to take into account the “scale” of the project, since the projects under consideration have a significant impact on the entire economy, thereby influencing the scenarios themselves, in contrast to the widely used method of hierarchy analysis, which does not take into account such impact. Keywords: Project appraisal · Transport infrastructure · Railway project · Project management · Large-scale projects · Major projects · Megaproject · Analytic hierarchy process · Scenarios

1 Introduction In the Russian Empire, large-scale railway transport projects played a strategic role for the country’s integrity. Of course, we are talking about the Trans-Siberian Railway, now it is difficult to overestimate the significance of this project. After tens of years, and in this case already hundreds of years, it is possible to draw conclusions about the correctness of the decision made in due time regarding the construction of this highway. At the all-Russian forum “Infrastructure projects of Russia: partnership between business and government” (in 2011), Chairman of the Board of the National Agency for Direct Investment, moderator of the plenary session “Megaprojects of Russia” I. Vdovin said © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 20–28, 2022. https://doi.org/10.1007/978-3-030-96383-5_3

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that “…the successful implementation of long-term capital-intensive projects is incredibly important, national importance. The reputation of the country depends on how the project is implemented. In our history, there are examples of successfully implemented large projects in the fuel and energy complex, the automotive industry, and transport infrastructure. Today we are witnessing the start of a new era of megaprojects”. In fact, we note with regret that in the almost 10 years that have passed since the declared start, the partnership between business and government in the implementation of infrastructure megaprojects in Russia, which we call large-scale, if it did take place, it is pointwise. The statement concerns both institutional projects such as the structural reform of Russian Railways [1] and investment (capital-forming) projects such as the construction of high-speed railways and projects of federal significance on the Eastern range of the Russian railway network. The unsuccessful start is explained by: 1) permanent limited investment resources and generic defects in the project financing system, 2) corruption, 3) lack of transparency in the work of public services, 4) low professional training of government officials, 5) ineffective investment decisions. In other countries, the situation is somewhat different, but even there, judging by the monograph [2], the assessment of the consequences of the megaproject implementation for the economy and society is ambiguous, fluctuating in the negative - positive range. In general, in the monograph there is no constructive answer to the question “what to do?” in a turbulent developing world. Next, we will focus on a special class of large-scale investment projects, namely Russian railway projects. The main objective of this study is to take into account the uncertainty factor in the implementation of the project and the consequences of the implementation of large-scale railway projects using the hybrid model (HM). Assuming at the same time that the indicative list of such projects has already been identified by the designers and experts of the existing research structures (government or corporate), and the descriptions of the projects are structured in the naming scale “good - weak - unstructured” proposed by G. Simon: [3]. In addition, it is assumed that the rules and indicators by which the current practice evaluates standard investment projects is exhaustively described in the official methodological materials. Until now, the Baikal-Amur Mainline has not been completed, "abandoned": the Transpolar Mainline the North-Siberian Mainline (NorSib), a railway crossing to the island Sakhalin “Materik-Sakhalin” (MS) [4], Lensko-Kamchatka mainline (LKM). Construction work on most of them began in the Stalinist era, but was closed at the end of 1953. Today, the reconstruction program of the BAM-Transsib system, despite the personal control of the President of the Russian Federation, is being carried out with failures, and the MS, the most advanced today the project does not have a clear implementation perspective. Taking into account the aforesaid and, first of all, the scale and strategic importance of the named large-scale investment railway projects, the state is considered to be the Investor of TM, LKM and MS everywhere in the future. As a consequence, the assessment of the public efficiency of the large-scale investment railway projects should be carried out at the federal level and at an early stage of pre-investment designs, when the design intent is analyzed and the level of uncertainty of costs and benefits is maximum. As a methodological tool, alternative to the Western “mainstream”, we use the systemic

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paradigm of Kornai [5] when constructing an assessment model. In the paradigm, in particular, it is argued that “econometrics and other types of social sciences that use mathematical methods… are forced to analyze a narrow “piece” of reality, because this is the only way to build a model suitable for mathematical analysis”. Thus, the subject of discussion at this stage of developing a complex investment decision are: 1. target settings of the Investor in the long term, 2. acceptable level of cost of the project in comparison with other design alternatives, 3. composition of the project participants: general designer and contractor, key subcontractors and other stakeholders interacting with the Investor vertically and horizontally, 4. device of the organizational structure of project management and the scheme of its financing, capable of providing it (the project) with high adaptive efficiency in a situation of uncertainty approaching today to complete chaos.

2 Research Methods The reference point for the corresponding measurements in the context of points 1) - 4) is the project for the construction of the Trans-Siberian Railway (Transsib), which turned out to be successful under tsarism, developed socialism and current domestic crony capitalism [6]. It is clear that it is theoretically and practically unproductive to copy one-to-one assessment models and organizational decisions on the Transsib. Today, in our opinion, science and practice are faced with the problem of combining verbal (logical-heuristic) models based on expert judgments and economic and mathematical models based on statistical information of the System of National Accounts in the assessment procedures. In both cases, the degree of data aggregation at the macro level is extremely high, while the aggregation problem is more or less correctly mathematically solved only for special cases. In this article, we construct a hybrid model for estimating of large-scale investment railway projects (hereinafter - HM), i.e. we strive to find a compromise between heuristics and mathematics, following the provisions of the Kornai system paradigm [5]. This is done using the so-called methodology of neosystem analysis [6], which, being a clone of the above paradigm, allows, without losing the specifics, to identify the common in various systems, formalized with the help of economic and mathematical models. How it is proposed to reduce the level of uncertainty of the multidimensional situation described above [6], which occurs when assessing the public efficiency of the large-scale investment railway projects, is outlined below. Hybrid Estimating Model. The HM is structurally composed of models that form a hierarchy in terms of entry. In the “Project submodel” block, the project investor is the operating party in the strategic game with “nature” - the Russian economy. The investor “implants” the model of the project into the model of the Russian economy “Submodel of the project environment” and, based on the change in the level of social efficiency of the latter, calculated “without a project” with the level “with a project”, judges the efficiency of the evaluated

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23

large-scale investment railway projects. This is the conceptual scheme of the hybrid model, with the help of which and with the support of a group of experts, an investor interactively makes a complex investment decision. The submodels that are part of the HM, depending on the options for the information support of the assessment procedures in blocks 2 and 3, can be described in one of three ways: verbally, semi-verbally (by means of system analysis), or using applied mathematical models. For example, the model of large-scale investment railway projects in block 2 can be described using a network model of a complex of enlarged operations, or contain a verbal description of the project, structured using logical and tabular models; in block 3, the mathematical model “output costs” can be used and various extreme problems can be posed on the set of feasible plans of this model. In both cases, the descriptions of the project must correspond to the ways of describing the Russian economy. The mixed method, when the description of the project in block 2 is made semi-verbally, and the scenarios for the development of the Russian economy in the long term are modeled using an economic and mathematical model, is demonstrated in [7, 8]. The way of approbation of the assessment is shown below, when verbal models digitized by experts “work” in blocks 2 and 3. From the point of view of information “insufficiency”, this is the most difficult case, and the subjectivity of the expert assessment of the preferability of the compared large-scale investment railway projects is well known. Nevertheless, our experience shows that in comparison with traditional intersectoral [9], sectoral and regional methods of obtaining the desired estimate, the proposed method does not veil the problem of, say, “underestimation of the factor” of uncertainty and contains logically consistent ways to reduce its level and quality of decisions made. Model Experiment. Its contents and results are presented in a step-by-step unfolding below. First Step. The very first step shows that the exploration cycle with varying degrees of depth has been completed by now and the routes of future highways have already served as guidelines for the partial implementation of large-scale projects. It can be seen that TM, LKM and MS are railway lines intended for the development of territories. Together, they form the latitudinal elements of the future transport grid - the infrastructure of the northeastern vector of Russia’s development in the 21st century. The strategic intent of the system is obvious: to strengthen the connectivity of European and Asian Russia as a response to the attempts of the collective West to dismember the country and obtain the right of unlimited access to its natural resources. The territorial dispersion of the country’s productive forces makes it difficult to adequately respond to this challenge. The “railway” solution, despite its high cost [10], makes it possible to significantly strengthen the integrity of the country and obtain an emergent macroeffect, connecting the European part of the country with a temperate climate and densely populated, but with depleted potential of minerals, with the Trans-Ural part, poorly populated and harsh climate, but with world-class mineral reserves.

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Second step. It consists in the construction of a certain analogue of the deterministic analytical hierarchy of T. Saati [9, 10], modified to take into account the uncertainty factors of competing alternatives in the process of assessing their socially useful effectiveness. T. Saati conducts his analysis and builds a tree of criteria in a single scenario of the state of the external environment of the compared projects. Consequently, endogenous uncertainty is not taken into account when quantifying evaluation criteria, which allows us to define the approach of the method author as deterministic. The modification is described in [8] in relation to the problem of developing the resources of the Arctic shelf of Russia, and its development (modifications) in this article is illustrated in Fig. 1, with further approbation in the course of expert interviews [11–13]. The proposed approach synthesizes the proposed approach with the methods of T. Saaty, PATTERN, “cost-effectiveness”, which makes it possible to take into account the uncertainty factor in assessing the large-scale investment railway projects better than in the listed foreign methods, and, as a result, make complex investment decisions more justified. Having structured tree of goals and scenarios-contrasts in the naming scale, the experts proceed to their quantification in scales, first ordinal, then quantitative. To do this, the experts ordered the sub-goals in non-increasing importance for achieving the top-level goal, and so that the rankings of the sub-goals (military-strategic, social and economic) depend on the scenario, that is, the experts ordered these sub-goals three times (in the conditions of an optimistic, pessimistic and intermediate scenario). The resulting orderings were processed using the ASPER computer product based on the Berge-BrookBurkov algorithm. The obtained numerical values of coefficients of relative importance for the case of three sub-goals of the general goal of projects in three scenarios of the development of the external environment are shown in Fig. 1. In Fig. 1, each sub-goal, after processing the experts’ answers, received the coefficients of relative importance, within a certain scenario, while the sum of the coefficients of relative importance within one scenario is equal to the maximum, that is 1, which reflects the degree of achievement of the general goal. However, the “significance” or “value” of this maximum is not the same in different scenarios. In this regard, a second round of expertise was carried out in which 17 experts took part. The expert group consisted of professors and associate professors of the Siberian Transport University, as well as representatives of companies providing transport and logistics services. In the second round of the examination, the experts were asked to order, in terms of the importance of the composition “large-scale investment railway projects + scenario” according to the degree of their usefulness for achieving each sub-goal of the tree of goals. In our case, three projects and three scenarios make up nine possible combinations of “strategy-scenario” pairs, which had to be ordered by experts according to their degree of usefulness in order to achieve each sub-goal from among those indicated in Fig. 1. The results are shown in Table 1.

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Total efficiency of the large-scale investment railway projects

0.66 0.17

Military-strategic

Social

0.17

Transpolar Mainline

0.17

0.17 0.66 0.17

Economic

Lensko-Kamchatka mainline

0.17 0.66

Materik-Sakhalin

Fig. 1. Tree of goals for project evaluation with coefficients of relative importance (priorities) of sub-goals in three different scenarios.

Then the rankings from all experts were processed (converted into quantitative values), and the resulting assessment vector was normalized to one. The results are recorded in Table 2. Table 1. Results of processing expert questionnaires. Composition “alternative + scenario”

Coefficients of relative importance (priority) according to the sub-goals of the project Military-strategic

Social

Economic

“TM + optimistic scenario”

0.26

0.07

0.01

“TM + pessimistic scenario”

0.10

0.07

0.00

“TM + intermediate scenario”

0.26

0.07

0.00

“LKM + optimistic scenario”

0.01

0.05

0.11

“LKM + pessimistic scenario”

0.01

0.03

0.05

“LMC + intermediate scenario”

0.02

0.04

0.11

“MS + optimistic scenario”

0.09

0.45

0.31

“MS + pessimistic scenario”

0.04

0.07

0.10

“MS + intermediate scenario”

0.20

0.15

0.31

Total

1

1

1

26

M. Pyataev Table 2. Rationing of coefficients of relative importance from Table 1.

Composition “alternative + scenario”

Normalized coefficients of relative importance (priority) by sub-goals of the project Military-strategic

Social

Economic

“TM + optimistic scenario”

1.00

0.02

0.09

“TM + pessimistic scenario”

0.40

0.01

0.41

“TM + intermediate scenario”

1.00

0.01

0.27

“LKM + optimistic scenario”

0.05

0.36

0.31

“LKM + pessimistic scenario”

0.02

0.17

0.07

“LMC + intermediate scenario”

0.09

0.36

0.17

“MS + optimistic scenario”

0.36

1.00

1.00

“MS + pessimistic scenario”

0.17

0.34

0.12

“MS + intermediate scenario”

0.75

1.00

0.40

At the next stage, the matrix of normalized priorities of coefficients of relative importance from Table 2 we multiply by coefficients of relative importance of sub-goals (see Fig. 1), having previously written them in the form of a matrix-column, thus, we get the degree of achievement of the general goal, no matter what scenario is implemented. The obtained result is presented in the form of an evaluation matrix. Table 3. Evaluation Matrix for large-scale railway projects. Large-scale investment railway projects i

Scenario j Military-strategic

Social

Economic

TM

0.68

0.15

0.35

LKM

0.14

0.12

0.19

MS

0.58

0.27

0.56

Analysis of Table 3 using the criteria of decision theory in a situation of uncertainty gave the results shown in Table 4. As we can see, according to the rules of decision theory for the case when neither the objective nor the subjective probability of actualization of the scenarios for the development of the Russian economy are known to be the most preferable according to the criteria (military-strategic, social and economic) is the MS the Materik-Sakhalin project. If the probabilities of the actualization of the scenarios can be predicted, then according to the Bayesian criterion, the TM project - the Transpolar Highway - is determined as the best. In the absence of sufficient grounds for calculating the probability of actualization of one of the three scenarios-contrasts, LKM - the project of the Lena-Kamchatka highway - is recommended as the most preferable according to the Laplace criterion.

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Table 4. Choosing a strategy according to the criteria of decision-making theory. Large-scale investment railway projects

Criteria Wald

Maximax

Sevij

Hurwitz

TM

Laplace

*

LKM MS

Bayes

* *

*

*

*

The conclusions about the preference of the analyzed objects according to the Laplace criterion, as shown by our calculations, are stable for any changes in α in the interval [0,1]; when the probability distribution of scenarios - contrasts changes, in some variants of changes, the TM and LKM projects are interchanged according to their preference.

3 Results In the course of the study, a methodology was tested that complements the PATTERN methodology and the analytical hierarchy method, namely, a procedure that provides for taking into account the different “value” of achieving the general goal of the project in different scenarios. In the course of testing this procedure and processing judgments of experts’ opinions, the Materik-Sakhalin project turned out to be preferable.

4 Conclusions The proposed approach differs from the traditional approaches to assessing the effectiveness and the widespread method of analyzing the hierarchy in methodological points: the ability to use this technique in relation to large-scale transport projects; taking into account the specifics of the impact of the project itself on the scenario of the development of events, since the scale of the project has an intersectoral impact on the price system and production consumption; the method of accounting for uncertainty using a game approach, that is, the assessment procedure is actually a strategic game with nature (external environment). In addition, it shows the need for a careful selection of experts when carrying out expert procedures to assess the rational efficiency of projects.

5 Appreciation The author expresses his gratitude and deep gratitude to Doctor of Economics, Professor, Chief Researcher of the Institute of Economics and Organization of Industrial Production of the Siberian Branch of the Russian Academy of Sciences Evgeny Borisovich Kibalov for advice and valuable comments while working on this article.

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References 1. Bykadorov, S.A., Kibalov, E.B., Kin, A.A.: On the development of structural reform for Russian rail transport. Reg. Res. Russ. 7, 45–52 (2017). https://doi.org/10.1134/S20799705 16040055 2. Flyvbjerg, B., Bruzelius, N., Rothengatter, W.: Megaprojects and Risk: An Anatomy of Ambition. Cambridge University Press, Cambridge, vol. 207 (2003). https://doi.org/10.1108/095 13550410530199 3. Simon, H., Newell, A.: Heuristic problem solving: the next advance in operations research. Oper. Res. 6(1), 1–161 (1958). https://doi.org/10.1287/opre.6.1.1 4. Kibalov, E.B., Kin, A.A.: On the question of the effectiveness of the railroad project “Mainland - Sakhalin”. Region Econ. Sociol. 3, 6–20 (2018). https://doi.org/10.15372/REG20180301 5. Kornai, J.: The System Paradigm. Paradigms of Social Change, pp. 111–133 (2000) 6. Kleiner, G.B.: System shifts and reference points of world development. Global world: system shifts, challenges and contours of the future: XVII International Likhachev Scientific Readings (2017) 7. Kibalov, E.B., Khutoretskii, A.B.: Alternatives to transport support for development of Russia’s Arctic shelf. Reg. Res. Russ. 6, 53–58 (2016). https://doi.org/10.1134/S20799705160 10068 8. Gelrud, Y.D., Kibalov, E.B., Pyataev, M.V.: Computer support of procedures for assessing the impact of large-scale railway projects on public efficiency indicators. Bull. South Ural State Univ. Econ. Manage. Ser. 14(3), 48–56 (2020). https://doi.org/10.14529/em200305 9. Pyataev, M.V.: Rail transport in the system of Russian national input-output tables. In: IOP Conference Series: Earth and Environmental Science. Vol. 403, no. 1, p. 012215 (2019). https://doi.org/10.1088/1755-1315/403/1/012215 10. Bykadorov, S.A.: About transport costs calculation on the Transsiberial railway. Pomorstvo. 31(1), 38–44 (2017) 11. Saaty, T.L.: The Analytic Hierarchy Process. McGraw-Hill, New York (1980) 12. Kearns, K.P., Saaty, T.L.: Analytical Planning: The Organization of Systems, p. 216. Pergamon Press, Oxford (1985) 13. Kibalov, E.B., Kin, A.A., Pyataev, M.V.: Large-scale railway projects in the east of the country: expert assessment. Region Econ. Sociol. 2(102), 207–223 (2019). https://doi.org/10.15372/ REG20190209

Optimization Interregional Input-Output Model of Railway Transport: A Tool for Appraisal of Large-Scale Infrastructure Investments Maksim Pyataev(B) Siberian Transport University, Dusi Kovalchuk 191, Novosibirsk 630049, Russia

Abstract. The paper is devoted to the description of the model complex of the optimization intersectoral interregional model for railway transport, this model complex is considered as a key strategic planning tool developed by the Institute of Economics and Industrial Production Organization and the Siberian State University of Railways for railway transport, taking into account various resource constraints. The main functionality, distinguishing features from the previous version, and the interaction of various packages are discussed. From a methodological point of view, it is shown how to use this model complex for analyzing and modeling the consequences of various investment decisions, in various scenarios for evaluating the effectiveness of large-scale railway projects. The model complex is based on the intersectoral balance (“input-output” tables) and the transport balance. The target function is the end-use fund, but in addition, the model allows to assess how investments in railway infrastructure affect the gross domestic product, the growth rate of freight turnover of railway transport, and how the transport capacity of various sectors of the economy changes. In fact, the model is a digital twin of the Russian economy, on which various simulation calculations can be carried out depending on various modifications of the railway infrastructure. The use of this model is able to assess the macroeconomic efficiency of various railway projects. Keywords: Project appraisal · Transport infrastructure · Input-output · Railway · Project management · Large-scale projects · Major projects · GDP · Digital twin of the economy · Megaproject · Multiplier

1 Introduction Currently, macroeconomic planning and forecasting using “input-output” tables are being actively revived. This is partly due to the fact that it is the “input-output” tables that allow to determine the multiplicative effect from the implementation of large-scale projects. At the level of the country’s top officials, it is declared that it is necessary to steer a course in the direction of large-scale investment projects. The implementation of such projects inevitably generates a surge of activity in all sectors of the national economy and this activity can be “tracked” using optimization intersectoral models. © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 29–37, 2022. https://doi.org/10.1007/978-3-030-96383-5_4

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After the decree of the government of the Russian Federation, Rosstat in 2017 published basic “Input-output” tables that are significant for the Russian economy, which is the most important milestone for analysis and forecasting based on the “input-output” method, the last time these tables were published in 1995, it is clear that it was not possible to conduct research based on these data, since significant structural and institutional changes occurred in the economy. The most important principle of the railway transport development strategy is to consider the transport industry not as a closed system, but as part of the economic system [1]. Railway transport, like any other type of transport, is the backbone of the economy for any economy, and especially in Russia it is impossible to ensure the normal functioning of the entire economy as a whole, and even the integrity of the State. Railway transport is actually one of the structure-forming complexes of the entire economy of the Russian Federation, contributes to the formation of a support for the positive growth of all sectors. At the same time, there is also feedback, the state of the economy affects both the development of railway transport and the company “Russian Railways” JSC. The vector of economic development also determines the directions in which traffic volumes will increase. Thus, it is necessary to include direct and inverse links with the railway industry in the general macroeconomic model. The most important feature of railway transport is the fact that it affects not only the technological features of production in other sectors of the economy, but also social and economic relations. In addition, railway transport uses the services of other industries, which gives an opportunity for the development of other industries [2]. The transition to “door-to-door” transportation technologies, an increase in the speed of delivery of goods, the transition to high-speed traffic and the creation of international transport corridors mobilizes innovative development and has a significant impact on the development of scientific research and innovation, which cannot but affect other industries, and vice versa, inertial movement does not create growth points. In addition, the construction of new railway lines encourages the extractive industries to develop mineral deposits, which leads to the economic development of new territories (see Fig. 1). One of the messages of the President of the Russian Federation to the Federal Assembly says as follows: “Among the most significant tasks facing the country, I would like to highlight one more - the development of transport infrastructure. Given the scale of Russia and the geographical distance of some of its territories from the political and economic centers of the country, I would say that the development of infrastructure is more than an economic task. Its decision directly affects not only the state of affairs in the economy, but in general - to ensure the unity of the country”. In Russia, the most important function of railway transport is geopolitical, which ensures the preservation of the interests of the Russian Federation as an integral State. In addition, the location of the Russian Federation should contribute to the development of international transport corridors on its territory. This fact adds to the importance of the railway industry in the system of intersectoral relations. To determine the multiplicative effects caused by the construction of major infrastructure projects, it is customary to use methods that are based on “input-output” tables

Optimization Interregional Input-Output Model of Railway Transport

Electric

Scientific research

Trade

Power industry metallurgy

Building materials

Railway large-scale project

Transport

Mechanical engineering

31

Finance and insurance

Chemistry and petrochemicals

Other sectors of the national economy

Final consumption, Gross Domestic Product, and others Fig. 1. Interaction of a large-scale railway project and other sectors of the economy.

[3, 4], and not on discounting cash flows [5–7], since major infrastructure projects generate an increase in output in all industries with which there is a technological dependence, that is, the effect spreads throughout the system of intersectoral relations. The Russian Nobel Prize winner in economics was one of the first to formulate the problem of production planning in the 60s in the USSR (for example, [8]). This formed the basis for the development of already optimization models, including those based on “input-output” tables. One of the first intersectoral interregional models was developed at the Institute of Economics and Industrial Production Organization of Siberian Branch of the Russian Academy of Sciences and the first forecast calculations were carried out [9, 10]. When designing the optimization of the intersectoral interregional model of railway transport (OIIM -RWT), the OIIM – FEC (fuel and energy complex) was used as the basis. OIIM – FEC was developed by N. I. Suslov and A. A. Chernyshev, in turn, the core of this version was the canonical version of OIIM developed by A. G. Granberg. OIIM - is a unique model tool that allows to actually create a digital twin of the country’s economy, taking into account many influencing factors, while its gradual development saturates the information base, on the basis of which the basis for forecasting the macroeconomic indicators of the regions and the country as a whole is formed. “It is also a useful tool for

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assessing the impact of the implementation of investment projects”. In this context, it is worth noting the research conducted also at the Institute of National Economic Planning of the Russian Academy of Sciences, (for example, [11]) OIIM has several specialized versions, one of the versions is OIIM – FEC, which is part of the SONAR project. This version of the model is focused on energy industries, and a model for railway transport was created on its basis [12]. Since the progenitor of OIIM - RWT was OIIM-FEC, it inherited the main properties of the model. Let’s look at them in more detail. The objective function of the OIIM - RWT is to maximize the costs of the actual final consumption of households. Like the basic OIIM models, the OIIM – RWT - is a semi-dynamic model, i.e. it has three periods: the base period (the actual state of the economy, presented primarily in the “input-output” tables), models of the second forecast period (until 2020) and models of the third forecast period (until 2030). All indicators are calculated at the end of the first period and are the “input” conditions for the model of the subsequent period.

2 Research Methods The peculiarity of the OIIM - RWT, as, in fact, other versions of the OIIM, is that it is interregional, which largely distinguishes it from other macroeconomic models. There are six regions in the OIIM - RWT: Western Siberia (as part of the regions: Novosibirsk, Omsk, Tomsk, Kemerovo, as well as the Republic of Altai and the Altai Region); Tyumen Region (as a separate region); Ural Federal District (as part of the Kurgan Region, Sverdlovsk Region, Khanty-Mansi Autonomous Okrug, Chelyabinsk Region, Yamalo-Nenets Autonomous Okrug); Eastern Siberia (Krasnoyarsk and TransBaikal Regions, Irkutsk Region, the Republics of Buryatia, Tuva, Yakutia); the Far East of Russia (consisting of: Amur Region, Magadan Region, Sakhalin Region, Jewish Autonomous Region, Kamchatka Region, Primorsky Region, Khabarovsk Region, Chukotka Autonomous District, the Republic of Sakha (Yakutia)), and the European part of the country (all other regions of the Russian Federation). This division by region is not accidental, but is of a practical nature, aimed at a detailed analysis of the structure of the economy of the Eastern part of the country. The interregional specificity of this model allows to determine the points of economic growth in one of the regions of the model by modeling various exogenous variables in a particular region. The regional aspect was introduced into the model by A. G. Granberg, all the research in the Siberian Branch of the Russian Academy of Sciences at the Institute of Economics and Industrial Production Organization followed this path of development. In contrast to the models of the Institute of National Economic Forecasting of the Russian Academy of Sciences, which do not specialize in regional effects. This specificity of the OIIM - RWT allows to evaluate the effectiveness of infrastructure projects that take into account transport links between the regions of the country, and capital investments in a particular region. While the general model (that is, without division into regions) is unable to give an accurate answer to the question of which project gives a greater multiplicative effect, since capital investments in models without regional division go to the industry as a whole and it does not matter where the object of investment is physically located. OIIM, thus, allows to identify territorial factors that affect the development of the entire economy

Optimization Interregional Input-Output Model of Railway Transport

33

of the country. But both directions are very important, because they are able to predict general economic effects, which is very important for the country, since more accurate forecasting can put the economy on the right course of development. Both approaches are historically justified, it is necessary to give time to catch up with the West, for this it is necessary to adhere to a model-experimental approach, Russia can no longer experiment in “nature”. In the context of the fact that the model is interregional, that one of the calculated indicators is the gross regional product, for each of the regions, in turn, the GRP of all the regions taken together gives GDP in total. This indicator is calculated. A high degree of aggregation of macroeconomic models makes it possible to track structural changes in the economy, to assess the effectiveness of large-scale investment projects. The Scheme of Functioning of the OIIM - RWC. Since the OIIM – RWT is semidynamic, this opens up opportunities for evaluating the effectiveness of large-scale projects. The relationship between the models of different periods is carried out by transferring information from the results of calculating the first period to the second. The main features of OIIM - RWT. 1) Detailed description of transport sectors. In previous versions of the model, transport was represented by three industries: 1. Public transport and communications; 2. Oil pipeline main transport; 3. Gas pipeline main transport. As can be seen, the transport industry also included communication services, such a degree of aggregation prevented a correct analysis of the structure of the transport industry’s relationships with other industries. In fact, the dynamics of price growth, direct and full costs of these two industries are very different. To solve the problems of railway transport in the OIIM - RWT, the public railway transport was separated into a separate industry. As a result, four transport industries became part of OIIM - RWT: 1. Railway transport; 2. Gas pipeline main transport; 3. Oil pipeline main transport; 1. Other transport. Railway transport in the system of national accounts includes different types of activities, namely freight and passenger transportation, which adds some difficulties when analyzing this enlarged type of activity. In the OKVED (the Russian Classification of Types of Economic Activity), it is included in the class “land transport activities” (OKVED, section I, group 60.10), this group includes both the activities of mainline railway transport and industrial railway transport.

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M. Pyataev

1) Taking into account the peculiarities of the functioning of railway transport. Taking into account the peculiarities of transport links in the OIIM - RWT.   aτrrj xjrr + aτrsj xjrs , r = 1...m (1) xτr ≥ j

s,j

where xτr - is the volume of transport work in the r-th region, aτrrj – transport costs for intraregional transportation of units of production of the j-th industry in the r-th region, xjrr – the volume of intraregional transportation of products of the j-th industry; aτrsj – transport costs for transporting the unit of production of the j-th industry from region r to region s; xjrs – the volume of supply of products of the j-th industry from the region r to the adjacent region s (this takes into account connections only between adjacent regions). Using the premise that the volume of intraregional transport xjrr is equal to the intraregional consumption of the j-th industry. Consumption within the region of the products of the j-th industry xjrr is production minus products exported to other regions or for export, as well as products imported from other regions and imported products, then we have   xjrr = xj0r + xrj + xjsr − xjrs (2) s

s

xj0r -

the volume of production of the j-th industry in the r-th region, received in the last year of the forecast period from the production capacities acting at the beginning of the forecast period; xrj – an additional increase in the output of the j-th industry in the r-th region, obtained as a result of investments in the expansion and commissioning of new capacities. Thus, substituting (2) into (1), we get:     aτrrj + xj0r + aτrrj xrj + aτrrj xjsr + (aτrsj − aτrrj )xjrs (3) xτr ≥ j

j

s,j

s,j

The specific transport costs for interregional and intraregional transportation are exogenous. While the volume of transport work, the volume of export and import to adjacent regions, the so-called transportable products, are endogenous parameters. Formula (3) is a canonical version of the mapping of transport links in OIIM. In OIIM - RWT, the opportunity to take into account the costs of interregional transportation has been implemented. This modification allows to take into account the cost of import and export from other regions. The modification of formula (1) will be as follows    aτrrj xjrr + aτrsj xjrs + aτsrj xτsrj (4) xτr ≥ j

s,j

s,j

aτsrj – costs of the transport industry for the export of one unit of production of the j-th industry from region r to region s; xτsrj – transport costs for the import of one unit of production of the j-th industry from region s to region r.

Optimization Interregional Input-Output Model of Railway Transport

35

Then inequality (3) can be represented as: xτr ≥



aτrrj + xj0r +

j



aτrrj xrj +

j



aτrrj xjsr +

s,j



   aτrsj − aτrrj xjrs + + aτsrj + aτrrj xjsr

s,j

(5)

s,j

Thus, the volume of work of the region consists of the costs of interregional transportation; intraregional transportation; export and import operations (only for border regions). The OIIM version, which was the basis of the OIIM - RWT, included the aggregated industry “Transport and Communications”, that is, the allocation of passenger and cargo transport in this case was quite conditional. With the separation of the railway transport industry into an independent industry, it is possible to allocate passenger and railway transportation. Thus, the formula (5) can be represented by: xτr ≥

 j

aτrrj + xj0r +

 j

aτrrj xrj +

 s,j

aτrrj xjsr +

 s,j

   aτrsj − aτrrj xjrs + + aτsrj + aτrrj xjsr + ατr z

(6)

s,j

ατr – the share of household expenditures on passenger rail transport in the r-th region; z - is the end-use fund. Detailing of transport sectors with the allocation of railway transport into a separate industry. 2) Batch data visualization, the data package is formed on the basis of general semantics. The introduction of batch data representation facilitates the modeling process, since it reduces homogeneous indicators to a single sheet of information display. The following semantic packages are allocated directly in the OIIM - RWT: regional, transport, investment, production, macroeconomic (indicators in the context of regions: import and export of products from the region, accumulation of working capital of industries, depreciation of production fixed assets, net and gross output, capital investment volumes, end-use fund, etc.). OIIM - RWT is based on a set of forecast balances of each region model [13]: “inputoutput” tables; actual availability and employed labor resources; balances of production and direct investment in fixed assets; balances of transport flows (import, export from the region, as well as intraregional transportation). The solution of the model is the maximized end-use fund of households in the model of the last period, as an aggregating indicator of the well-being of the country’s population. In addition, the solution of the model is such indicators as the gross regional product (in the context of economic sectors), calculated both by the production method and by the elements of end-use; traffic volumes for all modes of transport of the model and other indicators. To control the values of the objective function of the problem, many parameters of the model are used, in fact, they are used as control parameters of the objective function. The volume of the household consumption fund is formed in the model depending on several factors.

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3 Research Results The OIIM – RWT is implemented using spreadsheets (designed for entering, storing and displaying information) and LP-VC (a software package for solving a linear programming problem with sparse constraint matrices). The model of each of the three periods consists of five packages (books in Excel format). Each package is a table, one of the packages is the conditions for solving a linear programming problem. The initial conditions that are necessary for the OIIM RWT for the solution of the problem: – – – – – –

specific labor costs of industries in the regional context (labor intensity matrix); specific capital costs of industries in the regional context (capital intensity matrices); specific costs of interregional transport by industry (transport capacity matrix); specific costs for interregional rail transportation by industry; specific material costs of industries in the whole country (material intensity matrices); coefficients of regional differentiation of industries that take into account the “specifics” of the region based on resource and technological features. These coefficients are established by the expert method (the matrix of regional differentiation); – indices of changes in the average Russian material consumption for the calculation period; – capital investment volumes for the model of the first period; for the second and third periods, the linear law of capital investment growth for each region is used. The other four packages are the results of the OIIM - RWT calculations. The first package contains calculated macroeconomic indicators such as gross domestic product, gross regional product, direct investment volumes, actual end-use of households, state consumption, import and export volumes, the structure of economic sectors by region, production volumes and growth rates, transport capacity coefficients of economic sectors in the regional context, gross value added. The next package of output data is the results of calculations of material costs for the production of industries. The last batch of output data – the balance of capital investments, is available only in the models of the second and third forecast period. This package includes capital investment costs for all industries for the forecast period, and the dynamics of capital investment growth is also calculated.

4 Results Discussion Thus, first of all, the volume of capital investments in the railway transport infrastructure is estimated. The results of calculations using OIIM - RWT are such indicators as the GDP growth rate, the growth rate of freight turnover of railway transport, changes in the transport capacity of economic sectors (the railway component). The use of a softwaremodel complex allows to evaluate the comparative effectiveness of various infrastructure projects. OIIM - RWT is actually a model with a high degree of aggregation, the use of models of this type is applicable only for the analysis and modeling of large-scale railway projects, the implementation of which can significantly affect the volume of traffic and the transport capacity of economic sectors. The use of this model is able to assess the macroeconomic efficiency of various railway projects.

Optimization Interregional Input-Output Model of Railway Transport

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References 1. Bykadorov, S.A., Kibalov, E.B., Kin, A.A.: On the development of structural reform for Russian rail transport. Reg. Res. Russ. 7(1), 45–52 (2017). https://doi.org/10.1134/S20799 70516040055 2. Bykadorov, S.A.: About transport costs calculation on the Transsiberial railway. Pomorstvo. 31(1), 38–44 (2017) 3. Burfisher, M.E.: Introduction to Computable General Equilibrium Models. Cambridge University Press (2017) 4. Dixon, P.B., Parmenter, B.R.: Computable general eduilibriun modelling for policy analysis and forecasting. In: Handbook of Computational Economics, vol. 1 (1996) 5. Miller, R.E., Blair, P.D.: Input-Output Analysis: Foundations and Extensions. Cambridge University Press, Cambridge (2009) 6. Ghosh, P.P., Ghose, A., Chakraborty, D.A.: Critical review of the literature on integrated macroeconometric & input-output models. In: The 19-th International Input-Output Conference (2011) 7. West, G.: Comparison of input-output, input-output + econometric and computable general equilibrium impact models at the regional level. Econ. Syst. Res. 7, 209–227 (1995) 8. Kantorovich, L.V.: Methods of optimization and mathematical models in economics. Russian Math Surv. 25, 105–107 (1970). https://doi.org/10.1070/RM1970v025n05ABEH003803 9. Kossov, V.V.: Regional input-output analysis in the U.S.S.R. 14, 175–181 (1965). https://doi. org/10.1007/BF01940911 10. Aganbegyan, A.G., Bandman, M.K., Granberg, A.G.: Programme-objective approach and mathematical models in research of development perspectives for siberia. Geoforum 7(3), 183–192 (1976). https://doi.org/10.1016/0016-7185(76)90031-2 11. Ksenofontov, M.Y., Gromova, N.A., Polzikov, D.A.: Assessing multiplier effects in the Russian economy: input-output approach. Stud. Russ. Econ. Dev. 23, 115–127 (2012). https:// doi.org/10.1134/S1075700712020074 12. Suslov, N.I., Khutoretsky, A.B.: The model of the Russian economy as a tool for evaluating the effectiveness of large-scale railway projects. Region Econ. Sociol. 3(87), 37–66 (2015). https://doi.org/10.15372/REG20150902 13. Pyataev, M.: Rail transport in the system of Russian national input-output tables. In: IOP Conference Series: Earth and Environmental Science, vol. 403, p. 012215 (2019). https://doi. org/10.1088/1755-1315/403/1/012215

Modern Problems of Assessing the Work Efficiency of Train Dispatchers Anatoly Davydov1(B)

, Elena Sidenkova1

, and Igor Parshukov2

1 Siberian Transport University, Dusi Kovalchuk 191, Novosibirsk 630049, Russia

[email protected] 2 West-Siberian Railway, Vokzalnaya Magistral 14, Novosibirsk 630004, Russia

Abstract. Within the framework of the implementation of the transportation process and ensuring its efficiency, the main task is to make employees to realize the goals of railway transport reform achieved with the dominant role of labor. In modern conditions, dispatch control of the transportation process is a rather complex, hierarchical system. At different levels of this system, their own management objects and their own production tasks are formed. The efficiency of the operational management of transportation is determined by the structure of management bodies, the organization of the labor activity of dispatchers at each range of the railway. A train dispatcher’s activity, like any labor process, also has got its own organization and realizes in the frames of concrete system. There were attempts to assess the labor effectiveness and its difficulty in the given category of workers on the basis of integral and general indicators, such as labor productivity of dispatcher’s shifts, railway profits and returns in general and so on. This way turned out ineffective too, because all operating parameters of the railway transport greatly affect the quantity of factors mentioned above. Undoubtedly, in the condition of centralization of the transportation complex management function in Russian Railways, activities of workers and derivative of train traffic management, the quality of railway maintenance services also need to be assessed using special criteria and indicators, which are closely linked to train dispatcher and his professionalism. Keywords: Traffic schedule · Train dispatcher · Workability · Professionalism · Influential factors · Human factor

1 Introduction Since the introduction of the dispatcher system for managing the transportation process in railway transport and until the adoption of the program for reforming and restructuring the management of railway transport in 2003, the forms and methods of organizing the work of the train dispatchers did not undergo fundamental changes [1, 2]. In modern conditions of the intensification of the transportation process, the dispatch control of transportation is a rather complex, hierarchical system. At different levels of this system, their own management objects are formed, with the help of which the strategic and current tasks assigned to the railway transport are solved. The efficiency of train © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 38–45, 2022. https://doi.org/10.1007/978-3-030-96383-5_5

Modern Problems of Assessing the Work Efficiency of Train Dispatchers

39

traffic management, efficiency in organizing the loading and unloading of cars is largely determined by the organization of the dispatcher’s labor activity at each workplace.

2 Research Methods A train dispatcher, in the context of the transformation of methods and systems for managing the transportation process, must simultaneously possess knowledge and skills both in engineering and technology, and in management economics. For a specialist of this level, general and professional development is important through the implementation of the principle – “Do no harm!”. Experts believe that dispatchers work with great nervous tension, since minor deviations from the train schedule, unforeseen interference, errors, technical problems in the maintenance of transport facilities can cause emergency situations [3]. Their work shifts last 12 h of continuous work, are extremely dense and oversaturated with various information. The number of operations for receiving and transmitting information, the number of switchings from one type of activity to another is on average 1500–2800 per shift (Table 1), which is caused by the conditions of operational work [4, 5]. Table 1. Factorial assessment of the criteria for the complexity of the work of train dispatchers, in percent (%). Criteria for assessing the complexity of labor Degree of labor complexity

The complexity of performing technological operations for:

Total by criterion

Management of the enterprise

Analysis of information

Responsibility for:

skill

cargo

traffic

level

safety

safety

Total by criterion

execution technique

measurement difficulties

assessment of the train situation

1

40.7

8.0

4.6

53.3

7.3

14.7

10.0

6.7

31.4

8.0

2

40.2

8.0

4.6

52.8

7.0

16.1

10.1

6.5

32.7

8.5

3

40.9

7.7

4.6

53.2

7.0

15.8

9.7

6.6

32.1

7.7

4

39.0

7.5

4.6

51.1

6.7

17.3

9.5

6.1

32.9

9.3

5

37.4

7.5

4.4

49.3

6.8

19.2

9.5

6.4

35.1

8.8

6

35.8

7.5

4.5

47.8

6.8

19.8

9.5

6.4

35.7

9.7

However, it should be borne in mind that information from the transportation process management system is only a signal of what has already happened, and not what can actually happen. Therefore, depending, for example, on social significance, the incoming information should be: – either normatively neutral, which comes down to introducing the rules and methods of management and possible consequences;

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– either stimulating, coinciding with the personal aspirations of the dispatcher to have a good salary; – either imperative, i.e. have the right to make the final decision for the good of the company. Consequently, the information received by the train dispatcher from the network control center is a means of eliminating the uncertainty factor in decision-making when choosing actions leading to the achievement of the goals of the Russian Railways company [7]. In principle, the decision-making problem can be represented by a set of information: < T, X, R, A, F, G, D >,

(1)

where: T - the purpose of the choice; X - the set of feasible alternatives; R - a set of criteria for assessing the degree of achievement of the set goals; A - many methods of measuring preferences; F - a set of assessments of their consequences; G - the system of preferences of the owner of the process; D - the decision rule reflecting the preference process.

3 Research Results The decisions made have the property of multiplication, they take the form of a set of decisions to be implemented by the links of the lowest level, i.e. train dispatcher. As can be seen from Fig. 1, decision-making tasks are classified: – by choosing a set of admissible alternatives in a set of criterion assessments of their consequences; – by the result of many criteria for assessing the degree of achievement of the set goals; – by the type of preference system. At the same time, the coefficient of implementation of decisions (Kp ) is directly proportional to the number of the administrative and managerial apparatus of the lower level (AMAL ) and is inversely proportional to the number of decisions made. Using the three-step method, it is possible to determine: – what aspect of the situation turns it into a problem; – why exactly this aspect is so ‘bad’ and what will happen if you do not bring the situation under control in a difficult train situation; – if you can personally do something reasonable to solve the task to ensure the sustainability of the situation in the passage of trains. The implementation of functions and management goals [6, 7], determining how urgent are the needs and personal expectations of the dispatcher in the process of performing work, has a motivating effect on train dispatchers. The motivational focus of the dispatcher’s actions has three directions:

Modern Problems of Assessing the Work Efficiency of Train Dispatchers

41

Process approach in the management of the transportation complex

Determine the number of goals and objectives. You need to choose the main ones

How are the priority goals and objectives integrated? Doesn't their implementation contradict each other?

The level of innovativeness of management processes

Effective management of the transportation process

System analysis of the decisions made and the results obtained

Methods for achieving the planned solution with existing technology

Is there enough rolling stock to support the traffic volume according to the daily shift plan?

System of daily shift planning of operational work with subdivisions of the service area

Constant control over the activities of service units

Assessment of the achieved efficiency of the transportation process

Fig. 1. Logical model of the implementation of the process approach by the management of the transportation complex.

– for himself; – for the task at hand; – for the interaction of all links in the management of operational work. The author’s extensive experience in railway transport shows that, like other employees of the company, the dispatch office also resists innovations (Fig. 2) for the following reasons: – economic; – personal; – social. Then the management of the company can and should offer the following ‘star’ of the processes of overcoming social resistance caused by the introduction of production and management innovations (Fig. 2), allegedly interfering with their professional growth.

42

A. Davydov et al. Socialization of management innovation

Assessing the implementation process and taking corrective actions

Dissemination of management innovation to the departments providing the transportation process

Creating a sense of commitment to management innovation Social inertia

The motivational component of stimulating the effectiveness of the operational work of the railway

Fig. 2. The process of managing the reduction of resistance to the introduction of managerial innovations.

The sources of professional growth of the dispatcher include: knowledge, innovation, creativity. In modern conditions, an increasing number of technical and non-technical jobs are based on knowledge, and 90% of all jobs in dispatching circles are occupied by intellectual workers, and computers here perform mainly routine work [7]. An integral labor function of a train dispatcher is his intellectual and professional development, since knowledge through management practice turns into reflex attitudes of his professional consciousness and stereotypes of professional activity (Fig. 3). In modern conditions, the effectiveness of decisions made by a dispatcher is based on knowledge, and computers here perform mainly routine work. The dispatcher’s professional communications are based on clear information content and its analysis, i.e. without processing the received information, there can be no coordination of management objects at the serviced range. When optimizing the range management system as a result of the constant development of technologies, the value of the economic effect from the introduction, for example, of a new method of making a decision by the dispatcher, depends on the effectiveness of the scale of its distribution and the time of development, and the motivating force for any new idea is determined by the depth, time and breadth of its application. According to the author’s calculations, the level of income of the railway, depending on the effectiveness of dispatch control, is approximately 82% of their total value. If, for example, a positive financial result is expected, characterizing the financial stability of a company or a railway, then it must be obtained in such a way that the company’s costs contribute to the maximum return on invested capital. The key factors of the company’s success are in two areas: in the external - from which the company receives all types of resources, and in the internal - strong and weak management reactions of which create certain prerequisites for transforming the subject of work of the train dispatcher into a product of labor and a commodity [8, 9].

Modern Problems of Assessing the Work Efficiency of Train Dispatchers

Achievement of the strategic goal

Analysis of past years

Setting short-term goals

Industry experience

Selection and correspondence of forms and a priori control methods

System analysis

43

Justification of the necessary organizational management structures

Is the variant set complete enough?

Is the set of work projects complete?

Was the analysis enough?

Decision made Fig. 3. Algorithm for coordinating goals and objectives in the organization of the transportation process.

In addition, in the process of mastering new technologies, there is a gradual and continuous reduction in the cost of working time due to the development of specialized skills, the development of rational techniques and methods of labor. The psychological load of train dispatchers is significantly influenced by the number of trains passed at the serviced range per shift (Fig. 4 a, b), the size of which depends on the features in the passage of trains on single-track and double-track railway lines [10].

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So, on single-track lines, there are long-term stops of freight trains under crossing at intermediate stations of sections [3, 7]. For single-track lines, there are rare stops of freight trains under crossing at intermediate stations of the dispatching area, which causes a small time spent by the dispatcher associated with the existing traffic during the day. Completely different conditions are created in the case of an increase in the traffic (Fig. 4.b).

Fig. 4. Scheme of the passage of trains along the section with different traffic a) - for small traffic on the section; b) - with increased traffic on the section.

In this case, a significant increase in the number of train crossings on the section will cause an increase in the load of the train dispatcher and an increase in his fatigue during the shift. The load on train dispatchers is increasing both due to the increase in the number of trains passing through the section, and due to a sharp increase in the number of their stops at intermediate stations. On double-track railway lines, with an increase in the volume of traffic, the fatigue of train dispatchers increases due to long delays of freight trains during overhaul of the track.

References 1. Dakic, I., Yang, K., Menendez, M., Chow, J.Y.J.: On the design of an optimal flexible bus dispatching system with modular bus units: using the three-dimensional macroscopic fundamental diagram. Transp. Res. Part B Methodol. 148, 38-59 (2021) 2. Zhang, Q., Wans, T., Huang, K., Chen, F.: Efficient dispatching system of railway vehicles based on internet of things technology. Pattern Recogn. Lett. 143, 14–18 (2021). https://doi. org/10.1016/j.patrec.2020.12.011

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3. Luan, X., Corman, F., Meng, L.: Non-discriminatory train dispatching in a rail transport market with multiple competing and collaborative train operating companies. Transp. Res. 80, 148–174 (2017). https://doi.org/10.1016/j.trc.2017.04.011 4. Bessonenko, S., Badazhkov, M.: Issues of regulation of fillability of a train traffic schedule. MATEC Web of Conferences. 239, 02004 (2018). https://doi.org/10.1051/matecconf/201823 902004 5. Wang, C., Shi, H., Zuo, X.: A multi-objective genetic algorithm based approach for dynamical bus vehicles scheduling under traffic congestion. Swarm Evol. Comput. 54, 100667 (2020). https://doi.org/10.1016/j.swevo.2020.100667 6. Vorobyov, V., Manakov, A., Repina, I.: Economic assessment of the control of human-factor impact on faults of technical facilities in railway-Transport technological processes. MATEC Web of Conferences. 239, 08011 (2018). https://doi.org/10.1051/matecconf/201823908011 7. Parshina, V., Marushchak, T., Kuznetsova, E., Davydov, A.: Motivational elements of the human factor for the implementation of the “vision zero” concept in railway transport. Transp. Res. Procedia. 54, 191–199 (2021). https://doi.org/10.1016/j.trpro.2021.02.064 8. Bykadorov, S.A., Kibalov, E.B., Kin, A.A.: On the development of structural reform for Russian rail transport. Regional Res. Russia: Earth Planetary Sci. Soc. Sci. 7, 45–52 (2017). https://doi.org/10.1134/S2079970516040055 9. Hall, N., Lowe, C., Hirsch, R.: Human factors considerations for the application of augmented reality in an operational railway environment. Procedia Manuf. 3, 799–806 (2015). https:// doi.org/10.1016/j.promfg.2015.07.333 10. Naumann, A., Grippenkoven, J., Giesemann, S., Stein, J., Dietsch, S.: Rail human factorshuman-centred design for railway systems. IFAC Proc. Volumes. 46(15), 330–332 (2013). https://doi.org/10.3182/20130811-5-US-2037.00095

Analytical Review of Theoretical Approaches to the Formation and Accounting of the Innovative Potential of Transport Corporation Vladimir Fedorovich1(B)

, Tatiana Lunina1

, and Tatyana Fedorovich2

1 Siberian Transport University, Dusi Kovalchuk 191, Novosibirsk 630049, Russia 2 Novosibirsk State University of Architecture and Civil Engineering, Turgeneva 159,

Novosibirsk 630008, Russia

Abstract. The results of studies of the financial and economic component of the innovative potential of large transport corporations of the Russian Federation are presented, taking into account the influence of their organizational and economic structure, taking into account the number of production structural divisions, on the consolidated financial result of production, economic and financial activities. The value of the property complex of a transport corporation is characterized as an objective and reliable indicator representing the operational and strategic components of the economy, finance, including innovation potential. The article analyzes the classical contradictions in the economic (material) interests of principals and agents, namely: owners and representatives of top management of transport corporations of the Russian Federation, based on their relationship to the value of the property complex as the basis of the modern theory of asymmetry of financial management information. The research is based on methods of induction, deduction and general knowledge. Methods of logical, statistical and correlation analysis are also used. Research proves that it is necessary to have a scientifically sound methodology as the starting point for building a model and interpreting the results obtained. One of the methods of such a scientific approach is a fairly complete sample with an apodictic classification of quantitatively measured factors that affect the analyzed indicators. Keywords: Innovative potential · Transport corporation · Owner · Principal · Agent · Synergistic effect

1 Introduction The economic challenges of the current stage of development of the world economy are often the result of competitive confrontation between individual states that express the economic interests of national corporations. As a rule, such challenges are very painful and are caused by the action of certain factors of an objective, and sometimes subjective, narrowly national character, but they are very negative and critical both for the world © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 46–55, 2022. https://doi.org/10.1007/978-3-030-96383-5_6

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economy as a whole and for the national economy of any state. Such situations cause stagnation in some sectors of the national economy and, in order to solve a whole range of economic problems, they require rather specific and non-standard approaches, which are often quite costly for any national economy. The modern national economy of the Russian Federation is no exception. In this regard, the existing economic, including resource, financial, etc., crises like an avalanche, in accordance with the technological, production-economic and organizational-financial chains of creating added value of the final product of any kind, have a destructive, destabilizing effect on development and functioning of large industrial and transport corporations. In order to level and reduce negative effects as the consequences of crisis situations in the future, as well as their predictability by calculating and modeling forecasts of expected economic indicators, problems associated with the analysis of the results achieved, operational efficiency and obtaining objective forecast information for the development of rational and timely management decisions. At the same time, to take into account the time factor, which is largely decisive in such economic conditions, it is necessary to use modern information and communication technologies for digital transformation of various aspects of production, economic and financial activities of large transport corporations. Significant advantages of information and communication integration of modern technologies as the main mechanism of the digital economy are outlined in the World Bank’s 2016 Survey - the development of innovations, a sharp increase in efficiency, the integration of labor and capital. At the same time, the dominant main results of the development of the digital economy can be: – increasing the efficiency of capital use; – development of competition; – reduction of the cost of production for industrial purposes through a comprehensive cost reduction; – an increase in the number of industrial and transport corporations and the associated growth of new jobs; – an increase in the share of the middle class among the working population, as a solution to the problems of reducing poverty and overcoming social inequality of the population. The problem of transition to an innovative path of development for domestic industrial and transport corporations, also associated with resource conservation, is highlighted in the Transport Strategy of the Russian Federation, which determines the main directions of its strategic development for the period up to 2030. At the same time, the main and dominant direction is the formation and development of their innovative potential, supported by digital accounting and situational management based on scenario options for alternative strategies. This determines the relevance of research on modern methods and the development of new approaches for assessing the innovative potential of large industrial corporations in the transport industry, as well as its potential use in a constantly changing (divergent) and dynamic production environment, as well as the accompanying perfect competition.

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2 Methods In modern economic conditions, which are largely due to the expansion of the boundaries of uncertainty in the legal, industrial and economic spheres of economic activities of legal entities. As well as the results obtained in the course of reforming the entire railway industry, due to significant changes in the form of ownership of their property complexes, an updated approach to the strategic assessment of the activities of industrial and transport complexes is required. On the other hand, the emergence of holding organizational structures (subsidiaries and dependent companies - SDCs), many private carriers, required the use of a private fleet of freight cars. In this regard, for the formation, development and assessment of their innovative potential, today it is necessary to propose and develop multifactorial complex indicators and information models to take into account both specific (sectoral) and universal features, which will ultimately allow measuring the synergistic effect of all components innovative potential of large railway corporations. Summarizing the modern points of view of scientists, economists and practitioners, we list the dominant in publications approaches to characterize the concept of “innovative potential”: 1. Effective approach. “Innovation potential” is the basis or the basis for maintaining the organizational structure of all elements, ensuring the intensity of the integrated development of all links (production units) of the corporation, their stable stability and the ability to dynamically increase competitiveness. 2. A systematic approach. “Innovation potential” is characterized as a material system that preserves, within specified boundaries, real possibilities for influencing such systemic properties: as temporary and organizational stability, preservation of a given hierarchy of subordination of objects or subsystems, which ensures its future potential for expanding and changing the goals of functioning, flexibility in restructuring, and also complements the various possibilities of its elements. 3. Resource approach. “Innovation potential” closely correlates with the disclosure of the systemic essence of its resource provision and is characterized by the dominance of its organizational, economic and financial components in the decomposition of its elements based on a retrospective analysis of financial consequences from the implementation of the entire complex of possible (potential) strategic development goals of the corporation. At the same time, both resources and resource constraints of production systems are considered primarily as component system components, the degree of influence of which primarily corresponds to the achievement of the intended real and potential strategic results in a given time interval. Ultimately, the use of these provisions gives all the grounds for an objective analysis and assessment of the innovative potential of car repair corporations and quite reasonably determines its inter sectoral nature, on the one hand, and industry specificity, on the other. So, if the cross-sectoral nature seems to be: firstly, the innovative side of production, economic and financial activities in the development of each component of the production system;

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secondly, it quantitatively characterizes the share of the innovation component in all components of the resource provision of all production units participating in the creation of net added value; thirdly, it is the corporation’s real resource potential, with the possibility of increasing it in the future, taking into account the available financial reserves. The sectoral specifics of the functioning of any organizational corporate structure is manifested primarily in the specific structure of providing resources for its individual structural divisions, different duration of the cycle of implemented innovative solutions and their individual stages, the stability of production interrelation and interdependence on suppliers of various types of resources, as well as the use in practice of system operational analysis specific sectoral quantitative and qualitative financial and economic indicators and standards. The theoretical aspects of accounting for the financial and economic component of the innovation potential of a corporation and taking into account the potential synergistic effect indicate the need to calculate and determine the main and auxiliary components of the financial and economic component in order to quantitatively assess their impact on the innovation potential of the corporation. In this regard, a reasonable systematization of the proposed indicators and the development of a new methodological approach for their use in transport and industrial corporations are required. Thus, in order to determine the achieved level of innovative development of the transport corporation and the subsequent assessment of the available real reserves and their potential or “strength” for an operational innovation “breakthrough”, it is necessary to clarify the basic principles of the functioning of the organizational and economic mechanisms for assessing the financial and economic potential, which are based on the: – the operational, tactical and strategic capabilities of the transport corporation for future expected or predicted changes in the organizational, technological and technical areas, due to the sustainable impact of innovation (innovation); – management analysis and long-term forecasting of the development level of a transport corporation. Such a forecast is made on the basis of estimated indicators (quantitative and qualitative) characterizing various stages of development of all structural units in order to determine their “strengths and weaknesses” in economic, industrial and financial activities; – development of final information models for making and substantiating rational management decisions. Such decisions are associated with a quantitative assessment of real organizational, economic and financial reserves and their time-based and staged use for the effective innovative development of a transport corporation; – the use of modern approaches to digitalize all stages of preparation of management decisions in the field of effective use of the reserves (resources) of a transport corporation to accelerate its innovative development.

3 Research Results Analysis and determination of the level of development of the existing potential of a large transport corporation should be carried out on the basis of an integrated approach that

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takes into account the integration of various rather multifaceted studies of a number of reasonable indicators that adequately demonstrate the organizational and financial and economic activities of the corporation for a certain time interval. Such a comprehensive assessment covers various aspects of the business of a transport corporation, including its financial and non-financial aspects. Specific aspects of such a comprehensive assessment are: 1. Multidimensionality, implying an assessment of various aspects of the economic activity of a transport corporation, and the fundamental is organizational and economic; 2. Scenario multivariance of building an information model, based on the fact that the final results obtained in the course of the study (for example, profit from sales of products, profit before tax, or net profit) are evaluated according to several comparison bases; 3. Multi-criteria in the construction of relationships and interdependencies when conducting a comprehensive assessment based on previously set (planned) criteria or their interval normative values. Therefore, a comprehensive assessment is based on a comprehensive description of the results of economic activities of a transport corporation, which is used to justify and make decisions in future planning periods. In addition, a comprehensive assessment is based on factors that affect the level of innovative development of a transport corporation. Based on the analysis, it can be seen that the fundamental in the study of the innovative potential of a company is to identify subsystems or elements of potential. At the same time, the number and composition of elements of innovation potential differs depending on the subjective approach of each author. At the same time, most researchers suggest calculating integral indicators to assess the level of development of the company’s innovative potential. However, the methodology for calculating them is contradictory and sometimes destructive. Therefore, the assessment of the innovative potential should be carried out on the basis of identifying a group of reasonable indicators, as well as their probabilistic assessment using the proposed integral indicator in order to choose the most effective direction for the development of a transport corporation. It should be especially emphasized some of the shortcomings of the methodological approaches in practice for assessing the achieved and predicting the expected future innovative potential is that: – when assessing the achieved level of innovative potential, modern authors use a large number of indicators, which complicates their objective analysis, and also reduces the objectivity of conclusions when processing information, its significant laboriousness of accounting, safety and consistency of the results; – for the calculation of indicators and their assessment, it is necessary to involve various groups of external experts who are competent in each data component of a specific area of the analyzed information, this affects the rise in the cost of the analysis procedure itself, and also causes certain difficulties in the objective interpretation of the results obtained;

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– the indicators used generally reflect the general economic activity of the corporation, but at the same time they do not distinguish innovative; – the methodological approaches used are rather difficult to use in practice, since they are partially built on reporting forms that are not accessible to the analyst, which complicates their use; – the methods used do not always allow the analysis and its individual procedures (stages) to be carried out in an algorithmic sequence and a clear relationship of the studied indicators-factors with each other. This review of the approaches has demonstrated the advantages and disadvantages of existing methods for assessing the level of innovative development of a corporation. The most complete and justified methodology should be based on a set of indicators that reflect the innovative potential of a transport company in the context of its individual components and components. The use of an integrated approach to assess the level of innovative development of a transport company is justified, since the result of the analysis will be objective and not depend on a subjective point of view. At the same time, the development of existing approaches would make it possible to use a number of special criteria for the values of the financial and economic component to assess the type and achieved level of development of the innovative potential of a transport corporation. One of the existing problems in the construction of such an objective and justified methodology is the determination of the necessary calculated indicators and criteria for their assessment. Therefore, the identification of a certain number of estimated indicators should be made from the point of view of the requirements for the universality of simplicity and the possibility of digitalization in the use of big data, simultaneously reflecting the completeness and objectivity of financial and economic information about the achieved level of development of the innovative potential of the transport company and the availability of real reserves for their use in the future. In this regard, the calculation of the integral indicator - the indicator of net value added is proposed to be carried out using the formation and construction of an economic and mathematical model, which will provide a more accurate integral assessment obtained in the process of calculating these indicators for specific structural divisions of the corporation, on the one hand, and legal entities - subsidiaries and dependent companies included in the group of interconnected organizations, on the other. Taking into account the above-mentioned structural elements of the financial and economic component of the innovative potential of a transport corporation, the assessment of the level of its innovative development should be made on the basis of a set of indicators for the following components, taking into account the fact that the construction of an information model, including a complex system of indicators of resource productivity, logically correlates with the following traditional for management analysis by indicators: – economic assessment of the effectiveness of the use of personnel - labor productivity; – the absolute amount of costs used to calculate the profitability of products - the full cost of marketable (sold) products or the amount of costs per ruble of proceeds from the sale of products;

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– stock (salary, material, etc.) return and capacity (relative indicators as factors of profitability of production or the efficiency of using various types of resources); – economic or commercial efficiency of capital investments in the development of basic industries (types of activities) of a transport corporation or a group of interdependent organizations. To identify the fundamental components that have the greatest impact on the integral indicator of the innovative potential of a transport corporation, it is necessary to carry out on the basis of the Pareto law, i.e. 80/20. Its essence lies in the fact that a comprehensive effect can be achieved using the principle of imbalance or the least effort. Taking this dependence as a basis, we find that 80% of the organizational, financial and other components of a transport corporation have the greatest impact on the formation of its innovative potential, and 20% of other components - less. Hence, to build an information model and a basic integral indicator - net value added, we will narrow the total number of components of innovation potential to one, namely, we will use only its financial and economic component. Problematic issues and directions for studying the potential effects of rational and effective management of the innovative potential of property complexes of industrial and transport corporations are now becoming especially acute. Since only quantitative accounting of the material interests of owners, investors, creditors and representatives of top management, including hired personnel of industrial and transport corporations, provides real opportunities for the formation and development of their investment potential. In this regard, in order to take into account the influence of the scale of organization of repair production processes of each production (structural) division of a legal entity on the final (reporting) financial results of its production activities, and in the future and mathematically describe the obtained nonlinear dependencies, an ambitious task is set for the development and implementation of information multivariate economic and mathematical model. Such an information model makes it possible, on the basis of analysis and forecasting of the amount of gross (marginal) profit, taken in the calculations, taking into account its factor dependence on the amount of net value added in marketable products formed by each individual production (structural) division of the corporation, to make long-term management decisions that are understandable for everyone, associated with both the final rise in price (reduction in price) of marketable products, and a change in the market share for its supply. At the first stage, it is proposed to conduct paired modeling of the indicator of the total cost of marketable products. At the same time, the efficiency of management of this indicator must be considered for each individual technological process at all stages of the increment of net value added during its production. Studies have shown that the organization of all stages of modeling is ultimately determined by the actual dependence of the influence of the quality of the calculations performed and the level of information support for the subsequent process of their digitalization. At the next stage, the issues related to the need to take into account the innovative potential of the corporation for the future are resolved, i.e. future rationalization of internal (transfer) and external (market) pricing. Otherwise, taking into account the expected demand and competitive supply for its products presented in a specific market

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segment. The indicator of net value added, as a modified indicator of economic value added (EVA) for this, makes it possible to make a quantitative valuation of the basic component of the innovative potential of transport corporations, which is an improvement in the organizational and economic mechanism of natural regulation of their production, economic and financial activities. Graphic interpretation of the information model, which allows to give a cost estimate of the influence of the number of structural units on the estimated profit of a transport corporation by taking into account the contribution of each structural unit to the final results of the corporation’s work. Figure 1 shows the graphs of the dependence of the estimated profit on the indicator of net value added (GVAi), calculated as the relative value of the increase in the cost of commercial products when they are transferred from one structural unit to another (Fig. 1).

The amount of estimatid profit, thousand conventional units

For 3 structural divisions 100 y = 0,0133x2 + 3,7499x R2 = 0,9817

50

17,449

y = 34,748Ln(x) 60,431 R2 = 0,9561

0

The relative value of the increase in the cost jf products, rel. units. 10 (%)

-50

The amount of estimated profit, sausand conventional units

-100

300 250 200 150 100 50 0 -50 -100 -150

For 4 structural divisions y = 0,3451x2 + 1,684x R2 = 0,9961

15,019

y = 80,83Ln(x) 122,71 R2 = 0,7715 1

3

5

7

9

11

13

15

17

19

21

23

The relative value of the increase in the cost of products, rel. units 10 (%)

a) GVA=20%; b) GVA=40%; e) -------- polynomial - GVA=40%

с) GVA=60%; d) GVA=80%; f) --------- logarithmic - GVA=80%

Fig. 1. Change in the estimated profit depending on the relative value of the rise in the price of marketable products and the number of structural units.

4 Discussion The main component of the assessment of the financial and economic component is a systematic approach that provides for the multifactorial nature of the study and a

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general target setting, which allows to combine individual areas of analysis, general and specific, quantitative and qualitative indicators and factors of production into a single system for its comprehensive integrated assessment. At the same time, the assessment of the financial and economic component of the innovative potential also takes into account the synergistic component of the economic activity of the repair transport corporations. This approach is due to the fact that the transport complex largely determines the final economic efficiency of the economic activities of industrial corporations, both at the regional and federal levels. In this regard, the use of multivariate regression models in the assessment is quite motivated and is based on the assumption that the level of the resulting indicator depends on the integrated influence of a number of different factors on it. In economic theory and practice, considerable experience has been accumulated in the formation of methodological approaches for assessing economic and managerial effects at all stages of the development of complex production systems, in relation to various economic structures, including in the management system of transport corporations. Modern methodological and methodological aspects of analysis and assessment are considered in the works of Schaltegger S., Wagner M. [1], Melnik M.V. [2], Barilenko V.I. [3], Kogdenko V.G. [4] and other authors [5–7]. These scientists and researchers have developed both the basic principles of economic analysis when assessing complex organizational systems, and specific analytical methods adapted to organizations of various types of economic activity. Development and improvement of a modern instrumental base for organizing and conducting research in the field of accounting and quantitative assessment of the impact of financial, economic, organizational and operational effects on the innovative potential of industrial and transport corporations, including the synergy effect, which largely determines the economic, commercial and social effectiveness of their provision. production and technological functioning. Timely high-quality implementation of the set technological tasks depends on the degree of coordination of the economic interests of the owners and representatives of the top management of transport car-repair corporations, based on their professional attitudes towards the value of the property complex used in production, as the basis of the modern theory of asymmetry of financial management information. Only the achieved balance of economic interests of principals and agents in making strategic management decisions will allow to come to the intended goals in time. At the same time, in parallel, it will be possible to naturally reduce the asymmetry of information in order to develop crucial management decisions for the corporation. A retrospective analysis of domestic and foreign studies on methodology and methodological approaches to assessing the innovative potential of corporations, its analysis and forecasting revealed a number of problems in this scientific area. In particular, a number of methodological and methodological issues related to the improvement of approaches to assessing individual components of the innovative potential of transport corporations as complex socio-economic, production-technological and financial systems formed at various hierarchical levels of management have not been resolved.

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5 Conclusions Research proves that it is necessary to have a scientifically sound methodology as the starting point for building a model and interpreting the results obtained. One of the methods of such a scientific approach is a fairly complete sample with an apodictic classification of quantitatively measured factors that affect the analyzed indicators. In addition, the results of studying the heritage of modern representatives of economic science prove a certain flaw, as well as insufficient scientific validity of the existing conceptual approaches to assessing the innovative potential for the production, economic and financial activities of transport corporations. In this regard, the modern development of market relations in the railway complex of the Russian Federation requires the solution of problematic issues of a regional, federal, and sometimes interstate nature. This is primarily due to the improvement of the methodology for analyzing and evaluating economic indicators for an objective assessment of the innovative potential of Russian transport corporations.

References 1. Schaltegger, S., Wagner, M.: Integrative management of sustainability performance, measurement and reporting. Int. J. Account. Audit. Perform. Eval. 3(1), 1–19 (2006). https://doi.org/ 10.1504/IJAAPE.2006.010098 2. Gogoleva, T.N., Kanapukhin, P.A., Melnik, M.V., Lyashenko, I.Y., Yaryshina, V.N.: Economic analysis of labor resources usage in regional markets. In: Popkova, E.G. (ed.) HOSMC 2017. AISC, vol. 622, pp. 581–590. Springer, Cham (2018). https://doi.org/10.1007/978-3319-75383-6_74 3. Pavlova, K.S., Barilenko, V.I., Knyazeva, N.V., Krylova, T.D.: Methodology for monitoring the customer value perception of the service quality in small audit companies. Helix. 8(5), 3593–3599 (2018). https://doi.org/10.29042/2018-3593-3599 4. Kogdenko, V.G.: Descriptive, predictive, and prescriptive analytics: data, methods, and algorithms. Econ. Anal. Theory Pract. 18(3), 447–461 (2019). https://doi.org/10.24891/ea.18. 3.447 5. Fedorovich, V.O., Fedorovich, T.V.: Corporate business value: asymmetric information in the calculation of economic value added. Finan. Anal. Problems Solutions. 2(348), 183–203 (2019). https://doi.org/10.24891/fa.12.2.183 6. Fedorovich, V.O., Fedorovich, T.V.: The value of a firm: asymmetric information in economic value added measurement. Digest Finan. 25(1), 53–67 (2020). https://doi.org/10.24891/df.25. 1.53 7. Fedorovich, T.V.: Improvement of methodology for the analysis of construction indicators. In: IOP Conference Series: Materials Science and Engineering, vol. 953, p. 01204 (2020). https:// doi.org/10.1088/1757-899X/953/1/012046

Methodological Approach to Qualitative Assessment of Operational Risks of a Transport Corporation Tatyana Vladimirova(B)

and Victor Sokolov

Siberian Transport University, Dusi Kovalchuk 191, Novosibirsk 630049, Russia

Abstract. The relevance of the proposed study is caused by a significant increase in the interest of Russian Railways top managers in the quantitative and qualitative measurement of operational risks as a consequence of the introduction of sufficiently effective corporate risk management systems in the industry, as well as the growth of corporate management errors. The practice of risk management in railway transport indicates that most often companies suffer from operational risks arising from errors in internal systems and processes, personnel actions, as well as from an increase in the mass of disturbing environmental influences. Nowadays, international organizations have developed general management principles and methods for calculating reserves to cover operational risks, but they have not proposed specific methods for assessing operational risks, since they are internal risks for the company, which creates difficulties in identifying the causes of their occurrence, as well as in their quantitative and qualitative assessment. The purpose of this study is to qualitatively assess the operational risks of the Infrastructure Directorate of Russian Railways and their socio-economic consequences based on the methodological approach proposed by the authors. The research methodology includes classical methods of scientific knowledge (observation, analysis, synthesis, formalization, logic) and special methods (formation of a system of indicators, scaling, intergroup and dynamic comparison). The application of the proposed methodological approach made it possible to give a qualitative assessment of the operational risks of a specific Infrastructure Directorate of Russian Railways. Keywords: Operational risks · Risk management · Management principles · Management methods · Reserves · Quantitative and qualitative assessment · Methodological approach to assessment · Scorecard · Scaling · Comparison

1 Introduction The study of the chronology of scientific understanding of the category of risk shows that this understanding actually began with the correspondence between B. Pascal and P. Fermat in 1654, in which the key provisions of the “Theory of Probability” were identified, which later became the basis of the theory of risk. Currently, risk is the most important category that characterizes the functioning and development of biological, © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 56–64, 2022. https://doi.org/10.1007/978-3-030-96383-5_7

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technical and socio-economic systems. The conceptual apparatus of risk management is still controversial, and the methodological tools for managing risks of economic systems are constantly being improved in the direction of its more rigorous formalization and avoiding subjectivity. It must be said that interest in operational risks came into the theory and practice of risk management of socio-economic systems much later than other risks, and it came from the management of technical systems as an antipode to the reliability of technical systems and technological processes, which is understood as the ability of a system to perform certain functions without failures for a given period of time. A review of foreign and domestic literature of a fundamental, methodological and applied nature indicates that the majority of authors understand operational risks as risks arising in internal corporate governance systems, technological and business processes under the influence of both internal and external disturbing influences [1–6]. For the first time, operational risk was more or less clearly defined by the European Union Directive “Solvency II” for insurers, then this definition was adopted in the Basel II rules for banks. In its Ordinance dated April 15, 2015, the Bank of Russia defines operational risk as the risk of “occurrence of direct and indirect losses as a result of imperfection or erroneous internal processes of a credit institution, actions of personnel and other persons, failures and shortcomings of information, technological and other systems, and also as a result of the implementation of external events”. Banking operational risk is defined here in such a way that it is quite possible to use it for economic agents of the real sector of the economy. However, it should be noted that this definition is not entirely correct, it does not correspond to one of the rules for defining concepts: a new concept should not be a tautology. And there is a pure tautology here: operational risk is risk. It must be said that in the definitions of risk by foreign and domestic experts, there is such a wide range of approaches that it becomes unclear how to bring them to a common denominator. The authors declare that risk is: the likelihood of a loss of profit; mathematical expectation of losses; the possibility of a negative deviation between the planned and actual results; the way of acting in an unclear, uncertain environment; potential, numerically measurable possibility of loss; system of economic relations; one of the types of danger; measure of quantitative multicomponent hazard measurement; unwanted opportunity, etc. Usually, in the interpretations of a generally accepted category, there may be some differences from different authors, but they necessarily contain some kind of generic word or phrase. However, in the interpretations of the category, there is almost no common generic word. The key words of the interpretations are different. It is possible to try to combine these ideas into a single concept and understand risk as a special activity. In our opinion, the philosopher A.P. Algin applied this approach and gave the most adequate definition of risk, and many of his followers adhere to his interpretation in their studies. In his work “’Risk and its role in public life”, A.P. Algin interprets risk as an activity associated with overcoming uncertainty in a situation of inevitable choice, when there is an opportunity to quantitatively and qualitatively assess the probability of achieving a goal, deviation from the goal or failure. Based on the basic formula of A.P. Algin, we interpret operational risk as follows: operational risk is the activity of an economic entity associated with overcoming the

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uncertainty of economic conditions, which arises as a result of the presence of negative factors in the construction of business processes, technological systems, personnel management, internal control and external influence in a situation of an inevitable choice when it is possible to quantitatively and qualitatively assess the probability of achieving the expected result. Naturally, the lack of a unified understanding of the essence of risk as a key category of management of production systems and business processes causes difficulties in the formation of specific methodological tools for quantitative and qualitative assessment of operational risks. The complexity of assessing operational risks is determined by the fact that these risks for economic entities are internal, depending on the negative impact of factors of both external and internal environment on production and business processes. Internal factors are very specific for each economic entity, the influence of environmental factors on the activities of entities manifests itself in different ways and is also always specific. The practice of managing operational risks shows that most often they are associated with problems arising in the corporate governance system due to errors and violations in regulations, technologies, procedures, rules of technological processes and business processes, but, as a rule, reserves to cover damages for these risks are not created. Nowadays, operational risks have become the object of fundamental and applied research in all sectors of the national economy of Russia in connection with the processes of globalization, digitalization and the growing uncertainty of both the external and internal environment of the functioning and development of economic entities. It is quite natural that operational risks associated with disruptions in technological and business processes in railway transport are given great importance due to the fact that transport technologies can rightfully be classified as extreme technologies. There is no clear definition of operational risks in the Strategy for the Development of Railway Transport in the Russian Federation until 2030. The document presents a system of indicators of these risks, which makes it possible to assess and analyze the reasons leading to the development of negative scenarios. The term “operational risk” is also not found in the Functional Risk Management Strategy at the Russian Railways Holding, approved by the Order of JSC Russian Railways dated July 26, 2012. This term also did not occur in the National Standard of the Russian Federation “Functional safety. Risk management on railway transport” introduced in August 2012. It provided an understanding of internal risk as a complex risk that includes, among other risks, the risk associated with the operation of infrastructure facilities and rolling stock, which, in our opinion, can be attributed to operational risks. The structural and logical model of risk management of the Russian Railways holding provides for a stage of quantitative risk analysis, which evaluates the likelihood of their occurrence, the degree of their impact on the key performance indicators of the holding, and determines the permissible levels. Particular emphasis in risk management is placed on the assessment of damage from traffic accidents and other events associated with violation of traffic safety rules and the operation of railway transport.

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Methodological recommendations for calculating losses due to traffic accidents and other events related to violation of traffic safety rules and the operation of railway transport at Russian Railways involve the calculation of a complex risk indicator that integrates a system of 21 specific indicators. The integral indicator includes losses related to transport accidents; damage to rolling stock, track facilities and other infrastructure facilities; losses from damage and loss of cargo and baggage; expenses related to train delays and other losses. It must be said that these losses on Russian railways are very large: Over the past 5 years, according to the statistics of the Russian Ministry of Transport, violations of the safety rules for operating rolling stock on the railway infrastructure have been accounted for 76 cases of traffic accidents, including 59 crashes and 17 breakdowns. The total losses from transport accidents amounted to 1 billion 187 million rubles. At the same time, more than 60% of transport accidents on the railway transport infrastructure were caused by third-party organizations carrying out repair and operation of the rolling stock. All of the above risks are undoubtedly operational risks. Their assessment essentially comes down to determining the likelihood of a risk event and damage that is a consequence of this event. It must be said that a full-fledged quantitative risk assessment cannot be limited by the value of the probability of a risk event and the amount of damage caused. It is also necessary to assess the risk measure (level, degree). For each specific risk, this will be its own indicator. For example, to assess the operational (left-side) risk of an economic entity, the margin of financial strength (safety edge) is used as a risk indicator, which is the relative value of the difference between the actual revenue and the profitability threshold. This approach is not used in the methodological toolkit for quantitative assessment of operational risks at Russian Railways. The most serious risks to rail transport are operational risks, which lead to losses associated with human life. These include the risks of violation of the safety rules for the operation of infrastructure facilities; risks of deficiencies in the organization of technological and business processes and risks associated with personnel. Although the risks associated with personnel are distinguished into a separate group of operational risks, the above risks, in fact, are also associated with personnel and represent the notorious “human factor” -“Operational Risks” is a risk that includes errors because of the system, human intervention, incorrect data, or because of other technical problems. Every firm or individual has to deal with such an operational risk in completing any task/delivery. With firms, operational risks include system errors, human errors, improper management, quality issues, and other operation related errors. In the case of individuals, we can drill it down to error because of self-process or other technical problems [7]. In the Strategy for Guaranteed Safety and Reliability of the Transportation Process in the Russian Railways Holding, targets were set for traffic safety for the period up to 2030, which are determined by the ratio of the absolute number of all types of traffic accidents and other events to the total train traffic on the infrastructure of Russian Railways. It should be noted that this indicator adequately reflects the level of this operational risk, however, it is born initially at the lower and middle levels of risk management. In our opinion, it is of interest to measure the indicators of operational risks at these levels for making operational decisions at the local level. In addition, it is necessary to link

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operational risk measures with personnel in order to realistically motivate employees to reduce risks. Within the framework of this study, we will consider the Infrastructure Directorate as an object of observation, which organizes the current maintenance of the elements of the railway track and organizes work to ensure the safety of train traffic. Analysis of damage levels and causes of their occurrence in the studied Infrastructure Directorate showed that locomotive crews lose their working time due to: train delays at the entrance signal; violation of the locomotive delivery schedule; uncoupling of faulty locomotives from transit trains; delay of trains on the section due to violation of the technology of the transportation process; disruption of the schedule due to limiting runs; damage to devices due to violation of work technology, etc. On average, 775 h of working time are lost per month in the Directorate with damage of 229,812 thousand rubles.

2 Methods In this study, operational risks associated with personnel were taken as the object of identification and assessment: the risk of suboptimal use of working time and the risk of understaffing. It is these risks that drive technology disruptions and damage to infrastructure. It should be noted that the risk of non-optimal use of working time and the risk of understaffing are logically related. Lack of staffing forces workers to work inopportune hours to fulfill the production program. The analysis showed that there is a direct rather close relationship between the indicators of non-optimal use of working time and the loss of time spent by locomotive crews. The initial principle of a qualitative assessment of these risks is the dialectical principle of the transition from quantity to quality. The purpose of this assessment is to determine the acceptable level of risk. To determine a qualitative risk measure, the scaling method is used. A scale is formed for converting the corresponding quantitative measure into a qualitative one, i.e. a series of distributions of the qualitative assessment of operational risk is formed according to the corresponding indicator.

3 Results To assess the operational risk of suboptimal use of working time, the indicator “nonworking hours (work on holidays and weekends)” is taken as an indicator, since this indicator is universal and can be used in almost all departments of the Infrastructure Directorate. To form a distribution series, information on the annual levels of “nonworking hours” was used (Table 1).

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Table 1. Scale for assessing the operational risk of non-optimal use of working time by departments of the Infrastructure Directorate. Interval of the level of availability of working hours on holidays and weekends, thousand man-hours

Qualitative measure of risk

Up to 40

Low

40–80

High

80–120

Moderate

120–160

High

More than 160

Unacceptable

Based on the proposed scale, it is possible to give a qualitative assessment of the operational risk of non-optimal use of working time among departments of the Directorate (Table 2). The analysis showed that an unacceptable and high risk is found in the track department (it decreases in dynamics) and in the car department, which also slightly decreases. Table 2. Assessment of the operational risk of non-optimal use of working time by departments of the Infrastructure Directorate. Department

Number of hours worked on weekends and holidays, thousand man-hours 2017

2018

2019

Track department

226.9 121.6 Unacceptable High

78.2 High

Automation and telemechanics department

6.778 Low

9.27 Low

0.685 Low

Electrification and power supply department

22.469 Low

11.02 Low

2.303 Low

Car department

234.73 206.1 123.6 Unacceptable Unacceptable High

Directorate for operation and repair of track machines

7.71 Low

20.23 Low

0.595 Low

Infrastructure device diagnostics and monitoring center 4.995 Low

3.366 Low

2.082 Low

Total

373.95

208.37

505.25

In all branches of Russian Railways, there is a provision on the procedure for accounting and organizing work to exclude cases of irrational use of the working time of locomotive crews and measures of responsibility for their irrational use, which provides for:

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control over the adjustment of the wage fund between operational locomotive depots and the enterprises guilty of this; depriving workers who influence the use of working hours of locomotive crews. Consequently, a qualitative assessment of the operational risk of non-optimal use of working time for the departments of the Directorate is relevant and useful. To assess the operational risk of understaffing for the main groups of workers, the indicator of the level of understaffing for the main groups of workers as a percentage of the standard is taken as an indicator. Scaling is carried out by forming a series of risk distributions for this indicator (Table 3). Table 3. Scale for assessing the operational risk of staff shortage by main groups of employees of the Infrastructure Directorate. Understaffing level interval, % of the standard

Qualitative measure of risk

Below 60

Catastrophic

60–70

Unacceptable

70–80

High

80–90

Moderate

90–100

Low

100–110

Acceptable

Based on the proposed scale, it is possible to give a qualitative assessment of the operational risk of staff shortage of the Directorate by main groups of employees (Table 4). In general, the Directorate has the following level of operational risk of staff shortage – low, acceptable, moderate. A high risk is observed in the groups “Electromechanics” and “Electricians for maintenance of repairs and alarm, centralization and blocking devices”. The catastrophic risk is observed only in the group “Locksmiths for the repair of rolling stock at the maintenance depot”. Therefore, it is necessary to work with these groups of personnel in the area of personnel management. The assessment of social damage as a result of the operational risks in the Infrastructure Directorate of ineffective use of working time and staff shortage can be assessed by the change in wages. For example, in the car department of the Directorate, there is an unacceptable and high risk of suboptimal use of working time, a catastrophic risk of understaffing of the contingent of mechanics for repairing rolling stock at the maintenance depot and an increase in the wages of this group of workers by only 5% over the past year. It can be assumed that people performed almost double work, but had a slight increase in wages due to a decrease in bonus payments because of violations. The same can be said about the groups “Electromechanics” (increase in wages - 1.9% over the last year) and “Electricians” (increase in wages - 2.9% over the last year).

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Table 4. Risk of shortage of staff of the main production groups of the Infrastructure Directorate to the standard. Name of the main production group

Staffing level, % 31.12.2017

31.12.2018

31.12.2019

Track servicemen

97.3 Low

93.2 Low

96.1 Low

Track foremen

106.0 Acceptable

98.8 Low

87.9 Moderate

Level-crossing attendant

93.0 Low

94.3 Low

97.9 Low

Repairers of artificial structures

87.3 Moderate

84.5 Moderate

87.5 Moderate

Rail spotter operators

100.5 Acceptable

101.4 Acceptable

101.3 Acceptable

Car inspectors

105.3 Acceptable

106.2 Acceptable

110.8 Acceptable

Locksmiths for the repair of rolling stock at the 52.1 Catastrophic maintenance depot

40.8 Catastrophic

35.3 Catastrophic

Catenary electricians

101.4 Acceptable

97.5 Low

97.6 Low

Electromechanics (S)

100.1 Acceptable

99.7 Low

101.9 Acceptable

Electromechanics (E)

79.4 High

80.1 Moderate

80 High

Electricians for the maintenance of repair and alarm devices, centralization and blocking (S)

89.8 Moderate

80.9 Moderate

77.1 High

4 Conclusions The study of the methodological tools for quantitative assessment of operational risks at Russian Railways showed that the term “operational risk” itself is absent in the regulatory documents governing risk management in the holding, and the probability of a risk event and the damage associated with this event is used as a quantitative assessment of operational risks. In fact, the indicators characterizing the measure (level) of risks are not yet used in the practice of risk management in the holding. To achieve the goal of this study – to conduct a qualitative assessment of the operational risks of the Infrastructure Directorate of Russian Railways and their socioeconomic consequences, a methodological approach was developed based on the use of the dialectical principle of the transition from quantity to quality and on scaling the conversion of quantitative risk indicators into qualitative ones according to the corresponding indicator. In the qualitative assessment of the operational risk of suboptimal use of working hours, the indicator “non-working hours” was used, and in the assessment of the risk of understaffing for the main groups of workers - the indicator “level of understaffing for the main groups of workers as a percentage of the standard”. The proposed methodological approach to a qualitative assessment of operational risks of suboptimal use of working time and staff shortage can be applied to other directorates of Russian Railways, which will make it possible to conduct a spatial comparative analysis of these risks and develop a personnel coordination policy between structural divisions. A qualitative assessment of the named operational risks is necessary for predictive calculations in the formation of financial and personnel policies of directorates, for their consideration in the formation of ratings of their functioning and development.

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References 1. Rahmayana, P.E., Purba, H.H.: Risk management in railway during operation and maintenance period: a literature review. J. Eng. Appl. Sci. Technol. 4(4), 29–35 (2019). https://doi.org/10. 33564/IJEAST.2019.v04i04.005 2. Xia, T., Zhu, X., Wang, L., Ye, Y.: Railway passenger and freight transportation operation risk identification and evaluation technology. In: IOP Conference Series Materials Science and Engineering, vol. 768, p. 052016 (2020). https://doi.org/10.1088/1757-899X/768/5/052016 3. Peng, Z., Miller, A., Johnson, C.: Risk assessment of railway transportation systems using timed fault trees. Qual. Reliab. Eng. 32(1), 181–194 (2016). https://doi.org/10.1002/qre.1738 4. Batarlien˙e, N.: improving safety of transportation of dangerous goods by railway transport. Department of logistics and transport management, faculty of transport engineering. Infrastructures 5(7), 54 (2020). https://doi.org/10.3390/infrastructures5070054 5. Qin, Y., Jia, L.: Operational Risk Analysis of Rail Transportation Network. Active Safety Methodologies of Rail Transportation Advances in High-speed Rail Technology. Springer, Singapore (2019). https://doi.org/10.1007/978-981-13-2260-0_5 6. Leitner, B.: A general model for railway systems risk assessment with the use of railway accident scenarios analysis. Procedia Eng. 187, 150–159 (2017) 7. Madhuri, T.M.: Operational Risks. Operational Risks Definition. https://www.wallstreetmojo. com/operational-risks/

Development of Transportation Processes in Russia as a Basis for Making Management Decisions Natalia Popova , Aleksey Dmitrenko , Marina Kvint(B)

, and Elena Sidenkova

Siberian Transport University, Dusi Kovalchuk 191, Novosibirsk 630049, Russia

Abstract. The study of the features and patterns of transport processes occurring at the present time urgently requires knowledge and understanding of the operation of the transport complex as a whole and its elements in the previous periods of its development. Management decisions in transport for the implementation of transportation are also mainly explained by the dynamics of these indicators. The purpose of the study is to display the functioning of the main land transport modes, their role and importance in the implementation of the transportation process in different time periods. Also, to a large extent, it reveals the role of these types of transport in the economic complex in various accounting periods of the country’s development. The key research methods were comparison and correlation, as the most acceptable methods in the calculation and analytical activities to identify and improve the existing features of the transportation process in the transport complex of Russia. The paper displays the performance indicators of the main land transport modes – rail, road and intracity, as well as pipeline transport, the routes of which are laid mainly across the territory of the country. Based on specific statistical material, the significance of these types of transport in the implementation of transportation in different time periods of the historical development of Russia is revealed and shown. The results of the study, presented graphically and in tabular form, confirm the reliability of the initial materials of the study and can serve as a scientific and practical basis for making management decisions. Keywords: Transport processes · Land modes of transport · Transportation · Dispatch of cargo · Cargo turnover · Departure of passengers · Passenger turnover · Management of the transportation process

1 Introduction The study of modern features and patterns of transport processes is inseparable from knowledge and understanding of the operation of the transport complex as a whole and its elements in the previous periods of its development. Management decisions in transport for the implementation of transportation, as the main type of activity that determines the functioning of this economic complex, are caused by a number of parameters and indicators, including the work of transport, statistically expressed in terms of dispatch of cargo/cargo turnover and departure of passengers/passenger turnover. © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 65–71, 2022. https://doi.org/10.1007/978-3-030-96383-5_8

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The essence of the scientific problem is that the development of transport processes is a multifactorial phenomenon, the dynamics and rates of change of which, on the one hand, are largely determined by the material base of the transport complex, i.e. the presence of tracks and rolling stock, the number and condition of which not only affect, but also determine the transport processes. On the other hand, transport processes are, in essence, a reflection of the development of the economy of the country (or region) and the functioning of other economic complexes, the basis of which is the productive forces, i.e. people and the means of production. It is the productive forces that are that element of the social environment for which the delivery of raw materials and materials for production and, accordingly, the export of manufactured products have always been and are functionally and vital. The time frame of their implementation is important in solving the research problem of recognizing the content of transport processes. In other words, the stages of the implementation of the transportation process in relation to the transportation of goods and the transportation of passengers reflect the features and patterns of the formation of not only an industrial or social, but also a transport product, both in space and in time. Consequently, the parameters and performance indicators of transport in their historical retrospective are in many respects an objective basis for making management decisions due to the needs and necessity of social development in the short and long term. The development of transport processes as a phenomenon that can be studied, understood, modeled and evaluated for the future, served as the subject (and object) of research in a number of scientific and practical works. In particular, in works [1], a study of factors influencing the transport development of regions is presented. The work [2] considers the feasibility of generating electricity from renewable sources, taking into account the specifics of railway transport. The work [2] considers the experience of cooperation between railways, universities of railway transport and scientific laboratories. Features of transport processes in relation to the carriage of goods by various modes of transport are shown in the works [3, 4]. Passenger traffic has become the subject of diverse research, which is reflected in the works [3, 4]. Not only research, but also scientific and practical work is devoted to the development of transport processes. The Transport Strategy of the Russian Federation for the period up to 2030 defines, mainly, the technical component that determines the development of the transport processes themselves. At the same time, in spite of the multifaceted nature and diversity of the research carried out on the peculiarities of transport processes, the need to consider the dynamics of the implementation of transportations carried out by land modes of transport seems obvious and justified. Moreover, the reflection of the functioning of these modes of transport in different time periods will provide a reliable and convincing analytical basis for making managerial decisions, which is the goal and objective of this study. The novelty of this scientific research is revealed in the peculiarities of the application of the methodological approach for the targeted selection of parameters and indicators from various sources; their comparison, correlation and interpretation as methods for solving a specific research problem – determining the features and patterns of transport processes in Russia at different time periods.

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2 Research Methods Features and patterns of transport processes in Russia were identified by determining the participation of the designated modes of transport in the implementation of the transportation process. The indicator of the participation of a transport complex in the implementation of transportation is a work statistically expressed in terms of dispatch of cargo/cargo turnover and passenger departure/passenger turnover. The dynamics of these indicators testifies to the participation of certain types of transport in the transportation of goods (rail, road, pipeline) and passengers (rail, road and intracity modes of transport). Initially, the time limits of the phenomenon under study were chosen. Since the countdown of the economic activity of Russia, as an independent and sovereign entity, began in the last decade of the twentieth century, the accounting period was almost 30 years, from 1990 to the beginning of 2020, with a time interval of 10 years. Then, according to the published reports in the statistical collections “Transport and Communications in Russia” and “Transport in Russia”, a sample of indicators characterizing the operation of the transport complex was carried out. All subsequent actions to assess the indicators of the participation of the transport complex in the implementation of transportation were carried out on the basis of comparison, correlation and analysis of tabular data. Statistical information was presented in absolute values – by departure: million tons of cargo/million passengers, or by cargo/passenger turnover: billion tonne-kilometer/billion passenger-kilometer work. Then the relative values of the designated work parameters and the corresponding indicators (in percent) were calculated. The reliability and comparability of the initial data is ensured by the fact that the information is obtained from official sources, in which traditional parameters are used for the operation of the transport complex, statistically expressed in terms of dispatch of cargo/cargo turnover and passenger departure/passenger turnover. The meters processed in this way became the calculation and analytical basis for subsequent interpretations for solving a specific research problem. Comparison and correlation have become key research methods, as the most acceptable in the calculation and analytical activities to identify and improve the existing features of the transportation process in the transport complex of Russia.

3 Results The main results of the implementation of the adopted methodology for determining the features and patterns of transport processes in Russia are summarized in tables. Table 1 presents the parameters and indicators of the cargo operation of the main land modes of transport over a 30-year period. The tabular data indicate that in the period under study, the volumetric indicators of cargo work are formed largely due to the work of land transport modes, both in the dispatch of cargo and in the cargo turnover. The total share of land transport is over 90%. At the same time, it should be noted that in the transportations carried out by the actual land modes of transport – rail and road – the share of their aggregate participation is decreasing. In the dispatch of cargo – from 90% to 84.5%. At the same time, the value of the share of pipeline transport is growing from 5.7% to 13.8% over a 30-year observation period.

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Mode of transport

Dispatch of cargo, million tons

Cargo turnover, bln. t*km

Years

Years

1990

2000

2010

2020

1990

2000

2010

2020

Rail

2140

1047

1312

1399

2523

1373

2011

2602

Road

15300

5880

5240

5735

299,4

153

199,3

275

Pipeline Transport, total

1101

829

1061

1159

2575

1916

2382

2686

19218

7909

7754

8421

6122

3638

4752

5674

In cargo turnover, on the contrary, the total participation of the indicated types of transport, firstly, exceeds 40%, and secondly, it is growing, and by the end date, it is already 50.5% for rail and road transport, and 47.5% for pipeline transport. In a similar way, the absolute values of the indicators of cargo turnover are increasing. So, in pipeline transport, due to the development of the material basis – the arrangement of hydrocarbon deposits, the presence of processing enterprises (oil products) and the actual creation of pipeline networks and systems, starting from the 70s of the twentieth century, the size of the share in the implementation of transportation has gradually increased from 13.3% to 47.5% (in terms of cargo turnover). The level of participation in the transportation of the actual railway transport has always had high absolute values. This is facilitated by the area of the country’s territory and the configuration of the railways. Automobile transport in Russia, which performs its work mainly independently in the European territory of the country, in Asian Russia plays mainly a complementary role, especially in the transportation of bulk cargo - coal, ore, timber, mineral building materials. Therefore, according to the data of statistical reporting, the participation of this type of transport had maximum absolute values in 1990, and then, accordingly, decreased. The relative values of equity participation were redistributed in favor of modes of transport with a large length of transport routes (rails, pipelines). The dynamics of freight traffic indicators for the observation period is shown in Fig. 1–2. 120 100 80

rail

60

road

40

pipeline

20

transport, total

0 1990

2000

2010

2020

Fig. 1. Dispatch of cargo by mode of transport, 1990–2020, %.

Development of Transportation Processes in Russia

150

rail

100

road

69

pipeline

50

transport, total

0 1990

2000

2010

2020

Fig. 2. Cargo turnover by mode of transport, 1990–2020, %.

The parameters and indicators of passenger traffic carried out by rail and road transport with the participation of intracity transport over an almost 30-year period are shown in Table 2. Table 2. Dynamics of passenger traffic by mode of transport for 1990–2020. Mode of transport

Departure of passengers, mln. Passenger turnover, bln. people pass*km Years

Years

1990

2000

2010

2020

1990 2000 2010 2020

Rail

3143

1419

947

1201

274.4 167.1 138.9 133.6

Road

28600 23000 13400 10637 262

Urban (tram, trolleybus, subway) 15700 20400 7600 Transport, total

5839

80.6

47681 44839 22036 17825 782

173.7 140.6 122.5 100.1 116.5 55.4 496

484

635.2

According to the tabular data, in the period under study, land transport modes, including intracity electric transport and the subway, performed almost all transportation work to send passengers. The aggregate participation of the designated modes of transport exceeded 99%, with a predominant participation in the carriage of passengers by road transport, the share of which was almost 60%, intracity – more than 33%. The participation of railway transport in passenger transportation varied from 3.2% to 6.7% in different years of the observation period. In the passenger turnover, the size of the maximum participation of these types of transport, more than 88%, was noted in 2000, and then steadily decreased, showing less than 50% at the end date (beginning of 2020) of the entire observation period. It can also be noted, as a feature and regularity in the implementation of passenger transportation, that the indicators of passenger turnover by rail and road transport, both in absolute and in relative terms, have almost equal values of passenger-kilometer work. This circumstance emphasizes the demand for these types of transport in transport processes in Russia at different time periods. The noted trends in the change in the values of the analyzed indicators are associated with the nature of the life of the population – potential consumers of transport services of

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this kind. It would be good to emphasize that the work of transport, as already noted, is one of the indicators of the participation of the transport complex in the implementation of transportation. Passenger transportation, in contrast to cargo transportation, has a peculiarity in that it is carried out in accordance with the needs of the population [3, 4]. The needs of the population, as a rule, have labor, educational, recreational, cultural and social, sports and entertainment focus, etc. Therefore, the satisfaction of the identified needs can be constant or variable, year-round or seasonal in nature and largely depends on the capabilities of the applicants (or residents) and the nature of their life. The dynamics of passenger turnover indicators for the observation period is shown in Fig. 3, 4. 150 rail

100

road

50

urban transport, total

0 1990

2000

2010

2020

Fig. 3. Departure of passengers by type of transport, 1990–2020, %.

150 rail

100

road 50

urban transport, total

0 1990

2000

2010

2020

Fig. 4. Passenger turnover by type of transport, 1990–2020, %.

Graphical displays of the results of the implementation of transport processes indicate the importance of this type of production activity for the development of the country’s economy and the life of the population. The fact that due to the work of various modes of transport in the “transportation and storage” industry, 11.5% of gross domestic product is created (according to the Russian Statistical Yearbook 2020), confirms the need to make the right decisions in the management of the transportation process, in which the leading role belongs to land modes transport.

4 Conclusions Russia is a country located in the northeastern part of Eurasia and occupies a significant part of this continent. The presence and development of land transport routes in

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the country is largely predetermined by the location of the state and the configuration of the territory. A study of the transportation processes carried out by such modes of transport as rail, road, pipeline and urban showed that the work performed by the transport complex is an important and reliable indicator, which is indicating the role and place of transport activities in the development of the country’s economy and the life of the population. The proposed algorithm for selecting parameters and indicators that take into account the operation of land transport in different time periods reflects the essence of the methodological approach to the classification of types of transport process depending on the purpose of transportation: cargo or population. The methodological foundations for choosing a system of parameters that characterize the operation of the elements of the transport complex were based on the accounting and analysis of time and sectoral changes in specific indicators and their values in the presence of initial statistical information. A formalized assessment of the results of transport activities at certain time periods, expressed graphically, allows comparing and correlating the performance indicators of transport. Taking rational and promising management decisions in the implementation of the transportation process is necessary both in technical, technological, and organizational aspects. To ensure the sustainable development of land transport modes, it is necessary to take into account the effectiveness and dynamics of the transportation process, which is implemented in different time periods and within the framework of a single transport complex of the country.

References 1. Popova, N., Kvint, M., Dementyev, A.: Interaction in transportation as the basis for implementation of intergovernmental cooperation. Matec Web of Conferences 216, 01014 (2018). https://doi.org/10.1051/matecconf/201821601014 2. Dmitrenko, A.V., Lesnykh, E.V., Bekher, S.A., Dmitrenko, I.Y., Buryanina, N.S.: Choosing rational locations for placing wind farms in Eurasia with regard to the railway transport specifics. IOP Conf. Ser. Mater. Sci. Eng. 918(1), 012004 (2020). https://doi.org/10.1088/ 1757-899X/918/1/012004 3. Komarov, K.: “Collaboration” as a mechanism for implementation of the technological revolution in the operating processes of railway transport. Matec Web of Conferences 239, 07006 (2018). https://doi.org/10.1051/matecconf/201823907006 4. Fialkin, V., Veremeenko, E.: Characteristics of traffic flow management in multimodal transport hub (by example of the seaport). Transp. Res. Procedia 20, 205–211 (2017). https://doi.org/ 10.1016/j.trpro.2017.01.053 5. Macioszek, E., Staniek, M., Sierpinski, G.: Analysis of trends in development of freight transport logistics using the example of Silesian Province (Poland) – a case study. Transp. Res. Procedia 27, 338–395 (2017). https://doi.org/10.1016/j.trpro.2017.12.026 6. Angelidou, M., Genitsaris, E., Aissati, H.E., Naniopoulos, A.: The effect of major market and societal trends on public transport in European cities. Transp. Res. Procedia 24, 105–112 (2017). https://doi.org/10.1016/j.trpro.2017.05.075 7. Schrank, D., Eisele, B., Lomax, T., Bak, J.: Urban Mobility Scorecard. Texas A&M Transportation Institute (2015). http://static.tti.tamu.edu/tti.tamu.edu/documents/mobility-sco recard-2015.pdf 8. Gutierrez, J.: Transport and accessibility. Int. Encyclopedia Hum. Geography. 410–417 (2009). https://doi.org/10.1016/B978-008044910-4.01030-0

Features of Monitoring the Stress-Strain State of Structures During the Construction of Bridge Crossings Ilya Zasukhin , Artem Ivanov(B) , Pavel Kuzmenkov , Sergey Polyakov , and Ivan Chaplin Siberian Transport University, Dusi Kovalchuk 191, Novosibirsk 630049, Russia

Abstract. The complication of installation technologies and design performance of elements of artificial structures leads to an increase in the risk of emergency situations during the bridge construction. Scientific and engineering support of the construction process of bridge crossings is one of the essential conditions for the prevention or timely elimination of the consequences of such incidents with minimal losses. This will make it possible to provide stakeholders with the necessary data in a timely manner to make appropriate adjustments during the construction process, which may be reflected in refined calculations, individual design solutions and work technologies. This approach can significantly reduce the risks of emergency situations during construction and significantly increase the reliability of the structure during operation. The article describes the features of the process of scientific and engineering support for the construction of several bridge crossings. Analysis of changes in the stress-strain state of structures during construction is noted. The measuring equipment used to fix the necessary indicators is described. The importance of scientific and engineering support of the installation process was confirmed, especially for out-of-class and atypical bridge structures. Keywords: Bridge · Bridge structure · Superstructure · Control · Longitudinal sliding · Stress-strain state · Scientific and engineering support · Finite element method · Computational model

1 Introduction Control of the stress-strain state of elements at the installation stage is an integral part of ensuring the proper quality of construction of building structures. Even when performing many times debugged earlier technological operations, abnormal situations are possible, which is clearly confirmed by the information in [1–4], and with the complication of the structural design of the elements, the risk of their occurrence increases even more. According to the research results [2, 5], errors at the construction stage account for about 15% of the main causes of emergency destruction of bridges. Since bridge crossings, especially out-of-class ones, are one of the most complex engineering structures, support of the construction process by independent organizations is an integral part of preventing or timely elimination of the consequences of such incidents with minimal losses. © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 72–81, 2022. https://doi.org/10.1007/978-3-030-96383-5_9

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It is especially important to carry out such control for statically indeterminate systems in the presence of staged operation of elements, in the case of using a complex installation technology or with nonlinearity of the structure [6]. Here, at first glance, insignificant deviations at the beginning of the construction process can lead to significant differences in the actual stress-strain state from the expected one at the time the structure is put into operation. As an example, Fig. 1 shows the calculated and actual stress diagrams over the sections of an arched superstructure, which is unique in its technical characteristics (mesh arch with a span of 380 m to be overlapped and a lifting boom of about 70 m) and the complexity of the construction technology. The mounting of the tightening is performed by the method of longitudinal sliding, and the arch vault – by sliding along a curvilinear spatial trajectory. The joint operation of the arch and the tightening at the operational stage is ensured by four planes of cable-stayed suspensions, and before their installation, the tightening and the arch relied on permanent and temporary supports. The variety of parameters changed during the construction process, as well as the geometric nonlinearity of the system, led to a significant discrepancy between the calculated and actual stress diagrams (see Fig. 1).

Fig. 1. Comparison of the actual and calculated diagrams of normal stresses along the sections of the arch superstructure with mesh filling from flexible cables, Note: The blue line corresponds to the calculated stress level, the red dotted line – to the actual stress level along the left plane of the arch, the red solid line – to the actual stress level along the right plane of the arch.

As a rule, the main components during the process of bridge construction are geodetic monitoring [7] and stress control of the primary members [8]. But often there is a need to solve highly specialized tasks, for example: – control of uneven bearing of beams on supporting parts during construction; – the need to control the stress-strain state of structures in hard-to-reach places; – control of the dynamic parameters of the structure during the construction process. Implementation of such atypical operations allows to reduce the risks of emergency situations during construction and significantly increase the reliability of the structure during operation.

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2 Methods 2.1 Control of Uneven Bearing of Beams on Support Parts During Construction The longitudinal sliding method is one of the most common technological processes for the construction of metal superstructures. In the simplest case the sliding consider in a straight line in the plan, under each box there is one rolling track, and the marks of their top in each cross section are at the same level, therefore, to calculate the parameters of the stress-strain state, it was sufficient to draw up a flat finite element model. However, in recent years, especially in conditions of dense urban development, more and more complex options for the structural design of structures are being used. In this case, during sliding, the trajectory of movement of the structure changes in space, and the flat computational model becomes insufficient [9–11]. For example, it is required to carry out the sliding of the superstructure along a curved trajectory with a different orientation of the supports. This will result in a time-spaced moment of support of the structure in width. The imposition of this factor on the existing construction lifting of the beams and the possible difference between the actual elevations of the top of the rolling tracks from the design ones can lead to uneven bearing of the beams on the support parts and an excess of the support reaction under one of the walls relative to the expected value. In addition, in the places of the beam support, additional stresses are likely to arise, due, for example, to friction forces when the structure passes along the rolling tracks. And with an unfavorable combination of these factors at the construction stage, defects may occur, for example, loss of local stability, as shown in Fig. 2.

Fig. 2. An example of the loss of local stability of the main beam.

The difficulty in controlling the uneven distribution of reactions lies in the fact that in the absence of a gap, it is visually impossible to assess the degree of support of the beam on the supporting part. Obviously, the magnitude of the support reaction affects the values of the vertical normal stresses in the beam wall at the moment of its passage along the rolling track, and in the case of uneven support of the walls of one beam, the values of these stresses along the walls will differ.

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One way to obtain the stress-strain state of the beam support unit at the time of sliding along the rolling tracks is to use strain gauges. For example, the “Tenzor MS” equipment (Fig. 3) is widely used when performing all kinds of measurements, including for fixing atypical parameters, for example, deformations of asphalt concrete pavement of the roadbed of road bridges [12].

Fig. 3. General view of the multifunctional measuring complex “Tenzor MS”: 1 - measuring unit; 2 - smartphone with preinstalled software; 3 - accelerometer; 4 - strain gauge; 5 - wires for connecting sensors.

The monitored object consisted of several assembled superstructure blocks with a total length of about 76 m and a self-extracting launching girder with a length of 75 m along the axis. In the transverse direction, a fragment of the superstructure included two box-shaped main beams with a distance between the walls of 6.0 m and a wall height of 3, 6…3.72 m, and the launching girder included two solid-wall I-beams of variable height from 1.8 to 3.6 m. To control during sliding the uniformity of the bearing of the box walls on the rolling tracks during the passage period, it was planned to install two vertically oriented sensors of the “Tenzor MS” system at the lower belt in controlled sections, which recorded vertical normal stresses. Horizontal normal stresses were removed by strain gauges along the lower belt of the superstructure, oriented parallel to the axis of the bridge. The data obtained showed that the support of the beam walls is rather uneven, as evidenced by the difference in vertical normal stresses up to 50 MPa. Even taking into account that the control was carried out in the initial stages of sliding, when the values of the support reactions are significantly less than the maximum ones, when driving over the rolling tracks, the peak values of stresses already reached -150 MPa, and horizontal ones reached 60 MPa. A clear reflection of the complex stress-strain state in the design cross-section of the superstructure at the moment of its passage along the rolling tracks in the process of longitudinal sliding is shown in Fig. 4 in the form of normal stress tensograms.

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Fig. 4. Tensograms of horizontal (σx ) and vertical (σz ) normal stresses in the control section during the period of its passage along the rolling tracks.

The complex nature of the local changes in horizontal and vertical normal stresses did not make it possible to unambiguously establish the cause of their sharp increase. This can be caused by the partial compliance of the support parts and support nodes, “selected” at the moment of movement and then compensated for when the superstructure movement slows down, some inaccuracy in the superstructure assembly, the influence of the superstructure geometric profile, as well as the complex distribution of the friction force over the contact surfaces. Despite this, continuous monitoring of the stress-strain state in the support nodes during sliding allows to fix the actual values of the monitored parameters and to take appropriate actions to prevent emergency situations in real time. 2.2 The Need to Control The Stress-Strain State of Structures in Hard-to-Reach Places In a number of cases, control of the stress-strain state in hazardous sections is difficult or simply impossible. For example, if the actual work of the sliding structure deviates from the calculated prerequisites, the excess of the actual value of the horizontal component of the support reaction from the expected value may lead to additional loading of the intermediate supports, which was not foreseen by the design calculations. In particular, if the resultant force leaves the element section core of the support body, this element ceases to work only in compression, and a bend occurs in it. But control of the stressstrain state of intermediate supports in dangerous sections is sometimes quite difficult to implement due to the location of the support in the river bed and the impossibility of installing measuring equipment in places where the maximum actual forces are likely to occur. In this case, the stress-strain state in places that are difficult to access for installation of equipment can be estimated indirectly through the results of measurements in other control sections. One of the ways to assess the stress-strain state of supports is to install inclinometers at the head level - sensors that fix the angle of rotation of the plane on which they are installed. This value depends on the static scheme and

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the stress-strain state of the structure, and therefore the force factor of interest can be found from its value. As an example, Fig. 5 shows a record of the inclinometer readings installed on the top of one of the intermediate supports while passing the superstructure along it in the process of longitudinal sliding. By recalculating the angle of rotation into the corresponding horizontal displacement, it was found that the maximum recorded horizontal displacements of the support head did not exceed 0.5 mm at the maximum permissible value corresponding to the exit of the longitudinal force from the core of the section of 3 mm.

Fig. 5. An example of a graph of the tilt of the support top in the process of longitudinal sliding.

2.3 The Need to Control Dynamic Parameters The integral parameters characterizing the stiffness of the superstructure as a whole and affecting the comfort and safety of the structure operation are the dynamic characteristics. Tracking their changes during the installation of the structure allows to fix the occurrence of defects and prevent the occurrence of resonance processes [13, 14]. The latter is most important in the construction of out-of-class bridges, where, until recently, it was possible for resonant oscillations to arise with an unfavorable confluence of a number of factors (cross-sectional shape and wind flow characteristics) [15]. For pedestrian bridges, aerodynamic calculations are important in the case of using complex structural forms [16], but the analysis of the dynamic operation of structures under the influence of pedestrian load comes to the fore. The fact that the actual frequencies of natural vibrations fall into the ranges prohibited by design standards or their coincidence with the frequency of pedestrian steps can lead to the occurrence of resonance phenomena, which will affect the safety and comfort of movement on the bridge [16–21]. A similar thing, for example, happened at one of the pedestrian crossings under construction across the road, where the passage of the service personnel led to long-term, slowly damped, large-amplitude oscillations. The frequency of natural vertical oscillations recorded during the control of dynamic parameters before putting the structure into operation turned out to be 1.76 Hz, which is included in the range prohibited by the Russian design standards.

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To develop measures to remove the frequency of natural vibrations of the structure from the forbidden range, a finite element design model was developed that takes into account all constant loads and the effect of the metal frame of the covered gallery with considering the actual structure of its attachment (Fig. 6, a). The results of the dynamic calculation of this model coincided with the actually recorded frequency of vertical oscillations (Fig. 6, b).

a)

b)

frequency, Hz Fig. 6. Parameters of superstructure vibrations of the pedestrian bridge: a) the calculated frequency of the lowest form of vertical vibrations of the superstructure; b) the spectrum of vibration frequencies of the superstructure recorded in the course of field work.

The calculated model, validated by the coincidence of the expected and actual frequencies of natural vertical vibrations, made it possible to develop a constructive solution that increases the stiffness of the superstructure. An increase in the stiffness of the frame was achieved by strengthening the covered gallery frame and including it in joint work with the superstructure due to rigid attachment with longitudinal gussets to the main beams (Fig. 7), which brought the frequency of natural vertical vibrations out of the range prohibited by the Russian design norms. In addition to the above, an option with an increase in the mass of the superstructure by installing an additional coating layer was considered, but this would not solve the problem of the occurrence of large-amplitude oscillations and, in addition, would lead to a decrease in the carrying capacity of the structure.

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d) longitudinal gusset

b) c)

Fig. 7. Model of the superstructure with a reinforced frame of the protective gallery, included in the joint work: a) general view; b) facade; c) top view; d) cross section.

3 Results and Discussion The article provides examples of solving highly specialized tasks that often arise during organizing scientific and engineering support for the construction of bridge crossings. Such additional control methods expand the understanding of the actual work of structures, makes it possible to more accurately assess the actual level of the stress-strain state and the reserves of the bearing capacity of the elements. The results presented in the article show that taking into account various factors is very important to ensure the safety of construction work and the regulatory reliability of the further operation of the structure. In addition, this accounting does not always require a lot of labor, which is demonstrated in this work.

4 Conclusions Thus, the implementation of scientific and engineering support for the construction of out-of-class bridges makes it possible to more reliably assess the technical condition of the structure, accumulate and process experience in the use of certain structures and the realization of technological processes. The data obtained in the course of this can serve as the basis for the monitoring system of load-bearing structures. It reduces the risk of emergency situations during operation and thereby it leads to an increase in the safety and durability of the structure.

References 1. Travush, V.I., Kolchunov, V.I., Leontiev, E.V.: Protection of buildings and structures from progressive collapse within the framework of legislative and regulatory requirements. Ind. Civil Constr. 2, 46–54 (2019). https://doi.org/10.33622/0869-7019.2019.02.46-54

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2. Maystrenko, I.Y., Ovchinnikov, I.I., Ovchinnikov, I.G., Kokodeev, A.V.: Accidents and destruction of bridge structures, analysis of their causes. Part 1. Transp. Struct. 4, 4 (2017). https://doi.org/10.15862/13TS417 3. Zhao, S.-J., Tang, X.-B., Ren, W.-X.: the statistical characteristics analysis of bridge accidents and prevention principle of security risk. J. Railway Eng. Soc. 34, 59–64 (2017) 4. Betuzzi, L.: Collapse of the Second Narrows Bridge during Construction. Congress Tech. Adv. 151-163 (2017). https://doi.org/10.1061/9780784481035.014 5. Dergunov, S.A., Satyukov, A.B., Spirina, A.Y., Serikov, S.V.: Accidents of bridge structures and their causes. Bull. KSUCTA. 2(64), 289–294 (2019). https://doi.org/10.35803/1694-5298. 2019.2.289-294 6. Zhao, L., Sun, C., Yang, X.: Stability analysis of Edong Yangtze River bridge during construction. 47, 741–747 (2012). https://doi.org/10.3969/j.issn.0258-2724.2012.05.003 7. Shvidky, V.Y., Zvereva, T.G.: Geodetic support of the longitudinal sliding of reinforced concrete superstructure onto the permanent piers and its installation on supports. Izvestia vuzov «Geadesy and aerophotosurveying». 62(3), 265–270 (2018). https://doi.org/10.30533/0536101X-2018-62-3-265-270 8. Ovchinnikov, I.G., Ovchinnikov, I.I., Nigamatova, O.I., Mikhaldikin, E.S.: Bridge strength mobitiring and features of its application. Part 2. Transp. Facilities. 1, 2 (2014). https://doi. org/10.15862/01TS214 9. Ali, N., Guleria, H., Sharma, H.: Influence of skew angles on box type bridge. 9(7), 2278–3075 (2020). https://doi.org/10.35940/ijitee.G4941.059720 10. Ashiquzzaman, M., Hui, L., Ibrahim, A., Lindquist, W., Panahshahi, N., Hindi, R.: Exterior girder rotation of skew and non-skew bridges during construction. Adv. Struct. Eng. 24(1), 134–146 (2020). https://doi.org/10.1177/1369433220945061 11. Sánchez, T., White, D.: Stability of curved steel i-girder bridges during construction. Transp. Res. Record: J. Trans. Res. Board. 2268(1), 122–129 (2012). https://doi.org/10.3141/2268-14 12. Yashnov, A.N., Polyakov, S.: Experimental determination of stress-strain state of asphalt pavement on metal bridges. Russian J. Build. Constr. Archit. 39(3), 93–106 (2018) 13. Larose, G.: Monitoring the dynamic behaviour of bridges during construction. In: Proceedings of the International Modal Analysis Conference IMAC (2001) 14. Yashnov, A., Chaplin, I.: Specifics of determining the tension forces of the cable-stayed bridge elements. MATEC Web of Conferences. 239, 05011 (2018). https://doi.org/10.1051/matecc onf/201823905011 15. Ovchinnikov, I.I., Ovchinnikov, I.G., Fillipova, V.O.: Dancing bridge in volgograd: reasons, analogies, measures. Part 1. Trans. Facilities. 7, 6 (2015). https://naukovedenie.ru/PDF/08K O615.pdf. https://doi.org/10.15862/08KO615 16. Lebedev, A.A., Salenko, S.D., Obukhovskiy, A.D., Gosteev, Y.A., Yashnov, A.N.: Aerodynamic investigations of FRP pedestrian suspension bridge span. In: AIP Conference Proceedings, vol. 2125, p. 030053 (2019). https://doi.org/10.1063/1.5117435 17. Blekherman, A.: Internal resonance in pedestrian bridges. Int. J. Bridge Eng. IJBE 3(3), 1–33 (2015) 18. Gimazetdinov, A.: Experimental determination of dynamic characteristics and analysis of acceleration of vibrations of pedestrian bridges. IOP Conf. Ser. Mater. Sci. Eng. 890, 012058 (2020). https://doi.org/10.1088/1757-899X/890/1/012058 19. Weber, B.: Dynamic properties of footbridges: influence of asphalt pavement and support conditions. MATEC Web of Conferences. 24, 01004 (2015). https://doi.org/10.1051/matecc onf/20152401004

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20. Schubert, S., Gsell, D., Steiger, R., Feltrin, G.: Influence of asphalt pavement on damping ratio and resonance frequencies of timber bridges. Eng. Struct. 32(10), 3122–3129 (2010). https://doi.org/10.1016/j.engstruct.2010.05.031 21. Pampa, D., Sriram, N., Scott, W.: Reliability-based assessment and calibration of standards for the lateral vibration of pedestrian bridges. Eng. Struct. 239, 112271 (2021). https://doi. org/10.1016/j.engstruct.2021.112271

Features of Scientific and Methodological Support of Personnel Training for Transport Complex Yuliya Anufrieva1(B)

, Natalia Zhuravleva2

, and Lyudmila Makolova3

1 Siberian Transport University, Dusi Kovalchuk 191, Novosibirsk 630049, Russia 2 Emperor Alexander I St. Petersburg State Transport University, Moskovskiy pr, 9,

St.Petersburg 190031, Russia 3 Rostov State Transport University, Rostovskogo Strelkovogo Polka Narodnogo Opolcheniya

Sq. 2, 344038 Rostov-on-Don, Russia

Abstract. The article presents an analysis of the features of training specialists for the transport complex in the conditions of socio-economic, information and technological transformations. The study focuses on the unity of the main components of scientific, educational and production processes in the formation of the content of scientific and methodological support that contributes to the successful professional self-determination of future specialists for the railway industry. Of particular importance are the axiological foundations of scientific and methodological support for the training of future specialists in the school-university-production system, which take into account the driving, restraining and psychological and pedagogical factors that affect the quality of training. The main directions of improvement of the system of continuing education on the basis of formation of key professional value orientations, universal competencies of students taking into account individualization of their educational trajectories and recommendations of employers are considered. The work shows that the improvement of the scientific and methodological complex, information and communication educational resources in the system of continuing education contribute to improving the quality of training for the transport sector. Keywords: Value orientations · Axiological and competent approaches · Modernization of the continuing education system · Individual educational routes · Transport complex · Scientific and methodological support · Value-professional self-determination

1 Introduction The changes taking place in the Russian educational system and the formation of a unified educational space require the search for new approaches to the training of future specialists in the transport industry, responding to the socio-cultural, technological challenges of a changing society. However, the existing system of scientific and methodological support for professional self-determination does not sufficiently meet the objectives of © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 82–91, 2022. https://doi.org/10.1007/978-3-030-96383-5_10

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forming public, personal and professional value orientations of the young trainees, does not address the problem of the meaning of knowledge, which contains the basic values of both an individual and society as a whole. The development of modern information technologies in transport, the formation of a single information space in the world, requires a new understanding of the human factor in the socio-cultural development of society, the state. The evolution of human civilization leads to the understanding that knowledge devoid of values does not meet the needs of the individual and society, and the existing system of continuing education does not solve the problems of professional self-determination and education of future specialists, does not meet the challenges of the present and future time. It is possible to say that there is no connection between “socio mutual interest of society and strategic goals of human existence” [1]. In recent years, values and value orientations in Russia are considered exclusively within the framework of consumer attitudes. Education as a function has practically disappeared [2]. Under these conditions the actions and decisions taken by young people do not correspond to the ideas about norms, rights and ideals, which, in our opinion, is connected with the fact that in Russia there are almost no civil institutions, “the formation of a set of values of life grows into the main problem of our time” [3]. Nowadays, the salary is a decisive factor in choosing a place of work for 60% of seventeen-year-old young men, the profession of manager and entrepreneur - for 16.6%, the main motives of behavior are achievement of success by any means, welfare and setting for social division. Such a state of a person was called “perestroika personality” [4]. The solution of this problem becomes the central task of Russian education, because “the destruction of the basis of values inevitably leads to a crisis” (this applies to both the individual and society as a whole), the way out of which is possible only on the way of acquiring new values [5]. The nature of this problem stems from the existing contradictions between social and personal values and the education system itself. Appeal to the value foundations of education to a large extent associated with the problem of interconnection of learning and development of personality of students, which is reflected in various pedagogical concepts of optimization of the educational process on the basis of problem-based and developmental learning. At the same time, creativity, individuality, and human freedom are possible only in the context of upbringing and education, which contribute to technological, innovative development of production, economy. The key trends determining the transport education development in the world are: introduction of flexible educational programs based on transport industry development foresights, design of educational programs for “future professions”; development of individual educational trajectories through variability of educational programs and use of “digital trace” technologies; mass introduction of distance learning technologies, e-learning and “blended learning” model; widening use of virtual In the order of the Government of the Russian Federation from 06.02.2021 [6]. It is noted that the priority tasks are: modernization of educational activities, alignment of educational programs of all levels with current and prospective requirements of employers, implementation of new educational programs for “future professions”; modernization of research process and

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innovative activities, creation of research generation points; world-class, development of international scientific cooperation. Thus, the content of education in the conditions of values revaluation in the society includes not only assimilation of knowledge, abilities and skills, but also development of students, formation of personal value orientations [7]. This becomes especially relevant when it comes to training for “human - human” type activities, as the values of modern education are detached from the system of life and professional values of young people.

2 Materials and Methods Federal state educational and professional standards to a greater extent take into account these shortcomings and indicate the need to form not only universal, professional, but also general cultural competencies on the basis of innovative pedagogical technologies integrating resources of educational environment “school-university-production (business)” and personality of a student as a subject of creative activity within the pedagogical process organization. The principle of subjectivity and interdisciplinarity indicates the need to fill the educational process with new pedagogical technologies, scientific and methodological support of future specialists’ training. Motivation to improve knowledge, the need to form value orientations of specialists is possible on the basis of the implementation in the educational process of interdisciplinary links, which determine the content component of the organization of the educational process of the university, methodological content, organization of interdisciplinary links, innovative technologies. The basis of scientific and methodological support of personnel training for the transport complex is a combination of different pedagogical forms and methods of training: projective - in the form of research projects and calculation-graphic works, etc.; reflective - in the form of trainings of business communication, business games, cases, motivational situations, quiz-visualizations, etc.; communicative-business - in the form of trainings of business communication, case studies, motivational situations, quiz-visualizations, etc. communication-business - in the form of visiting lectures at production facilities, scientific and technical conferences, round tables, discussions, lectures-visualizations, lectures-press-conferences, lectures-consultations, videolessons, business-games, meetings with interesting people, excursions; problem-seeking - in the form of viewing and discussing a problem training video, case-method, questmethod, production practices taking into account the axiological function, designing students’ individual educational plans, in which the necessary conditions for students’ self-development, their professional development, formation of the highest level values are created. Currently, the Russian educational space is represented by the following training system “Bachelor-Master (Specialist)-Postgraduate". One of the disadvantages of this system is the low demand for bachelor graduates in the labor market. As a rule, employers (about 60%) are in no hurry to hire them, because their professional training does not meet the requirements of production [8]. Today, the transport industry requires specialists (engineers) capable of maintaining the technical condition, reliability, safety and uninterrupted operation of the modern

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transport system, without paying special attention to the value sphere of employees’ interests (Fig. 1) [9].

6.51% 9.23%

4.67% 3.47%

1 professional competence

30.92%

2 engineering skills 3 production skills

13.74%

4 fundamental knowledge

14.84%

16.61%

5 knowledge, skills for mastering new technologies

Fig. 1. Analysis of the sociological research results of managers and specialists’ opinion for the transport company on improving the quality of training of specialists with higher professional education

Only 14 of 158 indicators characterizing the effectiveness of universities, are effective: 77% of respondents believe that the introduction of the Bologna system was not sufficiently taken into account the functional risks of universities, the quality of training deteriorated, most students prefer specialty. Special attention in the transport education system should be paid to the formation of the future specialists’ value system, which is explained by the fact that their training starts from school [10]. Such approach requires providing continuous educational process with educational-methodical complex, providing formation of students’ universal and professional competences, which form a system of personal value orientations. Cultural, national, social, personal and professional components form axiological basis of scientific and methodological support of personnel training for transport complex in the system of continuous education. Currently, value orientations of future specialists are undergoing the greatest changes, which is associated with the changed living conditions of young people. Choosing a profession, the trainee unwittingly focuses on the most significant values for him.

3 Results The system of higher education faces the task of analyzing the educational state, professional standards and educational programs from the position of their compliance with the real state of society economy, anticipating new ways of development, knowledge of the students’ value orientations (Table 1). The data show that most of the values are in the group of indifferent value orientations (except the value of “education”), indicating a significant influence of the factor “for yourself” and “for yourself”. The significance of the students’ value orientation “financially secure life, having good and loyal friends “reflects the realities of the present time, and cannot be attributed to the “values of regression”. However, it is impossible not to note the orientation of students to protective values that form a low level of the

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Table 1. Instrumental value orientations of students (Bachelor’s and Master’s levels of education). Bachelors

Ranked place

Masters

Preferred value oriented Politeness

1

Responsibility

Cheerfulness

2

Integrity

Responsibility

3

Efficiency in business

Integrity

4

Hard Will

Education

5

Politeness

Courage to stand up for own opinion and own views

6

Self-Control

7

Effectiveness

Indifferent values guidelines Empathy Hard Will

8

Education

Open mindedness

9

Cheerfulness

Self-Control

10

Courage to stand up for your opinion and your views

Independence

11

Open mindedness

Effectiveness

12

Rationality

Tolerance

13

Independence

Accuracy

14

Tolerance

Rationalism

15

Empathy

Intolerance for imperfections in self and others

16

Accuracy

Effectiveness in business

17

High demands on life and high aspirations

High demands on life and high aspirations

18

Intolerance for imperfections in self and others

Rejected value oriented

value system: morality and life of conscience, high requirements for life, the happiness of others, sensitivity. The low place of the value “education” draws attention, which does not meet the requirements of the new economy, the possibility of developing radical technologies of the fifth and sixth orders, corresponding to the transport industry’s innovative development. The modern system of training future specialists in the system of continuous education is carried out in conditions of significant uncertainty, there is a problem of employment of graduates, the attitude of employers to young professionals, insufficient assistance in their employment by the state.

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Table 2. Driving factors and constraints affecting the formation of the future specialists’ value orientations. Driving Factors

Constraints

Formation of a new technological structure

The content of educational and methodological support, the lack of axiological foundations of scientific and methodological support

Historical and Cultural Transformations

Existing forms and methods of teaching

Market and employers’ demands

Educators’ fear of risk

Competition of educational institutions

Values and value orientations of teachers

New innovative pedagogical technologies

Lack of links in the school-university system

Transformation of socio-economic relations, peculiarities of the region

The level of teacher training

Political changes

State of the educational and technical facilities in educational institutions

The greatest need for educational graduates is experienced by large state and foreign organizations. However, in the current socio-economic situation in the market of labor resources, there is no understanding: “Who has knowledge - has power!”. The study of the value system of transport industry future specialists shows the presence of driving and restraining factors influencing their formation (Table 2). The factor of students’ value attitude to knowledge should be added to these factors, as it is necessary to ensure a sustainable knowledge accumulation. Future specialists today should know not only modern production as an integral organizational-economic and social system, but also be carriers of life and professional values. The development of human civilization has proved that only the values of society and individuals can ensure not only the sustainable development of countries, but also their viability. Training such specialists in the system of lifelong education within the framework of axiological approach requires new approaches to the organization of educational process and the content of scientific-methodological support focused on the formation of competences of different levels. With such an approach, there is an opportunity to reveal individual values of all subjects of the educational and professional environment. Revealing the values of education means that “it is necessary first of all to care about the role of education in the destiny of each individual person” [10]. Formation and development of value orientations makes it possible to include axiological component in various disciplines both at pre-university and higher education stages, to ensure formation of future specialist’s professional competences. The research shows that successful formation of professional competences in the continuous educational system influences the increase of motivation level of educational and labor activity of future specialists, and the formation of these

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competences serves as the basis for the process of socialization and adaptation of company employees. The axiological potential of personality forms the core of professionalvalue self-determination of future specialists, including: mental-moral (knowledge as a category of morality, and vice versa), moral-labor (morality as a category of labor activity), mental-labor (knowledge as a category of labor activity) components (Fig. 2). Educational resources of scientific and methodological support of professional selfdetermination of future specialists for the transport complex at the pre-university stage include: – educational programs, educational-methodical complexes of sociocultural subjects, taking into account interdisciplinary approach, value-educational components, focused on the economic literacy formation (basic modern special knowledge and skills), knowledge of values, creative thinking, motivation for the profession, self-confidence, courage in judgment;

External environment

1 4 2

3

1 - cognitive (cognitive) (1-2 - mental and moral); 2 – value (emotionally strong-willed) (2–3 – moral and labor); 3 – labor (professional) (3–1 – mental labor); 4 – area (competence) professional value self-determination

Fig. 2. Components of professional and value personal self-determination

– diagnostic and career guidance techniques, allowing determination of the value orientations of students and their professional orientation: conversations, surveys, questionnaires, diagnostics of the formation levels of students’ value orientations; – interdisciplinary tasks for projects, examples of the results of research activities and personal achievements of students; – training videos and electronic educational resources, focused on professional selfdetermination; presentation and social projects of students on building a future professional career; development and production of own video lessons of vocational orientation. The complex of scientific and methodological support at the university and postgraduate stages includes: specialist model, educational programs, academic disciplines aimed at forming both basic and specific knowledge in the field of new economy; recommendations on forms and methods of organizing academic classes: interactive lectures developing positive economic thinking; trainings of business communication, debates,

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discussions developing experience of creative and collective activity, leadership, social liability, corporate culture; diagnostic materials, personal SFC achievements, materials for certification.

4 Conclusions There are five basic principles of scientific and methodological support for the transport industry personnel training [11]: 1. Axiologization principle. Considering the content of scientific and methodological support of future specialists’ professional self-determination, we should proceed from the understanding of values, which are endowed with functional knowledge and personal meaning on the basis of a set of value-oriented, normative and methodological, educational, information and communication educational resources, educational technologies: developing, personallyoriented learning and cooperation; development of critical, systemic, creative thinking; cultural and social, regional, professional and personal components contributing to sustainable and conscious choice of future professional activities of young people in different sectors of the economy. 2. The principle of educational and professional environment, contributing to the professional-valuable self-determination. When analyzing the effectiveness of educational and professional environment of formation of students’ professional value self-determination it is necessary to take into account value orientations of teachers (teachers), their readiness to innovations, to use new educational resources and methods of development, education, associated with possible pedagogical risks of a teacher: social and psychological, psychological and pedagogical; social and pedagogical, the set of which determines the general risk factor and always takes place in the educational activities. 3. The principle of stage-by-stage (gradualness) implementation of axiological foundations of scientific-methodological support of future specialists’ professional self-determination in the system “school-higher education-industry (business)” At the first stage, the cognitive component (appropriation) of the new scientific and methodological support complex contributes to the necessity awareness of general cultural and professional values of the future specialist; conscious attitude to the professional value orientations knowledge. At the second stage, the emotional-volitional component (transformation) ensures the realization of value orientations in communication, behavior, activity; creation of favorable psychological climate (atmosphere) of student’s support from the teacher. At the third stage, the professional component (projecting) creates conditions for the formation of personal value orientations in relation to the cycle of disciplines studied, requirements of corporate culture, moral attitudes, meaning of life, etc.

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4. The principle of individualization of scientific and methodological support for formation of students’ value orientations, their professional self-determination in the system “school-high school-production (business)”. In practice, this principle includes implementation of the following pedagogical conditions: routing of the educational process of formation of students’ value orientations as the basis for individualization of subjects of educational and professional environment, taking into account age features, individual qualities, possibility of independent choice by pupils and students of ways to implement axiological foundations in various disciplines both at pre-university and university stages of education. 5. The principle of determining the criteria of future specialists’ professional selfdetermination results includes the implementation of the following pedagogical conditions: determining the levels of formation of students’ professional-value selfdetermination (value orientations, competencies of future specialists, their personal development) in order to adjust the educational process, individual educational routes; correlation of results of formation of future specialists’ value orientations and humanitarian expertise (content of the model of a specialist, curricula, work programs, qualification graduate works, materials of informational and educational environment, assessment funds, etc.).

References 1. Tarakanov, A., Arkhipova, I., Lyashenko, M., Durachenko, O., Sizikova, T.: Reflexive readiness to develop professional skills. Siberian J. Psychol. 76 (2020). https://doi.org/10.17223/ 17267080/76/7 2. Le Fevre, D.: Barriers to implementing pedagogical change: the role of teachers’ perceptions of risk. Teach. Teach. Educ. 38, 56–64 (2014). https://doi.org/10.1016/j.tate.2013.11.007 3. Leung, S.A., Hou, Z.-J., Gati, I., Li, X.: Effects of parental expectations and cultural-values orientation on career decision-making difficulties of Chinese University students. J. Vocat. Behav. 78(1), 11–20 (2011). https://doi.org/10.1016/j.jvb.2010.08.004 4. Nagpaul, T., Chen, J.: Self-determination theory as a Framework for understanding needs of youth at-risk: perspectives of social service professionals and the youth themselves. Child Youth Serv. Rev. 99, 328–342 (2019). https://doi.org/10.1016/j.childyouth.2019.02.015 5. Valitova, E., Starodubtsev, V., Goryanova, L.: Formative personalisation of students’ selfdetermination and employability. Procedia Soc. Behav. Sci. 214(5), 739–747 (2015). https:// doi.org/10.1016/j.sbspro.2015.11.706 6. Khaliullina, L.R.: Psychological and pedagogical foundations of undergraduates’ research thinking development process. Soc. Behav. Sci. 237(21), 1405–1411 (2017). https://doi.org/ 10.1016/j.sbspro.2017.02.205 7. Grinerud, K., Aarseth, W.K., Robertsen, R.: Leadership strategies, management decisions and safety culture in road transport organizations. Res. Trans. Bus. Manage. 100670 (2021). https://doi.org/10.1016/j.rtbm.2021.100670 8. Miri, S.A., Mansor, N.N.A., Chasempour, Z., Anvari, R.: Staff organization training: designing, stages, and methods. Procedia Soc. Behav. Sci. 129, 227–235 (2014). https://doi.org/10. 1016/j.sbspro.2014.03.671

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9. EY Official Site (2021) https://www.ey.com/ 10. Khabarov, V., Volegzhanina, I.: Training of transport industry personnel in the digital economy: the evolution of information educational technology. In: MATEC Web of Conferences, vol. 239, p. 07001 (2018). https://doi.org/10.1051/matecconf/201823907001 11. Anufrieva, J.: Axiologization of the content of training of future experts in the school-higher education institution-production system. In: MATEC Web of Conferences, vol. 239, p. 07003 (2018). https://doi.org/10.1051/matecconf/201823907003

Teaching Foreign Language in Transport University Using Massive Open Online Courses: Pilot Study Artyom Zubkov(B) Siberian Transport University, Dusi Kovalchuk 191, Novosibirsk 630049, Russia [email protected]

Abstract. This study explores the issues of organizing foreign language training for future economists enrolled in undergraduate programs at transport university using massive open online courses. Modern labor market conditions and the current situation in the world require the introduction of innovations in the process of professional training and the study of foreign languages at transport university is no exception. As an innovative means of teaching a foreign language to students of Economics at transport university the author considers subject massive open online courses in a foreign language. The leading online-platforms for their relevance to the research problem were investigated. The selection of massive open online courses that meet the requirements stated in federal state educational standards, STU curricula and disciplines implemented at the department of “English Language” was carried out. The methodological model for organizing independent learning of students at transport university using massive open online courses was developed. It is suggested that the use of massive open online courses in teaching a foreign language to future economists at transport university can lead to higher educational results. Keywords: Massive open online course · Mooc · Foreign language · Transport university

1 Introduction Currently, higher education must quickly respond to the changes and challenges of the modern labor market and the changing conditions of the dynamically developing world. The requirements and job descriptions of existing professions are becoming more complex, brand new jobs also arise. The government of the country formulates goals and objectives for the transport industry in the field of increasing the level of infrastructure, improving the quality of functioning of railway enterprises and services. In turn, for this, the federal railway transport agency needs specialists in various industries: engineers, economists, managers, programmers, personnel specialists - workers of all transport professions. The administrative and teaching staff of the Siberian Transport University understand that in order to fulfill the above tasks, the country needs young specialists with © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 92–100, 2022. https://doi.org/10.1007/978-3-030-96383-5_11

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soft skills formed, employees striving for continuous professional development. On the other hand, STU students realize that their professional success depends both on their competencies in the subject area of the profession and on their professional foreign language competence. These features of the educational process require reference to both time-tested and proven approaches and educational technologies, as well as innovative digital technologies. This study aims to consider the use of massive open online courses for foreign language training of future economists in transport industry. Massive Open Online Courses (MOOCs) are a type of open educational resources designed to make quality education available to everyone. The fact that the overwhelming majority of massive open online courses are created in English makes it possible to integrate them into the process of foreign language training of economics students at transport university. As for researchers, certain aspects of this issue are covered in the works of the following researchers who studied knowledge management as an approach to learning and instructing university students [1], teaching and learning strategies of university teaching staff [2], ontology-based virtual learning environment for academic knowledge [3], language learners communication in MOOCs [4], MOOCs in blended English teaching and learning for students of technical curricula [5], professional foreign language competence of technical students: content, structure and formation [6], building universities’ intrapreneurial capabilities in the digital era via massive open online courses [7], MOOCs motivation and communication in the cyber learning environment [8], subject MOOCs as component of language learning environment [9], learners’ interactions in massive open online courses [10]. As is evident from the foregoing, the range of aspects of professional education considered by scientists, including with the involvement of MOOCs, is quite extensive, however, the issues of foreign language training of future economists for transport industry are not reflected in the scientific literature.

2 Methods During the study, the following goals were set: 1 to analyze various MOOC platforms for their relevance to the goals and objectives of teaching and learning process and choose the best platform for further search for MOOCs on it that are suitable; 2 to find massive open online courses that correspond to the campus courses “Foreign Language” and “Professional Foreign Language” taught to students majoring in International Economics, to search for such MOOCs, the declared learning outcomes of which would correspond to the educational results described in federal state educational standards; 3 to create learning materials for linguistic and methodological support for learning MOOCs by economics students at transport university: a textbook containing language, speech and communication exercises aimed at mastering the grammatical structures and professional vocabulary in the field of economics, business and marketing, as well as an electronic course in learning management system Moodle, which would be an interactive component of the educational environment of transport university;

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4 to develop a methodological model for organizing independent learning of economics students of transport university using massive open online courses. During the study a content analysis of the platforms of massive open online courses, as well as a content analysis of massive open online courses of the chosen specialization for compliance with the stated learning objectives were carried out. Based on authentic textbooks and electronic resources, learning materials were developed to provide students with language and methodological support when they study subject massive open online courses developed in English. A modeling method to clearly represent the process of teaching a foreign language to economics students at transport university using MOOCs was applied.

3 Results At the first stage of the study, a comparative analysis of distance learning educational platforms, which present massive open online courses from the world’s leading universities, was carried out. Among the criteria were taken into account, the following can be revealed: free access to learning materials, the possibility of obtaining a certificate after completion of MOOCs, the thematic variety of MOOCs presented, the possibility of peer assessment, the ability to integrate the results of the completion of MOOCs into social network services for searching and establishing business contacts, the presence of a mobile application for learning and the possibility of group learning. The matrix reflecting the comparison of the above criteria is demonstrated with Table 1. Table 1. Comparative criterion matrix for choosing a MOOC platform Criterion

Coursera

EdX

FutureLearn

Udacity

Khan Academy

Free access

✓

✓

✓

✓

✓

Certificate

✓

✓

Subject diversity

✓

✓

Peer assessment

✓

Integration to job search social networks

✓

Smartphone application

✓

Group learning

✓

✓

✓

✓

✓

At the second stage of the study the selection of suitable MOOCs on the Coursera platform was carried out. Among the criteria considered were the following: correspondence of the thematic content of MOOCs to the content of STU curricula for the disciplines “Foreign Language” and “Professional Foreign Language”, the development of the course by a native speaker, the duration of the course, the presence of subject links between several online courses, a variety of types of activities and forms for grading and

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rating of the course on the platform. After reviewing most of the courses presented on the platform, a choice in favor of the Business English specialization was made. This specialization includes four MOOCs: 1) Management and Leadership, 2) Finance and Economics 3) Marketing and Sales 4) Final Project. The content of the massive open online courses selected is presented by short video fragments of lectures from the field of English language and the major mastered by students. While completing the course, students watch lectures (it is possible to turn on subtitles in different languages), read text materials, pass tests, create written works and essays and also review each other’s assignments. The first three MOOCs of the Business English specialization are more theoretical in their nature, completing them students master a theoretical basis, while the last Capstone Project is an applied course, whereby students are involved in project activities. It is especially interesting that the courses selected are presented in the form of a specialization, where all 4 courses are united by a single theoretical concept. All courses are characterized by a single structure and organization of the learning material. Each learner gets a certificate at the end of each course, as well as a certificate of mastering the program of the entire specialization, which is a more significant credential. These features make it possible to use the subject relations of content of all the courses and ensure the continuity of the process of integrating MOOCs into the curriculum, and at the same time into the process of professional training of future economists in transport industry. During peer reviewing of assignments each student must evaluate the works of three other fellow students. We believe that this activity contributes to intercultural communication, the emergence of professional contacts and reflection skills. Each course has an online forum curated by course authors and tutors where participants can comment on the materials being studied and can be engaged in discussion with teachers and fellow students. This feature contributes to the formation of written and communication skills in a foreign language. Particularly noteworthy is the communication system in massive open online courses according to the proposed model. Multiple unidirectional and bidirectional relations between the participants in the educational process arise. Thus, the authors of a MOOC interact with the tutors to transfer some of their authorities to them, they also deal with worldwide students and campus group students through video lectures and to a small extent using the online forum. The forum moderators interact both with students on campus and worldwide learners. Learners of massive open online courses interact with each other through a system of peer assessment of written works and essays and absolutely all participants of massive open online courses are involved in interaction between each other on an online forum. The foreign language teacher interacts with campus learners through classroom consultations. The communication scheme of the participants in the proposed model is demonstrated with Fig. 1. Coursera platform is related with LinkedIn, a social service for job search and business networking. The results of completing a massive open online course on the Coursera platform can be reflected in the user’s LinkedIn profile, which can demonstrate the competencies in the professional field, as well as the desire for self-study and professional development to the future employer and the entire professional community. However,

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Fig. 1. Communication of MOOC participants according to the proposed model of independent learning.

there is still the problem of recognizing learning outcomes using MOOCs. The results of the completion of MOOCs are recognized at the level of each specific organization (certain employer), which does not guarantee the course participants universal recognition of the certificate got on the MOOC platform. The Coursera’s smartphone application makes it possible to study anytime and anywhere when the Internet is provided and connected. There is also the possibility of pre-downloading learning materials for future study offline. We are concerned that this feature is a very significant advantage when teaching digital generation students due to the flow of information and scientific knowledge is constantly growing, the working and learning environment requires adherence to the principle of mobility of learning. At the third stage, learning materials for linguistic and methodological support for the study of massive open online courses by economics students of transport university were developed. Since the multicomponent curricula of disciplines had already been developed long before, the most optimal solution for us was the development of learning materials for the direct independent learning. The thematic content of the textbook largely duplicates the thematic content of the Coursera specialization; however, it contains the necessary grammatical and lexical tools for a more comfortable and effective

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study of online courses. The modules of the textbook developed include: a pronunciation guide which includes audio materials with sounding vocabulary (lexical minimum) found in MOOCs; vocabulary tasks in which students must match the studied terms in a foreign language and their equivalents in their native language, correlate the term and its definition, tasks to fill in the blanks in sentences, tasks in which they need to choose an option that is best suited for use in a given context; assignments for developing reading skills at the pre-text, text and post-text stages, where students must choose headings for paragraphs of the text, answer questions about the text, determine whether statements from the text are true or false; grammatical tasks aimed at working with grammatical structures, most often found in MOOC materials (grammar minimum), namely in economic, academic and business discourse; listening assignments in which students are engaged in content similar to the content faced while studying a massive open online course; tasks for the development of speaking skills in which students are required to express their opinion on a given problem; a project assignment in which students write an essay, outline an economic content graph or make a slide presentation. At the end of the textbook there is a glossary of business and marketing terms, examples of trends and processes description, presentation structure, clichés for writing an academic essay and tips for a slide presentation. The electronic course developed in the learning management system Moodle largely duplicates the thematic, methodological, grammatical and lexical tools of the textbook but in a different context and is more interactive. The tools of the Moodle learning environment allow to timely track the progress with assignments performed by students, provide feedback on the work done by them and leave an “electronic trail” of mastering the discipline. Campus students can join groups on a MOOC platform for collaborative learning, assessing each other’s works which in turn avoids formal assessment and enhances cohesion and academic relations between students in a group.

4 Discussion This teaching and experimental work carried out by the faculty of STU at the department of “English Language” served as the basis for the development of a methodological model for organizing students’ independent learning within the framework of mastering the disciplines “Foreign Language” and “Professional Foreign Language” using massive open online courses. The methodological model consists of interconnected blocks, the implementation of which occurs at each of the separate stages (see Fig. 2): 1 MOOCs selection: a teacher selects and choses massive open online courses that are most consistent with the competencies formed during mastering the disciplines taught in STU; linguistic and content material at the same time are in the zone of proximal development of the target group of students; 2 Completing of MOOCs by teacher: this stage is required for the most accurate correlation with methodological aspects declared, such as the competencies formed by the disciplines and the zone of proximal development; this stage will be fruitful in the future to eliminate difficulties that students struggle with during independent learning of massive open online courses materials;

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3 Creation of learning materials supports learners in the future completing of massive open online courses; at the same time, the textbook and the guided electronic course in the learning management system Moodle and directly MOOCs are integral components of the educational environment for independent learning of economics students of transport university. 4 Introductory workshop provides an organizational and methodological foundation for organizing independent learning for economics students of transport university in the framework of the disciplines “Foreign Language” and “Professional Foreign Language”, thereby acquainting students with the learning objectives, the MOOC phenomenon, registration rules on the MOOC platform, filling out an application for financial aid, platform interface, specialization features on the educational platform, course deadlines and other organizational issues; 5 Teacher consultations are the means of eliminating language and content difficulties, this stage takes place in parallel with the process of independent learning of MOOC materials by economics students and can take place both online and in the classroom of an educational organization and are mainly carried out by a foreign language teacher, but it can also engage teachers of content disciplines - disciplines of the professional cycle of the curriculum; 6 Obtaining certificate is a motivating component in the educational process of teaching foreign language to economics students of transport university, the MOOC provider Coursera issues free certificates of completion of an online course which can be displayed using a special button in social services for finding a job and establishing business contacts such as LinkedIn; 7 Project presentation represents the final stage of the methodological model of organizing the independent learning of economics students of transport university using massive open online courses; students demonstrate their outcomes by creating multimedia presentations with Microsoft PowerPoint, SlideShare, Prezi.com tools, at this stage the process of reflection of the educational activities by students of transport university occurs, as well as discussion of the results of projects completed upon the last Capstone course of specialization on the Coursera platform arises.

Fig. 2. Methodical model of organizing independent learning for economics students of transport university using MOOCs.

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The results of this study are of practical importance for the field of transport education, as they bring innovations to the process of teaching and learning a foreign language to economics students of transport university, make the learning process more autonomous and interactive, students become more motivated in relation to independent learning in the framework of the disciplines “Foreign Language” and “Professional Foreign Language”. The development of learning materials prepared during the study is also of practical importance, because they can be used in the teaching and learning process of transport university while forming human resources for the transport industry. Undoubtedly, this model is more time-consuming, since it takes time to select and chose MOOCs, study learning materials of the MOOC specialization on Coursera platform, create a textbook and an electronic course in the learning management system Moodle, which is a disadvantage of such an organization of teaching and learning process, however students and teachers can benefit more from organizing the process of teaching a foreign language in transport university according to the model developed. The results of this study in the future can serve as a foundation for organizing experimental learning and measuring the qualitative indicators of educational results in relation to the formation of professional foreign language competence of economics students at transport university using foreign-language massive open online courses devoted to the disciplines of the professional cycle of the curriculum designed by faculty of transport university. This study may be of interest to teachers of foreign languages for special purposes in higher educational institutions and colleges, methodologists, administrative personnel of educational organizations, as well as scientists dealing with methods of teaching foreign languages and issues of theory and methodology of professional education.

References 1. Volegzhanina, I.S., Chusovlyanova, S.V., Adolf, V.A., Bykadorova, E.S., Belova, E.N.: Knowledge management as an approach to learning and instructing sector university students in post-soviet professional education. J. Soc. Stud. Educ. Res. 8(2), 39–61 (2017). https://doi.org/10.17499/jsser.360863 2. Dyomina, O.A., Tepleneva, I.A.: Modification of teaching/learning strategies of university teaching staff. Vysshee Obrazovanie v Rossii = Higher Education in Russia 29(7), 156–167 (2020). https://doi.org/10.31992/0869-3617-2020-29-7-156-167 3. Volegzhanina, I.S., Chusovlyanova, S.V., Bykadorova, E.S., Pakhomova, J.V.: Ontologybased virtual learning environment for academic knowledge co-management (by an example of transport universities). Astra Salvensis 6, 787–796 (2018) 4. Zubkov, A.D., Morozova, M.A.: Language learners communication in MOOCs. In: Filchenko, A., Anikina, Z. (eds.) LKTI 2017. AISC, vol. 677, pp. 175–186. Springer, Cham (2018). https://doi.org/10.1007/978-3-319-67843-6_22 5. Zubkov, A.D.: MOOCs in blended English teaching and learning for students of technical curricula. In: Anikina, Z. (ed.) IEEHGIP 2020. LNNS, vol. 131, pp. 539–546. Springer, Cham (2020). https://doi.org/10.1007/978-3-030-47415-7_57 6. Zubkov, A.D.: Professional foreign language competence of technical students: content, structure and formation. In: Anikina, Z. (ed.) IEEHGIP 2020. LNNS, vol. 131, pp. 503–510. Springer, Cham (2020). https://doi.org/10.1007/978-3-030-47415-7_53 7. Guerrero, M., Heaton, S., Urbano, D.: Building universities’ intrapreneurial capabilities in the digital era: The role and impacts of Massive Open Online Courses (MOOCs). Technovation 99, 102139 (2020). https://doi.org/10.1016/j.technovation.2020.102139

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8. El-Hmoudova, D.: MOOCs motivation and communication in the cyber learning environment. Procedia. Soc. Behav. Sci. 131, 29–34 (2014). https://doi.org/10.1016/j.sbspro.2014.04.074 9. Bovtenko, M., Parshukova, G.: Subject MOOCs as component of language learning environment. Adv. Intell. Syst. Comput. 677, 122–127 (2018) 10. Shurtina, A., Lyamin, A., Cherepovskaya, E.: Learners’ interactions in massive open online courses: analysis and interpretation. Environment. Technologies. Resources. Proceedings of the International Scientific and Practical Conference 2, 233 (2019). https://doi.org/10.17770/ etr2019vol2.4047

Economic Assessment of the Innovative Potential of Transport Corporation Vladimir Fedorovich1(B)

, Tatiana Lunina1

, and Tatyana Fedorovich2

1 Siberian Transport University, Dusi Kovalchuk 191, Novosibirsk 630049, Russia 2 Novosibirsk State University of Architecture and Civil Engineering, Turgeneva 159,

Novosibirsk 630008, Russia

Abstract. An integrated indicator of net value added is proposed as the most convenient and understandable measure of the financial and economic component of the innovation potential of a corporation for all stakeholders in economic and legal relationships: shareholders, potential investors and managers. The research is based on methods of induction, deduction and general knowledge. Methods of logical, statistical and correlation analysis are also used. When assessing the innovative potential of a corporation, it is recommended to reduce the information asymmetry for principals and agents by using a modified indicator of economic value added (EVA) - net value added, depending on the number of production structural divisions of a legal entity, capital structure, and the amount of consolidated profit of subsidiaries and associated corporations. The production structural divisions of the corporation contribute to the formation of the net added value of products and increase the consolidated net profit. Due to the synergy effect, the innovative potential of the corporation is formed. To predict the innovative potential of a transport corporation, economic and mathematical modeling is used, which makes it possible to give an objective cost estimate of the financial and economic component for a period of three to five years, while reducing information asymmetry for principals and agents when making strategic management decisions. Keywords: Economic interests · Material benefits · Net Value added · Financial results · Strategic decisions

1 Introduction In order to ensure high-quality interaction of analytical systems and technological platforms, taking into account the fact that the main element is organizational, technical and technological partnership of corporations, it is necessary to consider digitalization (digital economy) as an organic ecosystem. In this regard, one of the defining tasks of our time is the development of scientific approaches to forecasting and taking into account the synergistic effect of all components of the innovative potential of transport corporations. Thus, when assessing the innovative potential of a corporation, it is recommended to reduce information asymmetry for principals and agents by using a modified indicator © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 101–110, 2022. https://doi.org/10.1007/978-3-030-96383-5_12

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of economic value added (EVA) - net value added, depending on the number of production structural units of a legal entity, capital structure, and the amount of consolidated profit of subsidiaries and associates. corporations. The production structural divisions of the corporation contribute to the formation of the net added value of products and increase the consolidated net profit. Due to the synergy effect, the innovative potential of the corporation is formed. To predict the innovative potential of a transport corporation, economic and mathematical modeling is used, which makes it possible to give an objective cost estimate of the financial and economic component for a period of three to five years, while reducing information asymmetry for principals and agents when making strategic management decisions. The problem of transition to an innovative path of development for domestic industrial and transport corporations, also associated with resource conservation, is highlighted in the Transport Strategy of the Russian Federation, which determines the main directions of its strategic development for the period up to 2030. At the same time, the main and dominant direction is the formation and development of their innovative potential, supported by digital accounting and situational management based on scenario options for alternative strategies. This determines the relevance of research on modern methods and the development of new approaches for assessing the innovative potential of large industrial corporations in the transport industry, as well as its potential use in a constantly changing (divergent) and dynamic production environment, as well as the accompanying perfect competition.

2 Methods The research methodology was based and carried out using methods of induction, deduction and general knowledge. Also in this study, methods of logical, statistical and correlation analysis are used. When assessing the innovative potential of a corporation, it is recommended to reduce the information asymmetry for principals and agents by using a modified indicator of economic value added (EVA) - net value added, depending on the number of production structural divisions of a legal entity, capital structure, and the amount of consolidated profit of subsidiaries and associated corporations. The application of the information model developed on the basis of a comprehensive assessment of the innovative potential is based on the fact that the economic activity of any large corporation in the transport industry today is very far from optimal. This situation allows you to objectively look at the changes that are constantly occurring in the external economic relations of economic entities. On the other hand, this will make it possible to assess and develop the innovative potential of a transport corporation as efficiently as possible. The impact of changes in labor productivity and capital productivity on the total costs of repairs and the cost of marketable products (Si), is estimated based on the classification of costs by economic cost elements: Si = Mzi + Fi + Osni + Ai + Ubi ,

(1)

where: Mzi - material costs, are determined according to the expression: Mzi = Mzmi + Mzti + Mzui + Mzpmi ,

(2)

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Mzmi is the cost of materials; Mzti - fuel costs; Mzui - energy consumption; Mzpmi - other material costs; Fi - labor costs; Osni - social contributions; Ai - depreciation charges; Ubi - other costs. The author’s information model-function is represented by analytical indicatorsfactors, including big data arrays with explanatory and heuristic information. We will demonstrate a diagnostic map-fragment of the study of the influence on the desired function of a group of indicators-factors. It is known that the semantic definitions of the net value added indicator, which by and large reflect the financial and economic component of the innovation potential of a corporation, can be gradually considered as a model-function, and then as an indicatorfactor in the model of a more complex information system. Let’s imagine “n” structural divisions of a corporation, interconnected by a single technological chain (for example, maintenance, current repairs, various types of capital repairs). It is conventionally considered that the commercial output (P0 ) of the structural unit (n − 1) is a quantitative characteristic of the presented amount of material costs in the full cost of commercial or gross output. For example, a specific number of overhauls of planned rolling stock units - freight cars. For the n-th structural unit, the specified indicator has the expression: Ci = Co × (1 + )i

(3)

where:  - the sum of the mark-up of marketable or gross output when transferred between structural units within the corporation, rel. units; i = 1,…, N - the number of structural divisions in the corporation, units. Structural divisions (units), in addition to material costs (Mzi ), form and bear the costs of remuneration of personnel (Fi ), charge depreciation (Ai ) for groups of fixed assets (Izni ) and depreciation (Ai ) of intangible assets (Nai ) on their balance sheets and also incur other costs (Ubi ). At the same time, for the main factors-factors of the proposed analytical scheme of a model or function - retained (net) profit of a transport corporation, there is a certain quantitative or weight fiscal factor, characterized by an indicator of tax payments to the transport state, which is distributed among its structural divisions (units) by shares in accordance with the volume of property used by them in production, as well as the calculated results of production and economic activities. It is also recommended to use quantitative characteristics of the main direct and indirect taxes. Since they have a dominant influence on the formation of the revenue side of budgets of all levels: - value added tax (Nds), income tax (Np), property tax (Nim) and social security contributions (Osn). The difficulty that requires a certain abstraction in formalization is that these taxes, in many respects having a single basis, are calculated from different tax bases. In this regard, certain simplifications, which are quite acceptable for the task at hand, were adopted with elements of aggregation of the corresponding information models - functions of indicators - factors that did not fundamentally cause a relevant deviation of theoretical calculations from actual data arrays for the studied set of repair transport corporations.

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Retained earnings in thousand monetary units for the i-th structural unit of the transport corporation is determined by the expression: Pi = Ci − Si − Nai

(4)

where: Ci - the volume of commercial products of the i-th structural unit, thousand monetary units; Si - is the total cost of marketable products of the i-th structural unit, thousand monetary units; Nai - is the amount of tax payments for the i-th structural unit, thousand monetary units. The total cost of marketable products, according to the basic classification by economic cost elements, will be as follows: The total cost of marketable products, according to the basic classification by economic cost elements, will be as follows: Si = Mzi + Fi + Ai Izni + Ai Nai + Ubi

(5)

The amount of tax payments for each structural unit is determined as follows: Nai = (Ci − Ci−1 ) × Nds + Izni × Nim + Nai × Nim ,

(6)

After that, the function - retained earnings for the i-th structural unit will take the expression: Pi = (1 − Np ) × [(Ci − Ci−1 ) × (1 − Nds ) − Fi × (1 + Osn ) − Izni × (Nim + Nam ) −Nai × ·(Nim + Nam ) − Ubi ] (7) where: Nam - is the average depreciation rate of fixed assets and intangible assets of the i-th structural unit, rel. For the calculations, we will introduce the indicator of net value added (GVAi ) for each structural unit of the corporation: GVAi = Fi · (1 + Osn ) + Izni · (Nim + Nam ) + Nai · (Nim + Nam ) − Ubi

(8)

Let’s make mathematical transformations to form a model characterizing the functional dependence of the net profit (P) of a transport corporation consisting of the n-th number of structural units: I i−1 GVAi Co × (1+) × (1 − Np) × ( × (1 − Nds) − (1+) ) (9) P = Pi =  i=1

where: GVAi - net value added (return on net value added) per unit value of the final marketable product of a transport corporation, rel. units  - is the increase in the value of products during transfer between the structural units of the corporation, rel. units Thus, the presented mathematical description of the dependence of the net profit of a transport corporation makes it possible to give a value estimate of the real “contribution” of all structural production units of a transport corporation to the final commodity product, through the indicator of net value added, which largely clarifies the financial component of the innovation potential of the corporation as a whole.

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3 Research Results At present, national railways are a fairly significant competitive component of the international transport services market, which requires additional financial support to expand infrastructure production capabilities for international container transport. At the same time, the recommended indicator of net value added for assessing the financial and economic component of the innovative potential of transport corporations predetermines the author’s professional interest in researching the real and potential strategic consequences of these organizational transformations. For the objectivity of the results obtained in the course of research, let us dwell on the macroeconomic analysis of a number of organizational and economic consequences of the restructuring of the repair complex of Russian railways. As an illustrative example, we can cite some of the results of the organizational reform of the property complexes of the repair corporations of Russian Railways. Organizational reform was carried out through the legal (legal) separation from the organizational structure of the parent corporation (Russian Railways) of a number of repair production facilities of enterprises associated only with overhaul and maintenance of rolling stock (freight cars). Currently, professional services for the repair of freight cars are rendered by Barnaul VRZ, Kanashskiy VRZ, Roslavskiy VRZ and Saranskiy TRZ. These repair corporations received their legal status of legal entities as a result of the implementation of the state program of the Government of the Russian Federation, namely, the structural reform of railway transport, affecting as a basis - the division of state property on the one hand and the separation of types of production services, on the other. Thus, for the specialized production complexes of car-repair corporations considered in the study (these are former production structural divisions (branches) of Russian Railways, which previously did not have the status of a legal entity), new subsidiaries and affiliates were created - subsidiaries and dependent companies of Russian Railways. The basis for the above organizational transformations was the Concept of Reforming the Car Repair Plants of the Zheldorremmash Directorate, which was approved by the decision of the Board of Directors of Russian Railways. The legal organizational and legal separation from the head corporation of JSC “Russian Railways” of the Barnaul VRZ, Kanash VRZ, Roslavskiy VRZ and Saransk TRZ was finally completed and legally secured by creating on the basis of their property complexes the corresponding legal entities - four subsidiaries and dependent companies. Thus, the use of a comprehensive assessment of the level of innovative development will allow a transport company to obtain an effective tool based on the following principles: – the principle of practical utility - the developed comprehensive approach to assessing the level of development is applicable for practical use in a transport company; – principle of comparability - all data of the transport company used for analysis are brought to a comparable form - relative values; – the principle of accessibility - any employee, regardless of the level of his education, will be able to assess the level of development of the potential of a transport company;

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– the principle of adequacy (conformity) - the developed methodology reflects as much as possible all parameters in dynamics, taking into account changes in the future; – the principle of objectivity - the assessment is based on determining the objective composition of indicators that have the greatest impact on the innovative activity of a transport company; – the principle of simplicity - the application of the assessment methodology is made on clear and simple calculations, excluding ambiguity and misunderstanding of the results; – the principle of complexity - a comprehensive assessment of the level of potential development reflects many aspects that affect the innovative activity of a transport company; – the principle of realizability - the proposed methodology includes calculations that are freely realizable within the framework of the transport company. Thus, for an example of assessing the methodological approach to calculating the level of innovative development of a transport company, which should be carried out on the basis of an integrated approach, we will consider the use of the dynamics of the cost of rail transportation in the context of the items of economic elements of costs of the railway corporation by transportation activities for the period 2012-2018, see Table 1. The organizational reform of the railway corporations of the Russian Federation radically changed the way they form financial results, and also transformed the accounting and analysis of the results of economic activities of repair corporations. The value of the property complex of a transport corporation is used as the main estimated indicator, a representative, objective and reliable indicator characterizing the operational and strategic components of the economy and finance of its innovative potential. At the same time, a dynamic analysis of classical contradictions in the economic (material) interests of principals and agents, namely: owners and representatives of top management of transport corporations, is carried out, based on their relationship to the value of the property complex as the basis of the modern theory of asymmetry of financial management information. At the same time, the integrated indicator of net value added, as the most convenient and understandable measure of the financial and economic component of the innovative potential of transport corporations, is used for all stakeholders in economic and legal relationships: shareholders, potential investors and managers. a) Accounting (financial) report of Russian Railways for 2010–2018 // [Electronic resource] - Access mode: http://ir.rzd.ru/static/public/ru?STRUCTURE_ID=32 03/26/2021 b) Annual report of JSC Russian Railways for 2010–2018 // [Electronic resource] Access mode: http://ir.rzd.ru/static/public/ru?STRUCTURE_ID=32 - 26.03.2021 c) Corporate social report of Russian Railways for 2010–2018 // [Electronic resource] - Access mode: http://www.rzd.ru/static/public/ru?STRUCTURE_ID= 5085 - 03/26/2021

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Table 1. Dynamics of the cost of railway transportation by economic elements of costs of the railway corporation - JSC “Russian Railways” by transportation activities for 2012–2018 Indicator name

Years of the analyzed period 2012

2013

2014

2015

2016

2017

2018

391000

381700

393000

432700

452300

567836

616917

Labor costs, million 366700 rubles

385600

380000

395600

448925

474612

491405

Deductions for social needs, million rubles

95700

102900

104800

110400

110800

133024

139540

Depreciation, million rubles

171300

180900

188300

189800

190300

238636

250137

Other expenses, million rubles

126800

114800

119600

137700

142100

133024

149512

Material costs, million rubles

Transportation costs 1151500 1165900 1185700 1266200 1344425 1547132 1647511 activities, total, million rubles Carriage volume work, million ton-kilometers

2782600 2813100 2954500 2954900 2997800 3176700 3304800

Source: developed by the author based on data:

In the future, when assessing the innovative potential of repair corporations in the railway industry, it is recommended to reduce the asymmetry of information data sets for principals and agents. This must be done mainly due to the proposed modified indicator of economic value added (EVA), namely the indicator of net value added, which largely depends on the number of production structural divisions of a legal entity, its capital structure, as well as the amount of consolidated profit of subsidiaries and associated corporations within the group. organizations. It is considered a priori that all production structural divisions of the corporation contribute to the formation of the net added value of the final repair products and increase the consolidated net profit of the legal entity. In addition, due to the synergy effect, the innovative potential of the considered group of repair transport corporations is formed. To predict the innovative potential of transport corporations, economic and mathematical modeling is used, which makes it possible to give an objective cost estimate of the financial and economic component for a period of three to five years, while significantly reducing information asymmetry for principals and agents when making strategic management decisions. The economic interest of the dominant owner (in some corporations this is the state or a state corporation - Russian Railways) is measured by equity participation in the formation of the authorized capital. This fact suggests the need to measure and account for the financial return of car repair corporations after the restructuring of their property

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complexes. Such a universal indicator is net value added, which ultimately forms gross profit and profit from sales at the level of a legal entity - subsidiaries and affiliates. In this case, the effective owner receives an integral measure of the financial and economic component of the innovative potential of the transport corporation, which consists in using the standard reporting indicator of the amount of net retained earnings.

4 Discussion Experience shows that the main tasks of assessing all components of the innovation potential of a corporation at the stage of predictive research are traditionally: – substantiation of an economic strategy, setting goals and objectives, developing management decisions based on a quantitative assessment of the selected groups of factors, development indicators characterizing them, as well as expected (prospective) calculated indicators; – analysis of the actual resource and financial security of the innovative development of structural units for the potential and real possibility of implementing the production program; – determination, generalization and classification of factors affecting the production, economic and financial components of the innovation potential of the corporation for their subsequent accounting, or vice versa, reducing their negative impact; – development and proposal of organizational and economic measures with elements of forecasting economic results from their implementation to prevent possible negative consequences, on the one hand, or increase the economic efficiency of activities, on the other. Thus, the assessment and accounting of the financial and economic component while enhancing the innovative potential of the corporation is aimed at identifying objectively operating trends and patterns that take place in various organizational and economic processes, including the identification of promising development directions and the development of an effective economic policy for each organizational level of economic activity. various divisions of the transport corporation. It should be emphasized that the most important feature of such an assessment is its conduct from causes and factors to economic consequences and results. The purpose of assessing the innovative potential is, first of all, to substantiate the economic strategy, goals and objectives of the development of an economic entity in the near future. The work of I.N. Geraskina is devoted to the issues of determining methodological tools relevant to the analysis and sustainable development of transport complexes [1], Selyutina L.G. [2], Guskova M.F. [3]. The development of the forecasting methodology for various socio-economic systems is reflected in the scientific works of I.V. Zenkina. [4], Tikhomirova B.I. [5], Frenkel A.A. [5, 6], Bezrukova T.L. [7], Lyubushina N.P. [8] and other authors [9–11]. Based on the study of modern theoretical and conceptual approaches and existing practices at the regional level, as well as methodological developments for the analysis and assessment of the production, economic and financial activities of transport corporations, the authors propose an individual approach for the analysis and predictive

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assessment of the innovative development of repair transport corporations. The study identifies and generalizes groups of dominant factors, offers scenario options for using various instrumental methods, on the basis of which simulation economic and mathematical information models are built for analyzing and assessing the financial and economic component of the innovative potential of a transport corporation. It also defines the basic requirements to be met by the methods of economic analysis, taking into account the tasks they face. In particular, these include the following requirements: – the possibility of active influence on the dynamics of the analyzed economic processes and phenomena; – compliance with the specifics of the object of analysis; – availability of appropriate information support; – the possibility of balancing the methods; – the use of modern information and communication technologies in calculations.

5 Conclusions Thus, the results of a study associated with forecasting and mathematical description (modeling) of scenarios for assessing the financial and economic component of the development of the innovative potential of repair transport corporations based on the proposed methodological approaches and analysis of classical contradictions in the economic (material) interests of principals and agents, namely: owners and representatives of the top management of transport corporations of the Russian Federation, based on their attitude to the value of the property complex - the foundations of the modern theory of asymmetry of information in financial management, made it possible to quantify the dynamic characteristics of retrospective, i.e. formed in the past time period, causeand-effect relationships for different-level organizational, economic and management systems. The trends obtained make it possible to give a quantitative and qualitative assessment of the factors that determine labor productivity, provide a mathematical description of dependencies, as well as calculate the real reserves for the growth of labor productivity in construction corporations in the region and outline the main directions of their implementation in the future. The proposed integrated indicator of net value added, as the most convenient and understandable measure of the financial and economic component of the innovation potential of a corporation for all stakeholders in economic and legal relations: shareholders, potential investors and managers, provides a more objective assessment of the financial and economic component of the innovative potential.

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3. Gus’kova, M.F.: Economic efficiency and its connection with the classical theories of value and utility. Econ. Law 127, 39–43 (2019). https://doi.org/10.14451/2.127.39 4. Zenkina, I.V.: Methodological approaches and tools for analysis of sustainable development of the organization. Econ. Analysis: Theory Practice 18(9), 1667–1686 (2019). https://doi. org/10.24891/ea.18.9.1667 5. Tihomirov, B.I., Frenkel, A.A.: On a unified socio-economic policy and strategic planning. Econ. Policy 12(4), 82–117 (2017). https://doi.org/10.18288/1994-5124-2017-4-04 6. Sergienko, V., Frenkel, A.: Venture investments and innovations. Econ. Issues 5, 115–121 (2006). https://doi.org/10.32609/0042-8736-2006-5-115-121 7. Bezrukova, T.L., Stepanova, Y.N., Boris, O.A., Savtsova, A.V., Zulpuyev, R.A., Bezrukov, B.A.: Conceptual features of management tools of enterprise structures under the conditions of globalization of the world market. In: Popkova, E.G., Sukhova, V.E., Rogachev, A.F., Tyurina, Y.G., Boris, O.A., Parakhina, V.N. (eds.) Integration and Clustering for Sustainable Economic Growth. CE, pp. 423–432. Springer, Cham (2017). https://doi.org/10.1007/978-3319-45462-7_41 8. Lyubushin, N.P., Babicheva, N.E., Kupryushina, O.M., Kondrat’ev, R.Y.: Analysis of the impact of public policy on housing in the context of “big challenges.” Finance Credit 25(12), 2843–2858 (2019). https://doi.org/10.24891/fc.25.12.2843 9. Fedorovich, V.O., Fedorovich, T.V.: Corporate business value: asymmetric information in the calculation of economic value added. Financial Analytics: Problems Solutions 12(2), 183–203 (2019). https://doi.org/10.24891/fa.12.2.183 10. Fedorovich, V.O., Fedorovich, T.V.: The value of a firm: asymmetric information in economic value added measurement. Digest Financ. 25(1), 53–67 (2020). https://doi.org/10.24891/df. 25.1.53 11. Fedorovich, T.V.: Improvement of methodology for the analysis of construction indicators. IOP Conf. Series: Mater. Sci. Eng. 953, 012046 (2020). https://doi.org/10.1088/1757-899X/ 953/1/012046

Methodology for Assessing the Economic Stability of Sectoral Mesoeconomic Systems Vladimir Nekhoroshkov1 , Alyona Aroshidze1(B) , Peter Kurenkov2 Sergey Vakulenko2 , and Nikolay Tushin3

,

1 Siberian Transport University, Dusi Kovalchuk 191, Novosibirsk 630049, Russia

[email protected]

2 Russian University of Transport, Obraztsova 9, Street, 9, Moscow 127994, Russia 3 Ural State University of Railway Transport, Kolmogorov Street 66,

Yekaterinburg 620034, Russia

Abstract. The high degree of dynamism of the economic environment, especially manifested at the present stage, characterized by a structural slowdown in the economy and a deterioration in the macroeconomic situation, actualizes the problem of managing the sustainability of economic systems of various levels. Moreover, in these conditions, the implementation of strategic goals is impossible without achieving economic stability, which determines the relevance of ensuring the ability to adapt and resist the disturbing influences of the external environment. Consequently, there is an objective need to constantly assess, monitor and model the state of economic stability. In this context, sectoral mesoeconomic systems, especially of an infrastructural orientation, are no exception. This article presents the results of a study devoted to the development of a methodology for assessing economic stability, the field of application of which is the sectoral meso-level. Using the example of railway transport, the article presents the results of the practical application of the developed methodology aimed at finding benchmarks for restoring the level of economic stability in the transition period and/or after weakening the negative impact of the consequences of the COVID-19 pandemic. Keywords: Economic stability · Meso-level · Methodology · Qualimetry · Effectiveness

1 Introduction The study of stability issues has become widespread in relation to various systems – mechanical, biological, physical, economic. At the present stage, an increasing number of studies are devoted to various aspects of stability as a category of management in relation to economic systems of various sizes. Generally, economic stability is seen as an integral part of stable development within the traditional triad. At the same time, if at the enterprise level it is quite often singled out as a separate object of assessment with an unconditional linkage to stable development (Nekhoroshkov and Aroshidze, 2018) [1], then this is practically not observed at the macro- and meso-levels. © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 111–121, 2022. https://doi.org/10.1007/978-3-030-96383-5_13

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So, at the macro level, stability, but with the designation “national” and linkage to stable development, is considered in the work of DeWit et al. (2020) [2], the search for the relationship between stability and cyclicality of the economy are explored in the researches of Schöggl et al. (2020) [3] and Schaubroeck et al. (2020) [4]. At the meso-level, but at the regional level, namely at the urban level, the problems of stability are explored in the works of Merino-Saum et al. (2020) [5], who was able to select the most commonly used indicators for assessing urban stability, Rama et al. (2020) [6], who, in addition to the assessment itself, provided a three-letter coding of its results. Du et al. (2020) [7], when studying stability at the regional meso-level, focus on social equality and economic benefits, noting that inequality will not allow achieving stability. John et al. (2018) [8] consider stability in the context of a category such as “urban metabolism”, which describes the interconnection and dynamics of cities and ecosystems. Carli et al. (2018) [9] examines the stability of the regional meso-level using the example of megalopolises, while the stability of a capital city is associated with the effectiveness of integrated management of urban services, infrastructure, and communication networks. Phillis et al. (2017) [10], also devoting his research to the topic of stability at the regional meso-level, proposes to assess it using environmental and socioeconomic indicators, followed by ranking cities in accordance with the results obtained, as well as finding potential for increasing stability. An interesting new development in the study of stability is stable urban logistics, which addresses social, environmental and industrial challenges. This topic, in particular, is devoted to the work of Strale (2019) [11]. The challenges of measuring stability have also been highlighted in Williams and Robinson (2020) [12]. A three-dimensional analysis of stability is suggested by Leung et al. (2019) [13]. The study by Domingues et al. (2017) [14], devoted to identifying main factors and problems of reporting in the field of stable development in public sector organizations, as well as establishing interconnections with organizational change aimed at ensuring stability, is of undoubted interest. The concept of stability to the industry meso-level is applied quite rarely. At the same time, the economic stability of the transport sector is practically not studied, and the concept of stability is considered either in the context of stability development with an emphasis on environmental aspects, or simply as a characteristic of a transport process or phenomenon. For example, stability was considered as a characteristic of the integration process of the transport sector in the study by Yaen et al. (2020) [15]. The stability of the transport future is addressed by Stephenson et al. (2018) [16], where a clear emphasis is placed on greening. Separately, it is necessary to highlight the works in which the authors made attempts to assess the stability of public transport on the basis of aggregated indicators. In particular, Currie et al. (2018) [17] propose to use a system of indicators for this purpose, which includes stability to environmental, social, economic, systemic efficiency. Also, the stability of urban transport is studied in the context of the distribution of competencies between stakeholders, their relationship with the effectiveness of the implementation of measures aimed at increasing the share of public transport (Shibayama, 2020) [18]. Indirectly, the work of Mohmand et al. (2020) [19], in which the authors are looking for a causal relationship between transport infrastructure, economic growth and transport emissions, while confirming the fundamental growth of transport for the development of the country, can be linked to the topic of stability (even rather to the topic of stable

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development). It is also possible to indirectly associate stability with the widespread topic of railway transport safety (Basalaev et al., 2018) [20]. In general, it can be argued that independent consideration of economic stability at the sectoral meso-level and especially in the transport sector is practically not carried out. However, in fact, it is the sectoral meso-level that is an intermediate link on the path to ensuring the stability of the economy of the regions and the country as a whole. In this regard, the tasks of meso-level management are to establish and improve the categorical, methodological, analytical apparatus for managing individual processes taking place within the sectoral mesoeconomic systems. In this aspect, one of the tasks facing the transport mesoeconomic systems is the development of a methodology for assessing economic stability, which would be characterized not only by a scientific component, but could also be really applied with the reflection of the results in statistical reporting.

2 Materials and Methods The developed methodology for assessing the economic stability of the sectoral mesolevel objects, including the transport sector, is based on the observance of several key principles: consistency, relevance of results, continuity, priority. Based on this principles, as well as taking into account the need to calculate not only the integral indicator of economic stability, but also particular indicators of the stability of its components, we concluded that it is advisable to use the provisions of the theory of qualimetry. Qualimetry methods made it possible to structure the assessment by areas of management, taking into account the formed balanced scorecard through the construction of a multi-level structural diagram. The developed technique includes eight sequential stages. The first stage involves building a property tree, which in qualimetry usually includes several levels. As part of the assessment of economic stability, the following levels are designated: the property of the zero level is economic stability, the property of the first level is the stability of functional components, the properties of the second level are indicators within the functional components that characterize them. At the second stage, the values of the weight coefficients of the functional components of economic stability and their indicators are determined. For this, it is proposed to apply the method of expert assessments. At the third stage, the values of indicators are collected and calculated, at the fourth stage, scores by absolute values and scores taking into account the integral weighting factor (the product of the score and the integral weighting factor) are determined. Scores are awarded from 1 to 3, depending on the nature of the impact of the indicator on stability (positive or negative) and on the basis of the spread of the indicator values (determination of reference points). At the fifth stage, to calculate the integral indicator of economic stability, as well as partial indicators of the stability of its functional components, a formula should be applied that reflects the ratio of objectively achieved indicators with the maximum possible indicators, adjusted according to a single assessment scale: n n Xic WFc × WFic × SCic i=1 = n i=1 (1) ESc = n i=1 Xicmax i=1 WFc × WFic × SCicmax

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n Xi ES = n i=1 i=1 Ximax

(2)

where ESic /ES is a particular indicator of the coefficient of stability of the functional component/integral coefficient of economic stability, n is the number of indicators, Xic /Xi is the score of the indicator, taking into account the integral weighting factor for the functional component/all functional components, Xicmax /Ximax is the maximum possible score of the indicator, taking into account the integral weighting factor for the functional component/all functional components, WFc is component weight factor, WFic is weighting factor of the indicator by component, SCic/SCicmax is weighting factor of the indicator by component, SCic/SCicmax is the score assigned to the indicator/maximum score that can be assigned to the indicator. After calculating the values of the integral indicator of economic stability and partial indicators of the stability of functional components, it is necessary to give their qualitative characteristics, which is carried out at the sixth stage. To do this, we propose the following translation scale, taking into account that, according to the qualimetric assessment, these indicators should tend to one: high level of stability ≥ 0.7; average level of stability from 0.4 to 0.7; low level of stability ≤ 0.4. In addition, to assess the effectiveness of economic stability management, it is advisable to analyze the trends in dynamics - the seventh stage. It is proposed to analyze trends in the dynamics of economic stability and the stability of its functional components by calculating the Spearman coefficient. According to the interpretation of the values of the Spearman coefficient, the full stability of the process of increasing levels in the dynamic series is characterized by the Spearman coefficient at + 1, the complete stability of the reduction process is at −1. The Spearman coefficient is calculated using the following formula:  6∗ ni=1 2i (3) rx = 1 − n3 − n where rx is the correlation coefficient of Spearman’s ranks; Δi is the difference between the ranks of the levels and the numbers of the time periods; n is the number of levels.

3 Results The practical application of the developed methodology for assessing economic stability at the sectoral meso-level is carried out on the example of railway transport in Russia. A practical model for assessing the economic stability of railway transport, taking into account the qualimetric tree of properties, is presented in Table 1. The formed system of indicators, observing the principle of transparency of information support, is sufficiently representative for assessing economic stability and the

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effectiveness of its management. It reflects economic stability from the considered position – the ability of the economic system to develop, despite the environmental conditions, which imply the need to adapt to them or resistance, which in turn is the task of meso-level management. Table 1. Model for assessing the economic stability of railway transport, taking into account the weighting factors and scores in accordance with the qualimetric tree of properties. Components

Indicators

Weighting factor of the indicator

Integral weighting factor (IWF)

Scores including IWF (max)

Financial stability

Ratio of accounts receivable to accounts payable

0.083

0.0332

0.0996

Accounts receivable turnover ratio

0.027

0.0108

0.0324

Accounts payable 0.056 turnover ratio

0.0224

0.0672

Autonomy ratio

0.111

0.0444

0.1332

Current liquidity ratio

0.167

0.0668

0.2004

Turnover of current assets

0.195

0.078

0.234

Integral indicator of profitability

0.222

0.0888

0.2664

Accounts payable 0.139 to profit ratio

0.0556

0.1668

Total

1.0

0.4

1.2

Ratio of the average wage to the average wage in transport

0.143

0.014

0.06

Ratio of the average wage to the real subsistence minimum

0.19

0.019

0.0801

Share of people employed in transport

0.238

0.024

0.0999

Social and personnel stability Production and market stability

(continued)

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V. Nekhoroshkov et al. Table 1. (continued)

Components

Investment stability

Indicators

Weighting factor of the indicator

Integral weighting factor (IWF)

Scores including IWF (max)

Development of human resources

0.095

0.01

0.0399

Graduation of specialists with higher education

0.048

0.005

0.0201

Staff turnover

0.286

0.029

0.0858

Total

1.0

0.1

0.3

Resistance to crisis phenomena

0.167

0.0501

0.1503

Share in freight turnover

0.152

0.0456

0.1368

Share in passenger turnover

0.136

0.0408

0.1224

Growth elasticity

0.121

0.0363

0.1089

Traffic change coefficient

0.106

0.0318

0.0954

Return on assets

0.091

0.0273

0.0819

Capital-labor ratio 0.015

0.0045

0.0135

Usefulness ratio of fixed assets

0.03

0.009

0.027

Wages and salaries

0.045

0.0135

0.0405

Profitability of labor

0.061

0.0183

0.0549

Labor productivity

0.076

0.0228

0.0684

Total

1.0

0.3

0.9

Investment index

0.195

0.039

0.117

Physical volume index of investments

0.222

0.0444

0.1332

(continued)

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Table 1. (continued) Components

Indicators

Weighting factor of the indicator

Integral weighting factor (IWF)

Scores including IWF (max)

Share of investments in investments in transport

0.139

0.0278

0.0834

Ratio of 0.111 investments to the value of fixed assets

0.0222

0.0666

Implementation of the investment budget

0.167

0.0334

0.1002

Ratio of investments to reduced transport work

0.083

0.0166

0.0498

Investment rating

0.056

0.0112

0.0336

Share of financial investments in financial investments in transport

0.027

0.0054

0.0162

Total

1.0

0.2

0.6

The results of calculating the integral indicator of economic stability and particular indicators of the stability of functional components according to the developed methodology for assessing the economic stability of railway transport are shown in Table 2. The research period made it possible to characterize this infrastructural mesoeconomic system of Russia from the standpoint of economic stability to the beginning of the COVID-19 pandemic, i.e. in fact, reflect the real effectiveness of management influences at the meso-level before the influence of force majeure circumstances. In this regard, the assessment of economic stability for 2020 is a separate task and occupies a separate place in the meso-level reporting system. In turn, monitoring the results for 2005–2019, obviously, is the basis for determining in some way a benchmark by which it will be possible to judge the restoration of economic stability in the transition period and immediately after the end of the pandemic and/or weakening of the consequences caused by it.

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V. Nekhoroshkov et al. Table 2. Results of assessing the economic sustainability of railway transport Economic stability

Components Financial

Social and personnel

Production and market

Investment

2005

0.73

0.84

0.76

0.50

0.82

2006

0.74

0.97

0.70

0.56

0.57

2007

0.73

0.89

0.52

0.59

0.71

2008

0.64

0.65

0.51

0.60

0.75

2009

0.57

0.56

0.60

0.61

0.55

2010

0.80

0.87

0.75

0.79

0.70

2011

0.66

0.72

0.75

0.68

0.47

2012

0.70

0.73

0.83

0.67

0.59

2013

0.58

0.56

0.67

0.57

0.56

2014

0.53

0.42

0.73

0.61

0.55

2015

0.54

0.49

0.67

0.66

0.41

2016

0.54

0.50

0.69

0.64

0.41

2017

0.56

0.55

0.70

0.64

0.38

2018

0.58

0.57

0.71

0.68

0.40

2019

0.61

0.60

0.73

0.70

0.41

Spearman’s coefficient 2005–2010

−0.78

-0.7

-0.7

Spearman’s coefficient 2010–2015

−0.9

−0.9

−0.53

Spearman’s coefficient 2015–2019

0.97

1.0

1.0

1.0

−0.6

−0.9

−0.4

0.67

−0.2

The assessment and analysis showed that over the past five years (2015–2019), the effectiveness of managerial influences has increased significantly, as evidenced by the calculated Spearman coefficient. In this regard, we can conclude about the fidelity of managerial influences and, consequently, effective management of the meso-level in relation to economic stability and its financial, production-market and social-personnel components. Management influences on the investment component require explicit adjustments, and management in this aspect can only be characterized as moderately effective. In addition, the stability of the investment component was characterized by the largest reduction over the entire study period, although its average values were among the closest to the maximum possible according to the developed methodology. Trends in the

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dynamics of the stability of the investment component are decreasing, above average, and the most negative in comparison with other components. Consequently, investment stability is the “weakest link” in ensuring the economic stability of rail transport.

4 Discussion Based on the presented results, it can be concluded that the developed methodological approach to assessing the effectiveness of managing the economic stability of sectoral mesoeconomic systems has the following features. First, this methodological approach structures the effectiveness assessment by management area. Secondly, for each of the functional components, as well as the indicators that characterize them, a weight factor is determined, thereby indicating their contribution to the integral indicator, which is of fundamental importance in the framework of management. Third, the qualimetric assessment allows one to take into account indicators, even if they have a negative value. Fourth, not only the nature of changes in indicators is taken into account, but also the magnitude of the changes. Fifth, the methodological approach reflects the understanding of economic stability as a dynamic characteristic. Sixth, economic stability is considered as a managerial category, for which an algorithm is built that allows to draw conclusions about the effectiveness of management actions in relation to the selected functional components, i.e. by spheres of management. Conducting an assessment of economic stability is the basis for determining the effectiveness of management actions. Note that the study of reporting on the sectoral meso-level of Russia and, in particular, railway, revealed that the calculation of economic stability, determination of its level is not carried out. However, the current situation in the economy has shown that periodic calculation and monitoring of economic stability should be among the priority tasks of the meso-level management system. Thus, the COVID-19 pandemic has had a colossal negative impact on the stability of the functioning of sectoral economic systems in all countries. The global transport and logistics system was among the most affected areas as a result of the announced measures to combat the spread of COVID-19. In this regard, the assessment and monitoring of economic stability could become an integral element of the management system at the sectoral meso-level (in this case, transport) in a crisis situation. Consequently, we can talk about the relevance of the presented methodological support for assessing economic stability at the sectoral mesolevel, especially the transport sector. The technique can be applied to various sectoral mesoeconomic systems, in particular, the largest infrastructure holdings, which, in terms of the scale of their activities, can no longer be considered as micro-level objects. A necessary condition in this case is the definition of indicators that would reflect the specifics of the functioning of specific sectoral mesoeconomic systems. However, the principles, stages, applied methods can be used without significant changes.

5 Conclusion Thus, the developed methodology for assessing the economic stability of sectoral mesoeconomic systems is based on the observance of a number of principles, due to which

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this methodology is not only scientifically substantiated, but also characterized by the possibility of practical application. The methodology includes a set of stages for determining a balanced scorecard structured by areas of management (building a two-level structural diagram), building a hierarchy of functional components and indicators for them, determining and calculating the values of indicators, standardizing the values of indicators by means of scoring, calculating the indicator economic stability and particular indicators of the stability of functional components, determination of the translation scale for their qualitative assessment, determination of trends in their dynamics, further analysis of management effectiveness. Based on the results of the practical application of the developed methodology on the example of railway transport, the increased effectiveness of management influences over the past five years was established. For all components, except for investment, management impacts should be considered as correct. At the same time, it has been established that it is precisely on the investment component that it is necessary to focus attention in order to ensure the target indicators for the economic stability of railway transport in Russia. The relevance of its practical application is confirmed by the current situation in the economy, when systematic monitoring of the economic stability of transport mesoeconomic systems can be considered as a necessary condition for making management decisions aimed at restoring at least its usual level after the consequences of the COVID-19 pandemic. In conclusion, we note that the assessment of economic stability should be a key component of the mechanism for managing sectoral mesoeconomic systems, especially the transport sector. It is according to the results of such an assessment that the development and adoption of management decisions is carried out, the need for changes and their design is determined. In this regard, the assessment should be carried out systematically, deviations in the components of economic stability should be monitored and the causes of deviations and problematic aspects should be identified. The developed author’s methodology allows performing these functions, and can also become the basis for developing recommendations for managing changes in critical success factors of economic stability (that is, its components) – for example, based on the PDCA management cycle.

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Terminological Analysis of the Conceptual Apparatus of Assessing the Financial Stability of the Organization Tatyana Vladimirova1

, Larisa Kondaurova1(B) and Valentina Parshina3

, Tatyana Satsuk2

,

1 Siberian Transport University, Dusi Kovalchuk 191, Novosibirsk 630049, Russia 2 Emperor Alexander I St. Petersburg State Transport University,

Moskovskiy pr, 9, St. Petersburg 190031, Russia 3 Ural State University of Railway Transport, Kolmogorova, 66, Yekaterinburg 620034, Russia

Abstract. Any theoretical, methodological or applied research requires a description of the conceptual apparatus of a specific area of theory, methodology or practice, without which it is impossible to adequately formalize re-search results and obtain objective conclusions and recommendations. Currently, in the theory, methodological tools and practice of managing the financial sustainability of economic entities, there is no generally recognized idea of the concept, essence and content of this most important category of financial management and, therefore, a unified approach to its quantitative assessment. The purpose of this study is to clarify the content and scope of the concept of financial sustainability, its place in the conceptual apparatus for assessing the financial condition of an organization and expanding the understanding of the methodological tools for its quantitative assessment. We come to a broader understanding of the content of financial sustainability, We define it as the ability of an economic entity to ensure the achievement of its financial goals, actively responding to changes in the external and internal environment, extinguishing their disturbing influences. Keywords: Conceptual apparatus · Terminological analysis · Financial sustainability · Essence · Content · System characteristics · Financial goals · Economic reliability · Adaptability · Vitality · Quantitative assessment

1 Introduction The success and effectiveness of any research is determined by many factors, the first of which is the observance of the terminological principle when identifying the conceptual apparatus of the studied area of knowledge. This is especially important for the subject area, which is characterized by the debatable nature of the interpretation of concepts, the essence and content of key categories. Just such a subject area is financial management, the conceptual apparatus of which has not been “settled” until now. Until now, debatable issues are the essence and content of such key categories of organizations’ finances as the functions of finance; financial condition; financial sustainability and many others. © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 122–130, 2022. https://doi.org/10.1007/978-3-030-96383-5_14

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We can safely say that in foreign and domestic fundamental, applied and methodological literature in the field of financial management, there is practically no generally accepted concept of financial sustainability management, and there is no generally accepted understanding of the essence and content of this category. One can only be surprised at the diversity of approaches to understanding this category: from a very narrow view to a very broad one, in which the boundaries of common sense are blurred, which proves its debatable nature. Traditionally, the first step in research in the field of studying the conceptual apparatus of a specific subject area is usually to translate its key category and subcategories from Latin, from Greek or from Italian. The category “financial sustainability” is more and more complicated. This is where we encounter translation difficulties. Professional technical translators use different variants of terminological designations for this category: financial sustainability; financial soundness; financial stability; financial viability. From all that has been said, it is clear that there is no unity in the terms themselves and in their translations. It should be noted that in the terminology of this subject area there is a term that, in our opinion, is closely related to the category of “financial sustainability” - fiscal resilience - resistance, adaptability of the system to external conditions and influences. Different understanding of the content of the category we are studying is demonstrated by international and foreign financial institutions (Table 1). Table 1. Understanding the content of financial sustainability in international and foreign financial institutions Term

Content

Source

Financial sustainability

“the ability of an organization to receive income (grants or others) to ensure productive processes (projects) in a timely manner and in an amount that allows achieving results (accomplishing a mission or goals)” [1, P. 11]

United States Agency for International Development

Financial stability

“A financial system is stable if it is capable of supporting the economic process and relieving the pressure of financial imbalances, both internal and external, resulting from adverse and unforeseen events…. Financial stability is a state in which economic mechanisms for assessing, distributing and managing financial risks (credit, liquidity, market, etc.) function to a degree sufficient for the economic process” [2, RR. 8, 10]

IMF

(continued)

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Term

Resilience (sustainability as resistance)

Content

Source

“The state in which the financial system is resistant to external influences, so that it is able to produce financing, payments and redistribution of risks to a satisfactory degree” [2, RR. 8, 10]

Norwegian Bank

“The ability to respond to crises, as well as the ability to structure and manage a company in such a way as to minimize its exposure to failures caused by internal or external causes”

Economist Intelligence Unit

Steadiness (viability, “The ability to maintain one’s position is the Economist Intelligence adaptability) ability not only to respond to crisis Unit situations, but also to structure and manage a company so as to minimize its exposure to shocks, internal and external; in practice, this implies the ability to assess and reflect risks, adapt to changes in the market and prevent actions that could damage the reputation” “Business resilience is the ability to identify Ernst&Young Agency and neutralize… threats, adapt to them and use the opportunities they provide”

From this brief overview, it is clear that in the term “financial sustainability” the generic word is the word “sustainability”, which came to economic science and practice from technology and biology, where the sustainability of any system is understood as its ability to maintain its satisfactory state in all respects and return to it in case of external and internal influences unfavorable for the system. Ernst & Young Agency uses a rather aggressive definition of viability to distinguish four components of viability: viability to stakeholders, viability associated with operations, market viability, and viability associated with capital structure. The fourth type of viability is closest to the financial sustainability associated with the formation of sources of funding for organizations. However, this concept of financial sustainability assumes flexible long-term financing; cash flow forecast, efficient use of cash and capital. If we list all the key expressions of the considered interpretations, we can draw some unified image of financial stability in the understanding of international and foreign financial institutions: the organization’s ability to: receive income; provide productive processes; achieve results (fulfillment of the mission or goals); ensure the economic process; relieve the pressure of financial imbalances; manage financial risks; provide resistance to external influences; make financing, payments and redistribution of risks; hold their positions; respond to crisis situations; structure the company; minimize the system’s susceptibility to shocks; adapt to changes in the market; and others [1–4]. In

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the domestic methodological and applied literature, there is a certain general concept in understanding the essence and content of financial sustainability, although its interpretations themselves differ in width and depth. It should be noted that the approaches to the interpretation of this category by all authors are necessarily associated with a certain system of indicators of its quantitative and qualitative assessment. For example, in the popular literature on financial management, the understanding of financial sustainability is most often limited by the state of the structure of sources of financing for economic entities. The key task of the financial manager in this case is to preserve the target capital structure and the assessment of financial sustainability is carried out mainly by determining the state of the financial structure of an economic entity. This approach to understanding the essence of financial sustainability narrows the range of indicators of its quantitative assessment, which in this case characterize only the relationship of an economic entity with land-lords and act as coefficients of the capital structure (capitalization ratios, coverage ratios, financial leverage indicators). It should be noted that this one-sided assessment contradicts the basic principle of financial equilibrium in managing the financial condition of an economic entity: it is impossible to manage funding sources without linking them to capital investments. However, there is an even narrower understanding of the essence and content of the financial sustainability of an economic entity - by which some authors understand constant solvency. Slightly broader interpretations of financial sustainability combine financial equilibrium in funding sources and solvency. But expanding the understanding of financial sustainability, the authors do not expand the system of indicators of its quantitative assessment, using for it only a three-component indicator of financial sustainability, determined by the level of provision of reserves and costs by normal sources of financing. The analysis of domestic literature in the field of financial management showed that the authors quite often admit the incompatibility of the volume of interpretation of the essence and content of the concept of financial sustainability with the volume of the system of indicators for its assessment: the volume of interpretation may be wider, or narrower the system used for its quantitative assessment of indicators. A review of fundamental and applied domestic literature has shown that most interpretations of the essence and content of financial sustainability of economic entities are very narrow and one-sided. If we combine some key expressions of many of the approaches of specialists to understanding the content of financial sustainability we have studied (“sustainability of the financial structure, balance in the provision of assets with normal sources of financing, liquidity of assets, solvency, availability of reserves”, etc.) and combine them with interpretations of foreign and international financial institutions, then we will get some complete, but not entirely full-fledged, understanding of the financial sustainability of economic entities. We cannot formulate and delimit the concept of the essence and content of financial sustainability on the basis of a simple listing of its key components. This requires a systematic and integrated approach, representing financial sustainability as a complex system consisting of elements that characterize various aspects of the financial condition of economic entities. Any sustainability presupposes the preservation of some balance, which can be disturbed in any sphere of production and financial activity of an economic entity and cause a “domino effect” in the deterioration of its financial condition.

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Therefore, in the definition of financial sustainability, it is desirable to reflect all areas of production and financial activities. In our opinion, all of the listed key expressions of the specialists’ approaches to under-standing the content of financial sustainability that we have studied are characteristics of the efficiency and effectiveness of the main activities of economic entities: operating, financial, investment, asset and source management, risk management, results management, change management and many others. The quantitative formalization of these characteristics, in fact, reflects the degree of achievement of the financial goals of economic entities. Taking this circumstance into account leads to a broader understanding of the content of financial sustainability, makes it possible to define it as the ability of an economic entity to achieve its financial goals, actively responding to changes in the external and internal environment, extinguishing their disturbing influences and quantifying its degree of achievement. To offset the negative disturbing effects of the external and internal environment on the production and financial activities of economic entities, it is necessary to use the mechanisms of maneuvering and redundancy, which ensure their economic reliability and adaptability. Consequently, the content of financial sustainability must be expanded due to factors of economic reliability and adaptability. For the first time, the concept of economic reliability was used in management theory by M. Porter to assess the competitiveness of organizations [5]. In domestic and foreign literature in the field of ensuring the economic reliability of the functioning and development of economic systems, there is a wide and deep variety of approaches to understanding the essence and content of this category. The content of the economic reliability of an economic entity is most often understood by the authors as: (1) a special state that ensures the optimal formation and use of its resources, sustainable development, satisfaction of the interests of stakeholders within the framework of acceptable risk; (2) integration of external and internal influences, which is formalized through a balanced scorecard; (3) a complex result of the functioning of business processes, formalized in the form of an integral indicator obtained as a result of fundamental diagnostics. The category “reliability” came into economic science and practice from technical systems, as one of the key characteristics of technology and technological processes. The reliability of a technical system is under-stood as “the ability of the system to perform certain functions for a given period of time or the probability of fulfilling the planned task in the required time frame with a given quality with allocated resources” [6]. Similarly, the economic reliability of economic systems can be viewed as a complex property of economic systems to satisfactorily perform the necessary functions during the considered time interval. A quantitative characteristic of this property can be the probability that the system will perform the required functions within a given time interval or the potential probability of fulfilling a planned solution for a certain indicator. The complexity of this concept lies in the fact that reliability is a complex characteristic that includes a number of components: economic maneuver, adaptability, flexibility, maneuverability, elasticity, viability, inertia, reversibility, etc. These components have a strict formal, quantitative expression in specifying schemes and rules for their inter-action with traditional concepts of economics in multilevel decision-making procedures [6]. The reliability of technical systems is ensured by including in the management mechanisms predetermined elements of counteraction to negative disturbing influences.

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For economic systems, mechanisms for ensuring economic reliability and their model tools have not yet been developed enough. In the practice of corporate management, economic reliability is most often understood as the antipode of risk and it is present in the risk management system just nominally, and risk managers devote the lion’s share of their time to dealing with risks [6]. The reliability of economic systems can be ensured by including adaptability and maneuverability into the mechanisms of their management. Adaptability is the ability to conform, to adequately respond to changes in the external and internal environment [6]. Agility is provided through flexibility and maneuverability. Flexibility in the financial sustainability system is the ability of an economic entity to conform to the conditions of the external and internal environment without changing the structure of the financial system with insignificant disturbing influences. Maneuverability manifests itself under strong disturbing influences and represents the ability of an economic entity to adapt production and financial activities during these disturbances by restructuring the financial system. The viability of production and financial activities is the ability of an economic entity to extinguish adverse disturbing effects in several stages. The fewer stages, the higher the viability. From all that has been said, it is clear that ensuring the optimal level of financial sustainability based on achieving the financial goals of an economic entity is impossible without ensuring its economic reliability, an active response to changes in the external and internal environment, and effective extinguish of disturbing influences. Leading experts in the field of financial sustainability management consider the formalization of strategic and tactical goals of organizations to be the most important goal of financial management. We also believe that a necessary condition for the formation and implementation of an effective financial strategy of an economic entity, effective management of its financial sustainability is the formalization of financial goals [7]. It should be noted that the targets depend on many factors: the stage of the life cycle, the nature of the activity of an economic entity, a combination of external and internal factors, etc. Determining the main financial goal of an economic entity requires taking into account the tasks and characteristics of its financial condition and development. For example, if an economic entity is at a stage of maturity, then the main financial goal may be to balance the parameters of limited growth in operating activities and the required level of financial security. If an economic entity is at the stage of infancy, then he may dream of reaching the threshold of profitability. Currently, there are no generally accepted basic approaches to deter-mining the main financial goal of a commercial organization. We believe that sustainable profit generation is always an urgent goal. After determining the main financial goal of the organization, it is time to determine the main financial goals, the achievement of which contributes to the achievement of the main goal. The main goals, in turn, branch out, forming a goal tree. All financial goals of an economic entity should be expressed in specific quantitative and qualitative indicators that meet a number of requirements: the presence of private and generalized indicators in the system; the set of indicators should be consistent with the scale of the financial goals; indicators should not duplicate each other and be correlated; must have a sufficient degree of materiality; should reflect the extensiveness and intensity of processes and phenomena and adequately reflect the existing financial condition of

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the organization, and the use of accounting and operational accounting data is necessary as an empirical assessment base; indicators should have a high level of analyticity and be actively used in making management decisions. Assessment of the achievement of financial goals can be carried out on the basis of a system of indicators that meet certain requirements, they must: formalize the achievement of the goal in the form of a specific indicator; measured in certain meters; be in the range of numerical values with certain boundaries (maximum, minimum, more, less, in the range, growth, decline, etc.). One can use various approaches to the formation of indicators (signal indicators) to assess the achievement of the financial goals of an economic entity. For example: – an indicator of a compromise between liquidity and profitability (antagonistic goals) can be the equality of the rates (T) of changes in indicators formalizing the level of liquidity (current liquidity ratio (CR) and the level of profitability of current management (return on assets (ROA)). Financial indicator of achieving this goal: TCR ≈ TROA ; – an indicator of coordination of systems for managing financial results, assets and their sources can be the “golden rule of economics”: TP ≥ TS ≥ TA ≥ 1, where P is profit; S is sales proceeds; A is assets; – achieving a balanced management of assets and their sources is formalized by the indicator: ROA ≥ WACC, where WACC is the weighted average cost of capital; FD is financial dependence ratio; – the expansion of the break-even sales zone (an increase in the relative margin of financial strength) is formalized by the indicator: F ≥ 30%, etc., where F is the relative margin of financial strength. Thus, a system of indicators is formed to assess the degree of achievement of the financial goals of an economic entity, on the basis of which an integral assessment of its financial stability can be obtained. As a model tool for integrating indicators, a scoring model can be used, in which indicators are assessed in scores, and the value of each indicator is weighted according to the level of its significance, obtained, for example, using the Fishburne rule when ranking indicators in an expert way [7].

2 Methods The methodology of this research includes the method of terminological analysis and the method of operationalization of concepts, which makes it possible to expand the understanding of financial sustainability.

3 Results We represent financial sustainability as a systemic characteristic, which includes indicators shown on Fig. 1.

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We can quantitatively measure it by integrating indicators of achieving financial goals, including parameters of reliability, adaptability and vitality of economic entities in the assessment.

indicators of the degree of achievement of financial goals

indicators of reliability

indicators of viability

indicators of adaptability

Fig. 1. Financial sustainability indicators of the organization

4 Conclusion The systematization of the conceptual approaches of foreign and domestic experts to the interpretation of the essence and content of the category “financial sustainability” showed the debatable nature of this category, which manifests itself: in the difficulties of its translation; in the absence of a general concept of understanding it; in the incompatibility of the volume of the interpretation of the category with the volume of the system of indicators for its assessment; in the impossibility of an adequate interpretation of the essence and content of financial sustainability on the basis of a list of its key components. Clarification of the content and scope of the concept of financial sustainability was carried out on the basis of: assumptions about its consistency, high complexity; about the need to talk about it as a kind of balance that cannot be maintained without taking into account all aspects of the production and financial activities of economic entities; some combination of well-known approaches to its interpretation and its own idea of it as the ability of an economic entity to ensure the achievement of its financial goals. Defining financial sustainability as the ability to ensure the achievement of financial goals, it is easy to formalize it quantitatively on the basis of an indicative approach and scoring modeling, which was proposed by us in [7]. However, this approach requires development on the basis of the necessary expansion of the system of characteristics

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of financial sustainability with the inclusion of characteristics of reliability, adaptability and viability, the foundations of formalization of which were considered in [6]. Further research in this subject area consists in the development of methodological tools for formalizing the assessment of economic reliability, which can be the probability of fulfilling a planned decision to a certain indicator, as well as the adaptability of an economic entity to the disturbing influences of the external and in-ternal environment. At the same time, the most difficult problem is to achieve high interpretability of these indicators.

References 1. Leon, P.: Four pillars of financial sustainability. The Nature Conservancy (1993) 2. Schinasi, G.J.: Defining financial stability. IMF Working Papers 4(187): 1 (2004) https://doi. org/10.5089/9781451859546.001 3. Ojha, D., Patel, P.C., Sridharan, S.V.: Dynamic strategic planning and firm competitive performance: A conceptualization and an empirical test. Int. J. Prod. Econ. 222, 107509 (2020). https://doi.org/10.1016/j.ijpe.2019.09.030 4. Schwab, L., Gold, S., Reiner, G.: Exploring financial sustainability of SMEs during periods of production growth: a simulation study. Int. J. Prod. Econ. 212, 8–18 (2019). https://doi.org/10. 1016/j.ijpe.2018.12.023 5. Porter, M.E.: Competitive Strategy: Techniques for Analyzing Industries and Competitors. https://www.goodreads.com/book/show/407999.Competitive_Strategy (1998). Accessed 01 June 1998 6. Vladimirova, T., Manakov, A., Sokolov, V.: Conceptual framework of economic reliability of production processes. MATEC Web Conf. 216, 15–16 (2018). https://doi.org/10.1051/matecc onf/201821602008 7. Vladimirova, T.A., Grischenko, N.B., Nadezdina, S.D.: Methodological tools for an integral evaluation of strategic financial goals of the commercial organization. J. Adv. Res. Law and Economics 8(4(26)), 1365–1376 (2017)

Evolutionary Algorithms in Task of Forming Sequence of Commissioning of Transport Infrastructure Objects Valery Khabarov

and Stanislav Petrov(B)

Siberian Transport University, Dusi Kovalchuk Street, 191, 630049 Novosibirsk, Russia [email protected]

Abstract. Integrated transport schemes for cities and agglomerations are the basis for master plans for the development of territories. The main problem in this case is the choice of the sequence of implementation of major transport infrastructure facilities. Finding the optimal sequence of putting these facilities into operation significantly determines the socio-economic efficiency of territorial development as a whole. In order to solve this optimization problem, it is suggested to use a class of algorithms implementing metaheuristic strategies for global search of extremum in combinatorial optimization problems. The novelty consists in formation of heuristics for the given class of problems of transport infrastructure objects location in space and time. The expected socio-economic effect obtained from the implementation of the chosen scenario of the transport system development on the regional scale is considered as the criterion. To calculate the expected effect, transport macromodeling methods are used, which allow calculating the forecast values of the main indicators of transport infrastructure functioning. The socioeconomic effect is calculated based on the effect/cost ratio, where the effect is associated with one of the transport system macro-indicators, such as the average speed of traffic flow. This approach is illustrated by the example of forming the Novosibirsk Region’s transport strategy. Keywords: Transport system · Transport infrastructure · Transport planning · Transport supply and demand · Origin-destination matrix · Discrete optimization · Evolutionary algorithms · Metaheuristics

1 Introduction The transport infrastructure master plan for a city or urban agglomeration involves measures in the form of a set of pre-project solutions. The scope of each of these measures varies from the reconstruction of individual roads to the construction of bridges, underground stations, the introduction of new public transport routes, the construction of neighborhoods, etc. The issue of sequencing the commissioning of facilities of this kind is an important task because it considers a transport infrastructure development scheme that seeks primarily to maximize the incremental socio-economic effect for a given planning horizon in a situation of limited resources. This is a major challenge in the transport development strategy. © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 131–140, 2022. https://doi.org/10.1007/978-3-030-96383-5_15

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With the development of transport modelling methods, it is now possible to predict the consequences of introducing new elements of transport supply and its impact on transport demand. This, in turn, has opened up new opportunities for developing sciencebased transport planning methods. At the same time, it has also become possible to use modern methods of optimization since the format of the planning problem statement is quite consistent with what is now called discrete metaheuristic programming [1]. This paper considers several approaches to solving this kind of problems. The most obvious method consists in direct solution of an optimization problem, where an extremum for a given efficiency criterion of a transport system is reached on some ordered set of objects. Tasks of searching for the order which satisfies a given criterion belong to the class of NP-complex tasks. A well-known problem of this class is a traveling salesman problem. It is clear that a simple enumeration of variants is not acceptable. At present there exist effective methods for solving this class of discrete optimization problems, a systematic review of which is given, for example, in [2, 3]. It should be noted that for the subject area related to transport infrastructure development, as mentioned above, transport models are actively used. Nevertheless, calculating any performance criterion based on the model [4–6], such as the transport accessibility indicator, is an extremely computationally expensive task. The high cost of calculating the value of a target function based on a model forces one to resort to heuristic methods that make significant use of the specifics of the problem. The optimization problem of planning the development of transport infrastructure can be formulated as follows: for a given period, which is divided into intervals, it is necessary to arrange a finite set of objects in order to maximize the incremental socioeconomic effect related to the costs. The objects can be related by paired asymmetric relations. Each relationship is loaded with the value of the indicator of the effect of their joint use. The asymmetricity of the relationship reflects the order of input of the objects in the pair. The cost of inputting each object is known. An additional condition is that for each time interval the total value of the objects is bounded from above. If we consider a more particular formulation where there is exactly one object per time interval, then the problem is reduced simply to choosing the sequence of inputs. In this paper, we will mainly consider this formulation of the problem.

2 Research Methods Consider a certain system S and a certain set of objects {x1 , . . . , xn }, which according to a given plan are introduced intoS in order to modify it. The order of input of objects  is essential. Let x = xi1 , . . . , xin , x ∈ X , where X is the set of all permutations on {x1 , . . . , xn }.   For the sequence of objects x = xi1 , . . . , xin , one can formulate three important problems from the practical point of view. Problem 1.

f : X → R+ , x∗ = arg max f (x) x∈X

(1)

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Problem 2. n n       g xi , xj g : xi , xj → R+ , i, j ∈ [1, .., n], x∗ = arg min x∈X

(2)

i=1 j=1

Problem 3. x∗

h : (xi ) → R+ , i ∈ [1,  .., n],   h(xi ) − h xj  = arg min max

(3)

x∈X i=j,i,j∈[1,...,n]

Let’s look at each of these tasks in more detail. Problem 1. The function f (x), x ∈ X is sensitive to the order of objects x = xi1 , . . . , xin given by some sequence [i1 , . . . , in ] of their numbers and maps any sequence of such objects x ∈ X to a non-negative semiaxis of real numbers R+ . The set X can be considered as the set of all possible permutations of elements {x1 , . . . , xn }. The objects can be of different nature, the only important thing is that the function f(x) exists for all x ∈ X. The order search problem belongs to the discrete optimization problems [1–3]. If function f (x) is computable on X , but its structure is unknown, then usually we use local search methods based on direct computation of this function (a typical example is a simulation situation of some complex phenomenon). The structure of set X is defined by permutations of the sequence. Let x = {x1 , . . . , xi , xi+1 , . . . , xn } The adjacent point for the sequence x will be the permutation that swaps the pair (xi , xi+1 ). It is important to note that by pairwise permutations one can enumerate all the elements of the set X . Let us define the distance δ(x, y) between two sequences x, y ∈ X as the minimum number of permutations translating x into, or vice versa. The following statements are true: δ(x, y) ≤ n. δ(x, y) = δ(y, x). ∀x, y, z ∈ X δ(x, y) ≤ δ(x, z) + δ(z, y). Properties 1–3 will allow us to consider δ as a bounded metric in space X . Let us consider a class of algorithms for solving extreme problem 1, which in modern discrete optimization literature are called metaheuristic algorithms (the term was first introduced by Glover F [1]). This class includes algorithms such as simulatation of annealing, search algorithms with bans (taboo algorithms), evolutionary computation, including genetic algorithms, ant colony algorithms, etc. A complete review is given in [1–4]. Metaheuristics, according to [1], are strategies that control the solution search process. The goal is to efficiently explore the solution space and find a near-optimal solution. The currently known metaheuristics range from local search to sophisticated adaptation (learning) procedures and are generally non-deterministic (probabilistic). Metaheuristics use methods to avoid the solution falling into local extrema. The general structure of metaheuristics is as follows:

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1. 2. 3. 4. 5.

V. Khabarov and S. Petrov (k) k = 0. Select the initial estimate  of x ∈ X . Choice of neighborhood (k) x(k) .   Selection of transition function q(k) x(k) , y . Examination of the neighborhood transition to the following solution:   x(k+1) = arg extr q(k) x(k) , y . y∈(k) (x(k) )

6. Evaluate the solution and check the stopping criterion. If no solution is found, then k = k + 1 and proceed to step 2. Note that in this rather general algorithm, the essential point determining  the  particular metaheuristic is the way to choose at each step the neighborhood (k) x(k) and the   new point transition function q(k) x(k) , y . At this stage of consideration of Problem 1, we restrict ourselves to defining for now a rather general class of algorithms for finding solutions in the permutation space X. The choice of a particular metaheuristic is determined by the specificity of the function f, which depends on the applied problem. Problem 2. In this problem, the structure of solutions x ∈ X is defined more concretely, since the binary relations of order given by the function   g : xi , xj → R+ , i, j ∈ [1, .., n]. The matrix    n G = g xi , xj i,j=1 defines an oriented graph. Problem 2 is reduced to the search for an extreme Hamiltonian path on the graph (the well-known salesman problem with an asymmetric matrix [5]). The interpretation of the function g depends on the specific domain, but at this level of abstraction we  can say that this function reflects the effect of interaction between a pair of objects xi , xj . For i = j the function reflects the square of the main effect of the impact of the object xi on the system. This formulation is appropriate when the cost of computing a function f in Problem 1 is high and applying the metaheuristic requires many computations of that function. Calculating the function g n2 times should be more economical. However, we should bear in mind that function f takes into account the whole set of objects x and hence all possible interactions, whereas function g only considers paired interactions. Interactions of higher order are possibly accounted for through transitive coupling. Further, for the applied problem, the question of the reasonableness of the choice of a particular kind of function g will be considered in more detail. Problem 3. The extreme problem (3) is the problem of ordering the sequence in ascending or descending order. Let us prove it. Let y = h(x) y1 > . . . > yn , or y1 < . . . < yn

(4)

Consider the function r(y) =

n−1  i=1

|yi − yi+1 |k , k = 1, 2, . . .

(5)

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  Let us show that r(y) for an ordered sequence y1 , . . . , yn takes a minimum value. Indeed, any permutation of two elements in (5) violates the ordering and leads to an increase in r(y). Let k → ∞, then r(y) →

max

i∈[1,...,n−1]

|yi − yi−1 |

(6)

We can also prove the converse, i.e. if the function r(y) takes a minimal value, then this will happen for any y ∈ X which is of the forward or inverse order. It is important to answer the question: in which case is it appropriate to consider Problem 3? Obviously, the answer is related to the computational complexity. Calculating the function  h(xi ), i = 1, . . . , n is less costly than calculating the function f (x1 , . . . , xn )  or g xi , xj , i, j = 1, . . . , n. Note 1. It can be shown that Problem 3 reduces to Problem 2 if      g xi , xj = h(xi ) − h xj , ∀i, j = 1, .., n.

(7)

This means that in Problem 3 we take into account such interactions of objects that turn out to be close in the sense of (6). In other words, for the matrix  n  H = h(xi ) − h(xj ) i,j=1 (8) the Hamiltonian path, which corresponds to the minimal length of n     h(xi ) − h xj 

(9)

i=1

This path corresponds to some ordered sequence. Note 2. Consider one important, from the practical point of view, interpretation of Problem 3. Let the objects be ordered in ascending order according to (5). The function h(xi ), i = 1, . . . , n characterizes the magnitude of the effect of the factor xi . then the order of h(x1 ) > . . . > h(xn ) at each step gives the maximum incremental effect. This obvious fact follows from the fact that the next element in the descending-ordered sequence is minimally different from the previous one in terms of the function h. Note 3. From the computational point of view, the procedure of ordering according to the function h is much less costly than the search for the extreme Hamiltonian Path. Therefore it is often expedient to consider problem 3 as an initial approximation for problems 1 and 2.

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Note 4. According to Note 1, the problem of ordering of objects can be reduced to the problem 2 based on the effects of pairwise interactions. Such representation   of Problem 3 allows us to introduce a priori information about interaction of objects xi , xj , i, j = 1, ..., n, e.g. in the form     r xi , xj rw xi , xj = . wij The dimensionless coefficient wij [0, 1] can express expert information about the interaction of objects. In this way of introducing a priori information, it is reasonable to put wii = 1. Asymmetry of the matrix  n W = wij i,j=1 accounts for the order in the pair of interactions. Correspondingly, this leads to the problem of finding an extreme Hamiltonian path on an oriented graph (see Problem 2). Note 5. Consider another approach to account for a priori information based on pairwise interactions, which boils down to an ordering of some sequence. Consider a matrix    n G = g xi , xj i,j=1 , introduced in problem 2. The components of the vector ⎫n ⎧ n ⎬ ⎨   {si }ni=1 = g xi , xj ⎭ ⎩ j=1

i=1

characterize the set of main effects and interaction effects introduced by objects xi , (i = 1, . . . , n). If the components of this vector are ordered in descending order, the resulting sequence will give a reasonable strategy for introducing objects that bring the maximum effect at each step and take into account the interactions. This method is not strict, but it can be regarded as a heuristic.

3 Applications As an application problem, consider the problem of sequencing the commissioning of transport infrastructure on some limited planning horizon. Such a problem arises, for example, in the development of a regional transport strategy. Formally, this problem can be reduced to one of problems 1–3. The main difficulty in the practical implementation of the solution of these problems, as it was mentioned above, is related to the choice of functions f , g, h respectively and to the cost of calculating these functions. Modern methods of transport modelling make it possible to predict the influence of changes in the structure of the transport network on socio-economic indicators [6– 11]. With all the variety of such indicators in this paper, preference is given to the approach based on the balance of transport supply and demand. Formally, this problem can be formulated as follows. For a given transport graph  = e, v where {ei }m i=1

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are the vertices  mof the graph characterizing the nucleation and quenching areas of traffic flows, and vij i,j=1 are the communication routes between these areas. Transport origindestination matrices  m P = ρij i,j=1 characterises the transport volume demand or so-called transport demand, which is driven by socio-economic factors. This matrix can be stratified by population groups, freight type, mode of transport, time of day, days of week, seasonality, etc. Such matrices are also called correspondence matrices in the transport modelling literature. A method for their estimation is given in [12–19], for example. In addition to the transport demand matrix, consider the transport supply matrix  m  = λij i,j=1 , where λij characterises the capacity of the transport network to meet transport demand ρij . The value     P − 2  is a measure of the imbalance between transport demand and supply. The different kinds of the norm · for the matrix can be found, for instance, in [20] As one of the possible ones, we may, for instance, consider a norm of the form    2   P − 2  = max ρij − λij  , i,j∈[1,...,m]

which characterizes the most critical location of unmet transport demand. This transport network quality criterion is not the only one. However, it has a rather transparent socioeconomic interpretation. As an example, let us consider a fragment of the Novosibirsk Region Transport Strategy for 2030, developed at the Siberian State University of Railway Transport by order of the Ministry of Transport of the Novosibirsk Region. Table 1 shows the results of ranking transport infrastructure facilities in terms of decreasing effect/cost ratio within Task 3. Forecast values of the effect of transport infrastructure facilities were calculated using the transport model of Novosibirsk, developed on the PT VISION platform. The computation time of one h-function value was about 4 h using a 7th generation Intel i5 processor.

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V. Khabarov and S. Petrov Table 1. Impact assessment of transport infrastructure implementation.

Transport infrastructure object

Capital expendi-tures, total, million roubles

Annual socio-economic impact, million roubles

Total coefficient of socio-economic efficiency of capital investments

Startovaya Street extension to redistribute flows from the bridges on the left bank of the Ob River

7 700

1 297

0,168

Construction of road bypasses of localities through which transit traffic flows (bypasses of Cherepanovo, Toguchin, Kolyvan, Maslyanino, Ordynskoye, Yarkovo, Karasuk, Kochki and Plotnikovo)

9 000

786

0,087

Construction of the South-West Transit continuous traffic artery in Novosibirsk

45 000

3 849

0,086

Reconstruction of Kuibyshev – Vengerovo – Ust-Tarka. Omsk region

400

19

0,047

1 700

78

0,046

Construction of an alternate to Station Street

4 Discussion 1) The above mentioned problem of controlling the input of new objects into the existing system on the example of transport infrastructure in general is a subclass of the problems of control theory on discrete structures. This view expands the range of algorithms for finding optimal solutions. The algorithmic support of this class of problems is rather fully presented in the cited sources. 2) The complexity of solving the formulated applied problem of transport infrastructure development management is related to the computational complexity of predicting the behaviour of the transport system represented by the transport model. At each step of calculating the target function, one has to solve the transport equilibrium problem, which depends on the origin-destination matrix. These matrices in turn change under the influence of changes in the transport network caused by the introduction of a new facility. In this regard, the most important factor for the successful

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solution of this class of problems is the choice of a method that reasonably combines available a priori information obtained, for example, from experts and efficient optimization methods. In this paper we propose heuristics to significantly reduce the computational cost, based on pairwise comparisons of effects. 3) Another key problem is the choice of optimality criterion. The most important quality of such criterion is its interpretability in terms of socio-economic effect. This paper proposes a criterion based on a balance of transport supply and demand.

References 1. Glover, F., Kochenberger, G.A. (eds.): Handbook of metaheuristics. Springer US, Boston, MA (2003) 2. Reeves, C.R.: Genetic algorithms. In: Gendreau, M., Potvin, J.-Y. (eds.) Handbook of Metaheuristics, pp. 109–139. Springer US, Boston, MA (2010). https://doi.org/10.1007/978-14419-1665-5_5 3. Bianchi, L., Dorigo, M., Gambardella, L.M., Gutjahr, W.J.: A survey on metaheuristics for stochastic combinatorial optimization. Nat. Comput. 8(2), 239–287 (2009). https://doi.org/ 10.1007/s11047-008-9098-4 4. Bona, M.: Combinatorics of Permutations, 2nd edn. CRC Press (2012) 5. Cook, W.: In Pursuit of the Traveling Salesman: Mathematics at the Limits of Computation. Princeton University Press (2012) 6. Hörcher, D., Tirachini, A.: A review of public transport economics. Econ. Transp. 25, 100196 (2021). https://doi.org/10.1016/j.ecotra.2021.100196 7. Trends in Workforce Transportation: Introduction. Workforce development agencies, local and regional governments, and employers all work to address http://www.region2planning. com/wpcontent/uploads/2015/12/WTL_LitReview_FINAL.pdf 8. Macário, R.: Virtual special issue on urban transport policy. Case Stud. Transp. Policy 3(1), iii (2015) 9. Du, M., Jiang, X., Cheng, L.: Estimating the capacity of urban transportation networks with an improved sensitivity based method. Hindawi Publ. Corporation Discrete Dyn. Nat. Soc. 2015, 827094 (2015). https://doi.org/10.1155/2015/827094 10. Carnis, L.: Smart cities and transport infrastructures topical collection. Eur. Transp. Res. Rev. 10(2), 1–3 (2018). https://doi.org/10.1186/s12544-018-0303-y 11. Chen, A., Kasikitwiwat, B.: Modeling capacity flexibility of transportation networks. Transp. Res. Part A: Pol. Pract. 45(2), 105–117 (2011). https://doi.org/10.1016/j.tra.2010.11.003 12. Bera, S., Krishna Rao, K.V.: Estimation of origin-destination matrix from traffic counts: the state of the art. Eur. Transp. 49, 3–23 (2011) 13. Crisostomi, E., Kirkland, S., Shorten, R.N.: A Google-like model of road network dynamics and its application to regulation and control. Int. J. Control 84(3), 633–651 (2010) 14. Li, B.: Bayesian inference for origin-destination matrices oftransport networks using the EM algorithm. Technometrics 47(4), 399–408 (2005) 15. Li, B.: Markov models for Bayesian analysis about transitroute origin-destination matrices. Transp. Res. Part B Methodol. 43(3), 301–310 (2009) 16. Hazelton, L.M.: Inference for origin-destination matrices: estimation, prediction, and reconstruction. Transp. Res. Part B Methodol. 35(7), 667–676 (2001). https://doi.org/10.1016/ S0191-2615(00)00009-6

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17. Tesselkin, A.A., Tesselkina, K.V., Khabarov, V.I.: Elements of data mining for the development of mathematical transport models. Actual Prob. Electron. Instrum. Eng. APEIE, 1, 354–357 (2010).https://doi.org/10.1109/APEIE.2016.7806488 18. Tesselkin, A., Khabarov, V.: Estimation of origin-destination matrices based on markov chains. Procedia Eng. 178C, 107–116 (2017). https://doi.org/10.1016/j.proeng.2017.01.071 19. Khabarov, V., Tesselkin, A.: Bayesian approach to the problem of planning traffic flow observations. Proc. Russ. Higher School Acad. Sci. (2017). https://doi.org/10.17212/1727-27692017-3-105-118 20. Horn, R.A., Johnson, C.R.: Matrix Analysis, pp. 340–341. Cambridge University Press, Cambridge (2012)

Assessment of Transport Corridors Efficiency in the Arctic Zone Maria Pak1(B)

, Fatima Botasheva2

, and Svetlana Rachek3

1 Siberian Transport University, Dusi Kovalchuk 191, Novosibirsk 630049, Russia 2 Emperor Alexander I St. Petersburg State Transport University, Moskovskiy pr,

9, St. Petersburg 190031, Russia 3 Ural State University of Railway Transport, Kolmogorov Street 66,

Yekaterinburg 620034, Russia

Abstract. Nowadays, the problem of determining the prospective contours of the development of the transport system of the Arctic part of Russia is becoming very urgent. The insufficient study of this territory considerably increases the cost and complicates the implementation of projects in the region. The purpose of this study is to assess the effectiveness of the transport directions development in the Arctic region of Russia. The work applies the methods for assessing the economic efficiency of investment projects under the conditions of radical and probabilistic uncertainties, using the Hurwitz, Bayes, Wald, Laplace, and Savage criteria. In the framework of the study the authors have achieved the following results: the analysis of the transport system development in the Arctic zone of Russia, based on the implementation of the methodology of investment projects efficiency, the evaluation of alternative scenarios for the formation of transport corridors in conditions of uncertainty is presented. The results of the study will expand the scientific and methodological basis for forecasting studies needed to form the key areas of strategic development of the transport system in Russia in accordance with the Strategy for the Railway Transport Development of the Russian Federation until 2030. Keywords: Investment project · Efficiency assessment · Uncertainty criteria · Transport corridor

1 Introduction Initially, the implementation of the North Siberian Railway (hereinafter referred to as the North-Siberian Railway) was planned along the sections of the North-Russian transport corridor in the east from Ust-Ilimsk and to the port of Indiga in the west. Since the Severosib was supposed to be the intersection point of the latitudinal highway at the Khrebet station with the meridional line along the eastern line of the Ural Ridge “Ural Industrial – Ural Polar”. To solve this problem, it was supposed to divide the route into separate sections, determining the timing and order of commissioning for each direction. However, this © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 141–148, 2022. https://doi.org/10.1007/978-3-030-96383-5_16

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opportunity fell away, because with the adoption of the Strategy of railway transport development in Russia up to 2030. The North-Siberian railway was defined in this Strategy in a truncated form, namely, from Ust-Ilimsk to Nizhnevartovsk with a length of 2003 km (Fig. 1).

Fig. 1. Map of the North Siberia, https://npriangarie.ru/2013/1352/

Research of many authors Druzhinin P.V., Potasheva O.V. [1], Tolstikov A.V., Chernov I.A., Martynov D.M. [2], Leonov S.N., Zaostrovskikh E.A. [3], Pilyasov A.N., Zamyatina N.Y. [4], Fauser V.V., Smirnov A.V. [5], Smirennikova E. V., Ukhanova A. V., Voronina L. B. [7] and others have shown the high importance of the Arctic territory development, as well as North Siberia for the Russian economy. However, the presented works currently lack methodological mechanisms and scientific validity of the project implementation. The purpose of our study is to assess the effectiveness of creating transport corridors in the Arctic region of Russia in conditions of uncertainty. Today the problem of transport availability of the Timan-Pechora oil and gas complex, where the fields of hydrocarbons of the Barents Sea shelf and the mainland are concentrated, is very acute. It is necessary to improve the transport availability of the Komi Republic to develop its raw material base and provide fuel to the industry and raw materials in the Urals. In addition, on the coast of the Barents Sea, in order to enter foreign markets independently of other countries, the construction of the seaport of Indiga is required [8]. In this regard, it is necessary to supplement the main line with an additional branch from Indiga through Sosnogorsk to the Urals. This section is about 980 km long. In the Strategy for the Rail Transport Development of the Russian Federation until 2030, this route was designated as Barentskomur. However, at present, due to the lack of scientific validity and technical calculations, it has not received proper development. The Uralo-Siberian link, including Khrebet, Surgut and Nizhnevartovsk within the augmented Severosib also requires implementation. It is more logical to determine this

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direction through Khanty-Mansiysk with a branch from the Tobolsk-Surgut railroad near the Ust-Yugan station. The transport corridor in its full version from Sovetskaya Gavan to Indiga is also called the North-Russian Eurasian highway, which is of strategic importance for Russia and the world community. When determining the key “support zones”, it is important to consider the connecting regions in a single format as a part of the interconnection of all infrastructure projects [9]. These projects will become strategic projects of federal importance, providing macroeconomic effect for the country, and not only within their subjects. They will also be implemented on the territories of several regions [10, 11]. Thus, we consider it necessary to combine the transport corridors (hereinafter, TC) of the North-Siberian Railway, the Ural-Siberian line and Barentskomur into a single North-Russian highway, because its comprehensive development will determine the high national economic importance and economic efficiency.

2 Methods of Research The process of implementing transport routes by rail depends on a variety of conditions considered as uncertainties. To reduce project implementation risks, let us consider three variants of transport corridor development: 1. option A: Ust-Ilimsk – Lesosibirsk – Bely Yar – Nizhnevartovsk – Surgut – UstYugan – Khanty-Mansiysk – Polunochnoye – Troitsko-Pechorsk – Sosnogorsk Indiga; 2. option B: Ust-Ilimsk – Lesosibirsk – Bely Yar – Nizhnevartovsk – Surgut – UstYugan; 3. option C: Ust-Ilimsk – Lesosibirsk – Bely Yar – Nizhnevartovsk. Let us analyze the attractiveness of projects under uncertainty according to the Wald, Savage, Laplace, Hurwitz and Bayes criteria. As part of the investment analysis, the authors of the study completed the following tasks: – determined the conditional value of capital investment echeloning for the creation of the transport corridor as follows: 1. under option A – 250 billion rubles; 2. under option B – 200 billion rubles; 3. under Option C – 150 billion rubles; – defined the scheme of investment, under which the investment project can be realized according to three alternative variants, each of which differs in the value of financing and profit (Table 1). Net discounted income indicators (there are different interpretations of NPV, Eint ) with the specified discount rates of 20%, 15%, 10%, 5% are shown in Table 3.

144

M. Pak et al. Table 1. Investment analysis of the transport corridor (billion rubles)

Periods

1

2

3

4

5

6

7

8

9

10

Year

2022

2023

2024

2025

2026

2027

2028

2029

2030

2031

Option A

−50

−80

−80

−40

50

70

80

100

100

450

Option B

−20

−50

−70

−60

40

40

70

100

100

250

Option C

−30

−50

−50

−20

20

40

50

80

80

200

Cycle

Investment & Construction

Operation

Notes: 1) investment of capital costs for construction is assumed in the first 4 years, then from 5 to 10 years the difference between revenues from the use of the route and costs during the operating cycle is formed; 2) the first year of the project is the base year, so the costs and results are given in the prices of the first year of the project development, excluding inflation. Table 2. Probabilities for each discount rate [compiled by the authors] Discount rate, %

20

15

10

5

Probability, in fractions

0.1

0.3

0.1

0.5

In this case, for each discount rate, distribute probabilities as follows (see Table 2): In order to choose the best option for the project with a given amount of investment, considering NPV as the difference between the discounted results and costs (Table 3), we determine: Eint =

lab 

(Rt − Ct − It ) ∗ βt

(1)

t=0

where Eint is an integral effect or net discounted income; Rt is a result; Ct defines costs; It defines investment deposits; βt is a discount factor. Table 3. Net discounted income by the investment options in billion rubles. Investment options

Discount rates, % 20

15

10

5

Option A

18.7

79.1

176.4

340

Option B

6.4

51.3

118.2

224.3

Option C

1.4

37

90.5

177.7

Calculations in Table 3 show that the most preferable is the option A, with a maximum NPV equal to 340 billion rubles, with a 5% discount rate.

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3 Research Results These calculations were obtained under the conditions of certainty. Our task is to evaluate the effectiveness of the investment project in the conditions of uncertainty. Uncertainty is a situation in which it is not clear what conditions will take place during the implementation of the project, and therefore it is not clear what discount rate r from the above proposed will be taken into account when calculating NPV for the options A, B, C. The situation may be developed in two cases: – it is unknown which of the 4 conditions under consideration will take place with the corresponding discount rate r in the investment options implementation. Let us call this uncertainty radical; – the conditions and the values of r are known in the probabilistic value when implementing the investment options of the project. Let us denote such uncertainty as probabilistic. In the case of radical uncertainty, we use the criteria of decision theory. The evaluation matrix of investment options will be analyzed by the Wald, Hurwitz, Savage criteria (Table 4). Table 4. Estimation matrix of investment options by the Wald criterion (W) Investment options NPD billion rubles

Levels j of the discount rate r4 = 20%

r3 = 15%

r2 = 10%

r1 = 5%

Option A

18.7

79.1

176.4

340

Option B

6.4

51.3

118.2

224.3

Option C

1.4

37

90.5

177.7

The Wald criterion (W) W = max min aij = 18.7 I ≤ i ≤ III 1 ≤ j ≤ 4

(2)

Thus, the best option is option A. The Savage criterion (S). Calculations according to this criterion are defined in the framework of the matrix construction of losses or “regrets” (see Table 5). The data in Table 5 on the Savage criterion show: S = min max rij = 162.3 I ≤ i ≤ III 1 ≤ j ≤ 4

(3)

Thus, the best choice is option B. The Hurwitz criterion (H). We convert the original Table 3 to the extended Table 6.

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M. Pak et al. Table 5. Estimation matrix of losses by the Savage criterion (S)

Investment options

Levels j of the discount rate r4 = 20%

r3 = 15%

r2 = 10%

r1 = 5%

Option A

0

0

0

0

Option B

12.3

28.7

58.2

115.7

Option C

17.3

42.1

85.9

162.3

Table 6. Evaluation matrix of investment options according to the Hurwitz criterion (H) Investment Levels j of the discount rate min aij j max aij j 2/3 (min options aij ) + + 1/3 r4 = 20% r3 = 15% r2 = 10% r1 = 5% (max aij ) Option A

18.7

79.1

176.4

340

18.7

340

125.8

Option B

6.4

51.3

118.2

224.3

6.4

224.3

79.1

Option C

1.4

37

90.5

177.7

1.4

177.7

60.1

Then we analyze the resulting Table 6 by the Hurwitz criterion     H = max [(2/3) × min aij + (1/3) × max aij ] = 125.8 I ≤ i ≤ III 1 ≤ j ≤ 4 1 ≤ j ≤ 4

(4)

As a result of the calculations, we found that the best solution is option A. In case of probabilistic uncertainty let us calculate the Laplace and Bayes criteria (Tables 7 and 8). The Laplace criterion (L) In this case the realization of the conditions from the four presented is equally probable. j=4 L = max[(1/4) j=1 aij ] = 359.2 I ≤ i ≤ III

(5)

Table 7. Evaluation matrix of investment options according to the Laplace criterion (L) Investment options

Levels j of the discount rate

1/4

j=4

r4 = 20% r3 = 15% r2 = 10% r1 = 5% NPD billion rubles Option A 18.7

79.1

176.4

340

359.2

Option B

6.4

51.3

118.2

224.3

232

Option C

1.4

37

90.5

177.7

76.7

j=1 aij

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The most preferable in this case is option A. The Bayes criterion (B) B = max

j=4

j=1 pj aij

= 27.639

(6)

I ≤ i ≤ III

Table 8. Evaluation matrix of investment options by the Bayesian criterion (B) Investment options

NPD billion rubles

Levels j of the discount rate

j=4

r4 = 20%

r3 = 15%

r2 = 10%

r1 = 5%

Option A

18.7

79.1

176.4

340

213.2

Option B

6.4

51.3

118.2

224.3

140

Option C

1.4

37

90.5

177.7

109.1

0.1

0.3

0.1

0.5

j=1 pj aij

Probabilities pj

The results of the calculations show that option A is the most preferable one.

4 Conclusions As a result of the study, it is possible to draw a conclusion that the strategy of creating a transport corridor according to the maximum development option Ust-Ilimsk – Lesosibirsk – Bely Yar – Nizhnevartovsk – Surgut – Ust-Yugan – Khanty-Mansiysk – Polunochnoye – Troitsko-Pechorsk – Sosnogorsk – Indiga is the most promising strategy among the presented alternative options. The conducted methodological analysis of investment projects will make it possible to complement the Strategy for the railway transport development in the Russian Federation until 2030, expand the forecast base of research on the implementation of major projects for the successful functioning of the country’s economy [12]. We also believe that in addition to these aspects, it is important to improve the regulatory and legal framework for the investment projects’ implementation at the federal level, to ensure its effective operation, to build a “transparent system” of movement of investment funds, to ensure active participation of the state in the interaction of “business” and “scientific community”.

References 1. Druzhinin, P.V., Potasheva, O.V.: The role of innovation in the development of the economy of northern and arctic territories. Arct. Ecol. Econ. 3(35), 4–15 (2019). https://doi.org/10. 25283/2223-4594-2019-3-4-15

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2. Tolstikov, A.V., Chernov, I.A., Martynova, D.M.: Solving the problem of necessary data for numerical modeling of processes in the White Sea in the interests of development of the Arctic zone of the Russian Federation. Arct. Ecol. Econ. 2(30), 45–55 (2018). https://doi.org/ 10.25283/2223-4594-2018-2-45-55 3. Leonov, S.N., Zaostrovskikh, E.A.: The Eastern Arctic facilities accelerate the Russian Far East development. Arct. Ecol. Econ. (2019). https://doi.org/10.25283/2223-4594-2019-44-15 4. Pilyasov, A., Zamyatina, N.: Development of the North 2.0: challenges of making a new theory. Arct. North 34, 57–76 (2019). https://doi.org/10.17238/issn2221-2698.2019.34.57 5. Fauser, V.V., Smirnov, A.V.: The world Arctic: natural resources, population settlement, economy. Arct. Ecol. Econ. 3, 6–22 (2018). https://doi.org/10.25283/2223-4594-2018-3-6-22 6. Smirennikova, E.V., Ukhanova, A.V., Voronina, L.V.: Performance evaluation of the demographic potential of the arctic territories of the Russian federation in the context of innovative development. Fundamentalnye issledovani (Fundamental research) (2019). https:// doi.org/10.17513/fr.42522 7. Voronina, E.P.: Transport development of the Arctic territories: strategic tasks and risk analysis. Arct. Ecol. Econ. 3(27), 61–68 (2017). https://doi.org/10.25283/2223-4594-2017-361-68 8. Leonov, S.N.: Influence of the ports of the Northern sea route on the formation of focal zones for the development of the Eastern Arctic. Arct. Ecol. Econ. 11(1), 6–18 (2021). https://doi. org/10.25283/2223-4594-2021-1-6-18 9. Tukkel, I.L., Egorov, N.E., Detter, G.F.: Estimation of innovative development of the regions of the arctic zone of the Russian federation. Sci. Bull. STU. Econ. 10(4), 60–71 (2017). https:// doi.org/10.18721/JE.10406 10. Melia, N., Haines, K., Hawkins, E.: Sea ice decline and 21st century trans-arctic shipping routes. Geophys. Res. Lett 43(18), 9720–9728 (2016) 11. Cervellati, M., Sunde, U., Zimmermann, K.F.: Demographic dynamics and long-run development: insights for the secular stagnation debate. J. Popul. Econ. 30(2), 401–432 (2016). https://doi.org/10.1007/s00148-016-0626-8 12. Bongaarts, J.: Human population growth and the demographic transition. Philosophical transactions of the royal society. Biol. Sci. 364, 2985–2990 (2009). https://doi.org/10.1098/rstb. 2009.0137

Economic Efficiency of Transport Services for the Population During High-Speed Traffic Valery Vorobyov(B)

and Yulia Berdysheva

Siberian Transport University, Dusi Kovalchuk 191, Novosibirsk 630049, Russia

Abstract. High-speed traffic in Russia appeared recently with the aim of increasing economic efficiency and increasing the mobility of the population of the regions. At the same time, it is important to take into account the specifics of the passenger transport service system to assess traffic flows and economic effect. The main goal of high-speed traffic is to reduce the time spent by a passenger traveling by rail. The main criteria for choosing a method of travel are minimum travel time and/or minimum travel costs. Models and methods of the queuing theory are sufficiently substantiated for solving the problem of the efficiency of public transport services in high-speed traffic. In the absence of such information, the Poisson distribution law applies. The model makes it possible to construct the function and density of the distribution of the flow of passengers arriving at the point of departure, calculate the mathematical expectation, standard deviation, coefficient of variation, flow rate, total service time with the duration of service for each passenger, determined by the time of his stay on the way, which is practically a deterministic value. As evaluation criteria for the efficiency of high-speed traffic, the following are proposed: factor of attractiveness of a high-speed highway; logistics factor between points of departure and arrival; affordability factor by cost; comfort factor; discrimination factor; high-speed highway service preparedness factor. Keywords: High-speed traffic · Public transport services · Queuing theory · Model · Probability · Efficiency

1 Introduction High-speed traffic (HST) is a relatively new innovative project for Russia aimed at increasing the mobility of the population and the economic efficiency of urban agglomerations [1–4]. However, the economic feasibility and payback of high-speed highways in modern economic conditions is quite problematic. The tasks of ensuring passenger traffic, determined by a number of factors, among which, in addition to the transport policy, there are the systems of transport services for passengers [5, 6], become relevant. Assessment of traffic flows and economic efficiency can be performed by different methods [6, 7]. Models and methods of the queuing theory are sufficiently substantiated for solving these problems. The main advantage of the HST is the time spent by the passenger on the trip from the actual location to the destination, determined by the sum of the travel time from the © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 149–158, 2022. https://doi.org/10.1007/978-3-030-96383-5_17

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location to the departure station, waiting for the train to depart, travel time, potential train delays, etc.

2 Materials and Methods The main criteria for choosing a method of travel are minimum travel time and/or minimum travel costs. Here are the main indicators of passenger traffic when a train moves on a schedule from point A to point B. Passengers accumulate at point A while waiting for the train to depart. The arrival of passengers at point A is a random process, which is “Markov”, since the time intervals between the arrival of any consecutive pair are independent random events distributed according to some law. It can be established by observation with a sufficiently representative sample. In the absence of such information, the frequently used Poisson distribution law in the interval (0, T) can be applied. Here T is the maximum possible waiting time for a train (from the arrival of a passenger at the station to its departure); 0 is the time when the passenger arrived at the station at the last moment of the train departure. We assume that the flow of passengers arriving at station A reaches its maximum value at t = τ and decreases rapidly at larger t → T (Fig. 1). f(t)

t

Fig. 1. The density of the probability of the distribution of the passenger arrival time before the departure of the train.

Pn (t) =

(λt)n −λt e , η!

(1)

where λ is the intensity of the flow of passengers arriving at station A; η is an arbitrary integer. Functions (1) have a maximum at τ = λη and are normalized ∝

∫ Pn (t)dt = 1.

(2)

0

The duration of servicing each passenger is the travel time from point A to point B. It is practically a deterministic value - the time the train travels between the indicated stations (Tp).

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The distribution function has the form: F(t) = 1 − e−λt .

(3)

Density of distribution of arrival time at the station between passengers: f (t) = λe−λt .

(4)

The mathematical expectation of arrival between passengers at the station: T=

1 . λ

(5)

σ =

1 . λ2

(6)

σ , 0 ˜t1 + τ , ˜t2 = t2 , (2) ˜t1 + τ , t2 ≤ ˜t1 + τ. That is, if an interval longer than τ has passed since the departure of the previous train, it will depart when the next train is available, fixing some delay. Otherwise, the time of train departure coincides with the time of the need and there is no delay.  ti > ˜ti−1 + τ , ˜ti = ti , (3) ˜ti−1 + τ , ti ≥ ˜ti−1 + τ. Then the total train delays will be: Z=

 ˜ti − ti . i

The maximum throughput will be λ0 = 1/τ, at the traffic rate λ < λ0 .

(4)

Mathematical Modelling of Mixed Flow Train Delays

211

The results obtained by M.E. Koryagin and S.V. Karasev correspond to the Grinshields formula for the automobile traffic rate [5]:   ρ , (5) ν = ν0 1 − ρj where v0 is free speed; ρ is an average traffic flow density; ρj is the limit of traffic density, when the cars stand tight to each other. M.E. Koryagin and S.V. Karasev proved that the solution (2) exists for λ < 6, i.e. under such conditions no more than six trains can be missed, and when the limit is violated the queue grows to infinity. However, as a rule, the burst of demand for transportation, which can be conventionally considered proportional to the number of applications for transportation and trains, is limited in time, in addition, under such conditions the railway station employees and dispatcher staff will implement operational regulatory measures to accelerate the train traffic. We will separately consider the task of modeling the movement of trains of two types. As noted above, one of the important problems is the random formation of demand for transportation or, in other words, with the limited available capacity of railroads, the demand must adjust to the railroad capacity, which contradicts the client-oriented principle of constant readiness of transport infrastructure to accept the request for transportation. However, these losses are not the only ones. The speed of trains of different categories on the transport network is not the same. For example, passenger and freight trains have different travel times along the tracks and sections, due to their technical characteristics and the organization of train passing. In this case, in order to maintain the interval between trains of different types, it is necessary either to reduce the speed (in this case, the passenger train), delay the departure of the passenger train, delay the departure of the freight train to pass the passenger train, or resort to a more radical approach - to unify the speed. Either way, one of the trains will lose time. A number of researchers are considering the impact of the proportion of the two types of trains on delays at junction stations. The result of the research is the assertion that the most problems occur when the proportion of trains of each type is the same. In this paper, we will also estimate the effect of the passenger trains’ share in the total traffic on the value of train delays, for this purpose we will introduce the following model parameters: λ1 – passenger train traffic intensity, trains per hour; λ2 – freight trains intensity, trains per hour; v1 = 120 km/h - speed of passenger trains; v2 = 80 km/h - freight train speed; N – the number of sections on the transport network in which train traffic is considered; L – the length of each section, km. Then, according to the calculations of M.E. Koryagin and S.V. Karasev, the travel time along the freight or passenger train network section will be: ti =

L . vi

(6)

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Then, they consider travel time as a function of train traffic and the proportion of passenger trains in the flow: δ=

λ1 , λ1 + λ2

(7)

as well as the level of railroad loading:  = (λ1 + λ2 )τ.

(8)

Next, they consider the train movement along a section of the transport network according to two options: 1) the order of trains does not change, i.e. no train overtakes the other; 2) there are priority trains (in this case, passenger trains), if the movement of a freight train on the section will lead to delays of the passenger train, then the freight train will leave later than the passenger (and it can interfere with another passenger train and the delay of the freight train will increase even more). After that, M.E. Koryagin and S.V. Karasev model the situation when the number of the network sections passed by trains N = 5 and the length of each section L = 100 km. As a result, they conclude that in any case, in the absence of priorities the downtime of passenger trains is higher, as they are forced to maintain intervals with freight trains. This situation corresponds to the use of a parallel train schedule. In this case, the minimum total delays in the flow of requests are observed when the trains of the same type (share of passenger trains 0 - only freight and 100% - only passenger trains), and the greatest delays occur when the share of passenger trains about 50%. However, the results depend on the overall traffic intensity. At low traffic intensity (20%), there are almost no delays for freight trains. The downtime of passenger trains decreases as their share increases, i.e. one passenger train is more often preceded by another, so delays become less due to the passenger train packages formation. When loading 50%, the downtime of freight transport, although lower, but show the same trend with the passenger, and when loading 90%, all trains are expected to have very significant delays [9]. For priority traffic of passenger trains the situation is slightly different. In this case, freight trains have greater delays than passenger trains. Also, the best results are achieved when trains of predominantly one type move, and the worst results are achieved when the proportion of trains of each type is equal. However, the total delays of transport units are much lower (2 times lower at loading 20 and 50% and 200 times lower at 90%). In this case, even at 90% loading downtime of passenger trains is close to zero, as their grouping occurs as a result of shifting the moment of departure. In general, the results of the studies of M.E. Koryagin and S.V. Karasev agree with the works [9, 10]. One of the options to increase the transport network capacity is the alignment of speeds of all trains (in our case up to 80 km/h) with the transition to a parallel type of traffic schedule. However, this usually does not take into account the loss of travel time for trains that can pass at a higher speed, so the adoption of such a decision requires a comprehensive technical and economic assessment, taking into account the possible additional delays in the path of all trains and their priority. In addition, a reduction in

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the speed of passenger trains from 120 km/h to 80 km/h (i.e., by a third) is necessary to increase the time trains stay in transit and lengthen the period of transportation also by one third (if the delays associated with the reduction in speed are not taken into account). These circumstances will serve to reduce the competitiveness of passenger rail transport, which will significantly reduce the volume of passenger traffic by rail, which is already experiencing a significant outflow of the passengers who prefer to use road or air transport. The findings of M.E. Koryagin and S.V. Karasev testify to the fact that a dedicated line should be ideally built for each type of trains, which will ensure the possibility of building a parallel schedule with maximum throughput capacity. However, with the limited demand for rail transport, especially high-speed passenger traffic, which is not always able to ensure sufficient filling of the schedule and use the available capacity of specialized lines for passenger traffic, it is likely that the existing technology of passing mixed train flows will remain. Moreover, the construction of an additional specialized line is extremely costly. According to the data from the construction company “ZhelDorSpecProject” [11], in 2021 the cost of building 1 km of track in the Russian Federation using new materials is 52.5 million rubles, and when using old-age materials - 41.7 million rubles. (i.e., on average - 47.1 mln. rubles). At the same time, the total length of railroads in our country is more than 127 thousand km. Thus, in order to build an additional specialized line throughout our country, it will require about 6 trillion rubles, or almost a third of the budget of the Russian Federation for 2021 [12], which is a very significant amount and cannot be allocated by the Government in the near future. However, despite the aforementioned features, the Koryagin-Karasev model, in our opinion, can be effectively finalized for a particular railroad section and serve the task of optimizing the delays of mixed train traffic flows on a given section, which will have a positive impact not only on the operation of a given railroad section, but also on Russian railroads in general, which will contribute to the sustainable development of our country, for which they are the main transportation routes.

3 Conclusions Thus, summarizing the results of the present study, the following main conclusions can be made. 1. Applying the analogy method and observing certain conditions, simulation of delays of mixed train flows can be successfully carried out using the previously developed models for road transport, which significantly simplifies the problem. 2. Analytical modeling (which includes optimization and computational modeling) significantly differs from simulation modeling by the fact that simulation models do not have rigid restrictions imposed on the simulated object and, therefore, can be applied in a large number of cases. 3. Simulation modeling can be effectively applied in the study of dynamic processes, one of which is the process of cargo movement from the initial to the final transportation network point.

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4. The most widespread model describing time of transport flows movement at the moment is Beckman model. The disadvantages of Beckman model are the features that make it difficult to use in practice: the model does not limit in any way the capacity of roads, it allows any high intensity of traffic on it, introducing only additional delay in such cases; it does not describe traffic jams, that is the situations in which the intensity and speed of traffic flow is insufficient. 5. In our opinion, the most adequate model of mixed train flows delays is the KoryaginKarasev model. The results of its application to mixed train flows are in complete agreement with the Grinshields formula for the speed of vehicular traffic, which confirms the successful application of the analogy method. Under the conditions of the Koryagin-Karasev model, no more than six trains can be passed, and when the constraint is violated, the queue grows to infinity. The specified model, in our opinion, can be refined for a specific railroad section and transportation conditions along it, which will significantly improve mixed traffic on this section and serve the further sustainable development of Russian railroads.

References 1. Fomenko, D., Shmatkov, R.: Optimization of a communication model of customs bodies. IOP Conf. Series: Earth Environ. Sci. 403, 012195 (2019). https://doi.org/10.1088/1755-1315/403/ 1/012195 2. Fomenko, D.S., Shmatkov, R.N.: Optimization of the customs bodies’ communications as an instrument to facilitate transport flows in the Siberian region. IOP Conf. Series: Materials Sci. Eng. 918, 012228 (2020). https://doi.org/10.1088/1757-899X/918/1/012228 3. Kozlov, P.A., Kolokolnikov, V.S., Sorokin, V.I.: Joint use of analytical methods and simulation models. Transport of the Urals 3(50), 3–8 (2016). https://doi.org/10.20291/1815-9400-20163-3-8 4. Kerner, B.S.: Introduction to Modern Traffic Flow Theory and Control: The Long Road to Three-Phase Traffic Theory 265 (2009) 5. Greenshields, B.D.: A study of traffic capacity. Highw. Res. Board Proc. 14, 448–477 (1935) 6. Sogin, S.L., Barkan, C.P.L., Lai, Y.C., Saat, M.R.: Measuring the impact of additional rail traffic using highway & railroad metrics. In: Proceedings of the 2012 Joint Rail Conference. Philadelphia, pp. 475–484 (2012) 7. Abril, M., et al.: An assessment of railway capacity. Transp. Res. E: Logist. Transp. Rev. 44(5), 774–806 (2008) 8. Sogin, S., Barkan, C.P.L., Saat, M.R.: Simulating the effects of higher speed passenger trains in single track freight networks. Proc. Winter Simul. Conf. Arizona 16, 3684–3692 (2011) 9. Dingler, M.H., Lai, Y.C., Barkan, C.P.L.: Effect of train type heterogeneity on single-track heavy haul railway line capacity. J. Rail and Rapid Transit 228(8), 845–856 (2014) 10. Dingler, M.H., Lai, Y.C., Barkan, C.P.L.: Impact of train type heterogeneity on single-track railway capacity. Transp. Res. Rec. 2117, 41–49 (2009) 11. The cost of 1 km railroad construction in 2021 https://xn--d1abbab2adzbibjdkw2d.xn--p1ai/ stoimost-stroitelstva-1km-zd-puti 12. Russia’s 2021 Budget in Figures – Let Us Study the State’s Accounting https://finance.ram bler.ru/realty/44959681-byudzhet-rossii-na-2021-god-v-tsifrah-izuchaem-buhgalteriyu-gos udarstva/

Simulation of the Movement of a Single-Car in a Sorting Tracks Konstantin Kornienko1,2(B) , Andrei Obukhov3 and Iuliia Tanaino1

, Maxim Sokolov4

,

1 Siberian Transport University, Dusi Kovalchuk 191, Novosibirsk 630049, Russia 2 Rostov Branch of JSC NIIAS, Lenina Street, 44/13, Rostov-on-Don 344038, Russia 3 Emperor Alexander I St. Petersburg State Transport University,

Moskovsky pr. 9, St. Petersburg 199178, Russia 4 Omsk State Transport University, Marksa pr. 35, Omsk 644046, Russia

Abstract. The purpose of the paper is to study the movement of a single-car in a sorting tracks. The paper gives the mathematical model of the car movement. A special feature of the mathematical model is accounting the parameters of wind loads and the possibility of moving the car back after stopping. On the basis of this mathematical model, different types of single-car were studied. The object of the study is the type of single-car. The subject of the study is the influence of the type of car on the spread of the parameters of the speed of movement of this car. It was found that for single-car, one of the important parameters is the main specific motion resistance of the car. The standard deviation of this parameter depends on the weight category of the car. When disbanding heavy cars, the spread of the parameters of the speed of movement of the car will be less both on the standard and on the real profiles of the sorting tracks. Special attention should be paid when putting light cars on the track due to the significant influence of wind loads on these cars and significant variations in the main specific resistance to movement. The obtained results can be used in the design of sorting tracks and automation of existing marshalling yards. Keywords: Sorting tracks · Simulation modeling · Mathematical model · Uncoupling · Car · Single-car uncoupling · Main specific motion resistance · Total specific motion resistance · Specific environmental and wind resistance · Wind load

1 Introduction Climate change is one of the most important aspects of human life. Reducing emissions is the task of every person. The European Transport Strategy for 2011–2021 assumes an increase in rail transport [1–3]. Due to the introduction of railway traffic, it is planned to reduce emissions by 60% until 2050. The implementation of this program will require the development of new infrastructure, as well as improving the efficiency and throughput of the existing infrastructure. Sorting slides are the most important element of the transport infrastructure. In 2019, © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 215–222, 2022. https://doi.org/10.1007/978-3-030-96383-5_24

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for the first time in 30 years, a new sorting slide was opened in Halle in Germany. When designing and operating a sorting slide, it is necessary to calculate the speed of movement of a group of cars called uncoupling [4]. Exceeding the speed of the collision of cars leads to commercial malfunctions and to the destruction of cars and cargo [5]. For the calculation, it is necessary to use simulation models of the movement of the uncoupling. The more factors the designer puts into this model, the more accurate it will be [6–10].

2 Mathematical Model The movement of a single-car can be represented as the movement of a material point with varying acceleration. In this case, the speed of the can be calculated using the formula [11–17]:   n   2 + 2g  ∗ υ = υin (li ∗ (ii − Wi )) (1) i=1

where υin – is initial car speed, m/s; g – is gravity acceleration, considering inertia of rotating masses, m/s2 ; li – is distance, m; ii – is reduced slope, ‰; W i – is total specific motion resistance, N/kN. The movement of the cars is due to the rotation of the wheelsets. In this regard, when calculating the speed of movement, the acceleration of gravity is used, taking into account the inertia of the rotating parts, which can be calculated: g =

g , 1 + 0.42 ∗ qn

(2)

where g – is the acceleration of gravity is taken equal to 9.84 m/s2 ; n – is number of axes in cars, pieces; q – is weight of cars, kN. Consequently, with an increase in the uncoupling weight, the value of the acceleration of gravity will increase. The total specific motion resistance is the sum of all resistances acting on the uncoupling, which can be calculated using the following formula: W = wr + wew + wf + wsc ,

(3)

where wr – is main specific resistance to the movement of cars, N/kN; wew – is resistance to the movement of cars from the air and wind, N/kN; wf – is specific resistance to the movement of cars from snow and frost, N/kN; wsc – is uncoupling resistance from arrows and curves, N/kN. When the uncoupling moves along the sorting path, the resistance from arrows and curves can be neglected.

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It was experimentally found that the main resistivity can be set using the gamma distribution: ⎞ ⎛ a  1 (4) wO = − ∗ ln⎝ Rj ⎠, β j=1

where α and β – are gamma distribution parameters; Rj – is random numbers evenly distributed in the interval (0…1). The parameters of the gamma distribution depend on the weight category of the uncoupling. The larger the weight category of the uncoupling, the lower the mathematical expectation and standard deviation will be. In this paper, the study will be carried out with the following parameters of the car flow (Table 1): Table 1. The parameters of the car flow. Weight category of the car Probability of occurrence Up to 28 t

0.22

28–44 t

0.09

44–60 t

0.15

60–72 t

0.26

More than 72 t

0.28

Based on this car flow and formula 3, we will construct a distribution curve of the total specific motion resistance. Resistance from snow and frost and from the air and wind are one of the most important parameters in the calculation. They depend on the ambient temperature and on the aerodynamics of the uncoupling. There are cases when a car located on the tracks of the sorting yard was “blown” towards the hump of the slide due to too strong wind exposure. In addition, the wind speed is not a constant value and the wind gustiness must be taken into account when calculating. The distribution curve of the total specific motion resistance of the car movement for light and mixed weight categories is shown in Fig. 1. In the Russian Federation and in some other European countries, when designing a sorting slide, calculated runners with constant parameters are used. Based on Fig. 1, we can conclude that such a design method is erroneous. It is necessary to take into account not constant indicators for all sorting slides, but probabilistic ones, which should depend on the working conditions of the sorting slide and on the processed car traffic. If the uncoupling stops on the anti-slope, it can roll back under the influence of gravity. When determining the stop point of the uncoupling, it is necessary to check the condition for starting the uncoupling from the place: i ≥ W + wst ,

(5)

Probability

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1 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0

for car of the light weight category

for car of the mixed weight category -1

0

1 2 3 4 5 Total specific motion resistance, N/kN

6

Fig. 1. Distribution curves of the total resistivity for single-car light and mixed weight category of uncoupling.

 where i – is the slope of the section where the uncoupling stopped, 0 00; Wst – is resistance to starting the uncoupling from the place, N/kN. When considering short-term stops of less than 1 min, the resistance of starting the uncoupling from the place can be neglected. Due to the large number of factors affecting the operation of the sorting slide, it is impossible to make a manual calculation of the operation of the sorting slide. Therefore, it is necessary to use simulation models, on the accuracy of which the safety of movement on the slide will depend. Therefore, it is necessary to conduct studies of the movement of cars on sorting slides.

3 Description of the Experiment For the study, a simulation model of the uncoupling movement in the sorting yard “SortPark 2” was used [18–20]. The modeling was performed for the path of the sorting yard. The length of the sorting yard was assumed to be equal to 950 m. The actual and normative profile for the path are shown in Fig. 2, as a continuous and dotted line, respectively. The average ambient temperature for the March is +5 °C. The wind speed is 5 m/s. The angle between the wind direction and the axis of the section of the path along which the uncoupling moves is assumed to be 180° (the wind blows towards the uncoupling movement). The uncouplings were produced with a yard brake position at a speed of 3 m/s. The weight of the first uncoupling was equal to 85 tons, the weight of the second runner was 22 tons. The first uncoupling semi-car, the second uncoupling covered car. Based on a random distribution, the main resistivity of the first car was equal to 0.73 N/kN, the second - 1.54 N/kN.

219

1.1 0.9 0.7 0.5 900

800

700

600

500

400

300

200

100

0.3 0

Mark on rail head level, m

Simulation of the Movement of a Single-Car in a Sorting Tracks

Track lenght of hump yard, m Fig. 2. The profile of the sorting yard path.

4 Results of the Experiment Figure 3 shows a graph of the dependence of the speed of movement of the first and second uncoupling when they are released at a speed of 3 m/s.

Speed of the car, m/s

3.0 2.5 2.0 1.5 1.0 0.5 880

792

704

616

528

440

352

264

176

88

0

0.0 Track lenght of hump yard, m SFF

SSF

SSN

SFN

Fig. 3. Graph of the dependence of the speed of movement of the uncouplings when they are released from the yard brake position at a speed of 3 m/s.

Where SFF – Speed First Factice of the first uncoupling along the actual profile, SFN – Speed First Normative of the first uncoupling according to the standard profile, SSF – Speed Second Factice of the second uncoupling according to the actual profile, SSN – Speed Second Normative of the second uncoupling according to the standard profile.

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865

860

855

850

845

840

1.2 1.0 0.8 0.6 0.4 0.2 0.0 835

Speed of the car, m/s

When releasing an uncoupling with a small resulting resistance at a speed of 3 m per second throughout the sorting yard, the speed will increase. This is due, firstly, to the effect of wind on the uncoupling, and, secondly, to the low resistance of the uncoupling itself. At the same time, under such conditions, the uncoupling will either collide with the previous uncoupling at a speed exceeding the permitted speed, or roll out of the sorting yard, since the anti-slope at the end of the path will not give the necessary resistance to movement for stopping. When stopping 864 m under the influence of gravity, the uncoupling with a low resistivity will begin to move back towards the hump of the slide. The uncoupling will stop at point 839, which is shown in Fig. 4.

Track lenght of hump yard, m Fig. 4. Graph of the dependence of the uncoupling speed at the end of the sorting path for the first uncoupling when released to the actual profile.

The analysis of the work of sorting slides shows that the real stopping points of the uncoupling differ from the calculated stopping points by 100–200 m due to the rollback of the cars back after the stopping. In this regard, it is necessary to consider not the point of stopping the uncoupling, but the point of complete stopping of the uncoupling, which must have the following conditions: the final speed of the uncoupling movement must be zero; the value of the anti-slope must be less than the total resistivity to the uncoupling movement. When releasing the uncoupling with a large resulting resistance at a speed of 3 m per second, the uncoupling slows down. The estimated stopping point is 209 m. Throughout the sorting yard, the speed of movement of the uncoupling on the actual profile will be higher than on the standard one. If we do not take into account the change in the profile, the calculations made by the automation system will be erroneous, and the uncoupling may collide with the uncoupling in front with exceeding the collision speed. This is especially dangerous when disbanding cars with dangerous goods, the stopping place of which must be calculated with an error of a couple of meters. Changing the profile has a particularly strong effect on good runners. The higher the value of the resulting resistance to the uncoupling movement, the less the profile affects the speed of the uncoupling movement.

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5 Conclusions Based on the results of the study, the following conclusions can be drawn: 1. The paper presents the results of a study of the influence of car traffic on the distribution of specific resistance to the movement of cars. It was found that the weight categories of cars have a significant impact on the distribution. With an increase in the number of heavy cars, the variance of distributions decreases. As a result, the probability of runners with increased or decreased total resistivity decreases. 2. The obtained conclusions indicate that it is impossible to calculate the sorting complex only with the help of mathematical formulas. For the design of sorting complexes, it is necessary to apply a simulation modeling method that will take into account a large number of variable factors and will have a higher accuracy compared to mathematical calculation. In addition, experiments can be carried out on such models, which is an undoubted advantage when calculating the economic effect of the planned modernization and when choosing devices for the equipment of the sorting slide. 3. The distortion of the slide profile greatly affects the speed of the uncoupling movement. The lower the total resistivity of the uncoupling movement, the greater the effect of distortion. Uncouplings with a low total resistivity must be released from the slide with extreme caution. Due to the strong subsidence of the profile, it is impossible to accurately determine the place of stopping of such uncoupling almost along the entire length of the sorting path.

References 1. European transport strategy 2011–2021 2. D4.1 Identification of relevant information about train classification process and marshalling yard sorting methods 3. Medvedev, V., Teslenko, I., Karasev, S.: Method for determining the acceptability of transport operations involving dangerous goods. Matec. Web Conf. 216, 02013 (2018). https://doi.org/ 10.1051/matecconf/201821602013 4. Zhang, C.: Research on multi-objective optimization of vertical section of the rolling down zone on hump. In: Seventh International Conference on Natural Computation ICNC, pp. 1270– 1274 (2011) https://doi.org/10.1109/ICNC.2011.6022353 5. Kovalenko, N., Borodin, A.: Ensuring the safety of breaking up and making up of freight trains. E3S Web Conf. 164, 03010 (2020). https://doi.org/10.1051/e3sconf/202016403010 6. Zhang, L., Jin, M., Ye, Z., Li, H., Clarke, D., Wang, Y.: Macrolevel classification yard capacity modeling. Transport. Res. Record: J. Transport. Res. Board 2608, 125–133 (2017). https:// doi.org/10.3141/2608-14 7. Zarecky, S., Grun, J., Zilka, J.: The newest trends in marshalling yards automation. Transp. Probl. 3(4), 87–95 (2008) 8. Pokrovskaya, O., Fedorenko, R.: Assessment of Transport and Storage Systems. In: Popovic, Z., Manakov, A., Breskich, V. (eds.) TransSiberia 2019. AISC, vol. 1115, pp. 570–577. Springer, Cham (2020). https://doi.org/10.1007/978-3-030-37916-2_55

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9. Zhang, C., Wei, Y., Xiao, G., Wang, Z., Fu, J.: Analysis of hump automation in China. In: Proceedings of Second International Conf. on Transportation and Traffic Studies, pp. 285–290 (2000). https://doi.org/10.1061/40503(277)45 10. Beloševi´c, I.: Variable neighborhood search for multistage train classification at strategic planning level. Comput. Aided Civ. Infrastruct. Eng. 33(3), 220–242 (2018). https://doi.org/ 10.1111/mice.12304 11. Kozachenko, D., Bobrovskyi, V., Demchenko, Y.: A method for optimization of time intervals between rolling cuts on sorting humps. J. Modern Transport. 26(3), 189–199 (2018). https:// doi.org/10.1007/s40534-018-0161-2 12. Mezitis, M., Panchenko, V., Kutsenko, M., Maslii, A.: Mathematical model for defining rational constructional technological parameters of marshalling equipment used during gravitational target braking of retarders. Procedia Comput. Sci. 149, 288–296 (2019). https://doi. org/10.1016/j.procs.2019.01.137 13. Bobrovskyi, V., Kozachenko, D., Dorosh, A., Demchenko, E., Bolvanovska, T., Kolesnik, A.: Probabilistic approach for the determination of cuts permissible braking modes on the gravity humps. Transp. Probl. 11(1), 147–155 (2016). https://doi.org/10.20858/tp.2016.11.1.14 14. Prokop, J., Myojin, S.: Design of hump profile in railroad classification yard. Memoirs Facult. Eng. Okayama Univ. 27(2), 41–58 (1993). https://doi.org/10.18926/15404 15. Prokop, J., Myojin, S.: Simulation of hump performance in railroad classification yard. Memoirs Facul. Eng. Okayama Univ. 27(2), 59–71 (1993). https://doi.org/10.18926/15406 16. Shabelnikov, A.N., Lyabakh, N.N., Gibner, Y.M.: Evolutionary Development Modelling of the Intelligent Automation Systems for Wagon Marshalling Process from the Standpoint of Smooth Mapping Singularity Theory. In: Abraham, A., Kovalev, S., Tarassov, V., Snasel, V., Sukhanov, A. (eds.) IITI’18 2018. AISC, vol. 875, pp. 291–299. Springer, Cham (2019). https://doi.org/10.1007/978-3-030-01821-4_31 17. Shabelnikov, A.N., Lyabakh, N.N., Malishevskaya, N.A.: Multidimensional Linguistic Variables and Their Application for Resolving the Tasks of Marshaling Processes Automation. In: Abraham, A., Kovalev, S., Tarassov, V., Snasel, V., Sukhanov, A. (eds.) IITI’18 2018. AISC, vol. 875, pp. 300–307. Springer, Cham (2019). https://doi.org/10.1007/978-3-03001821-4_32 18. Kornienko, K., Bessonenko, S., Tanaino, I.: Using the Coefficient of Concavity in the Analysis of the Quality of Filling the Tracks of the Hump Yard. In: Popovic, Z., Manakov, A., Breskich, V. (eds.) TransSiberia 2019. AISC, vol. 1115, pp. 655–662. Springer, Cham (2020). https:// doi.org/10.1007/978-3-030-37916-2_63 19. Bessonenko, S., Kornienko, K., Tanaino, I.: Influence of opposite elevation on the occupancy level of the tracks of sorting park. Matec. Web Conf. 239, 03002 (2018). https://doi.org/10. 1051/matecconf/201823903002 20. Kornienko, K., Bessonenko, S.: Effect of the sorting track profile change on the it’s occupancy quality at train humping. Matec. Web Conf. 216, 02012 (2018). https://doi.org/10.1051/mat ecconf/201821602012

Interpretation of the Image of the Railway in the Painting in Europe and North America Elena Maltseva(B) Siberian Transport University, Dusi Kovalchuk 191, Novosibirsk 630049, Russia

Abstract. The paper analyzes the formation and development of the image of the railway in European and North American painting. The use of a combination of art and cultural methods, the use of extensive empirical material allowed drawing conclusions about the peculiarities of the interpretation of this image in the works of artists of the XIX-XX centuries. The artistic image of the railway began to form already in the 1830s, i.e. since the inception of the railway. During the XIX century. European and American artists created a large number of landscapes in which the railway was harmoniously included in the surrounding natural space, not contradicting, but complementing it. However, almost at the same time, another line appeared – the image of the railway as opposed to the natural landscape and the usual human life. In the painting of modernism, the image of the railway is filled with mystical, religious meanings, it becomes an independent space, different from the real one. The theme of the relationship between the railway and man is also reflected in the paintings of a number of authors. Numerous images of stations, railway platforms, carriages show how society gradually mastered the railway space, adapting to this type of transport. The train itself was also of interest to painters. This technical object is undoubtedly aesthetically beautiful, effective, which the artists convey in their works, demonstrating admiration for the great invention of mankind. Keywords: Railway · Art image · Painting · Western painting

1 Introduction The railway became the greatest technical invention that had a powerful impact on all spheres of society, including the economy, politics and culture in general. This was shown by the studies of a number of authors (M. Freeman [1], D. Steven [2], I. Carter [3], G. Revill [4]), carried out on extensive material. Having significantly changed the daily life of a person, the railway became the object of close attention of masters of art – musicians, writers, painters, sculptors. To date, a huge number of works of art have been created, giving a varied interpretation of the image of the railway. The existing variety of works on railway topics arouses research interest, allows for a versatile analysis, identifying the features of the image of the railway in different periods by representatives of different styles and areas. The desire to systematize such works leads to the creation of catalogs, for example, the catalog “Train Spotting: Images of the Railway in Art” [5] published by the © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 223–231, 2022. https://doi.org/10.1007/978-3-030-96383-5_25

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Nottingham Castle Museum and presenting a diverse collection of works on railway subjects. There are a number of works devoted to the study of the theme of the railway in national art (S. Danly and L. Marx [6]), in the visual art of the 19th-20th centuries (I. Kennedy et al. [7]). Representing a wide range of works of art, the authors draw conclusions about the ambiguity of the railway image, its connection with socio-economic, technological processes, ideology. In addition, work is being carried out in the field of studying individual artistic directions, the work of specific authors who turned to the image of the technical object that is of interest to us. In particular, such authors as K. Purcar [8] and M. Papalas [9] consider the image of the railway in the art of modernism as a symbol of some alternative reality. The purpose of this study is to analyze the semantic content of the railway image in the painting of Europe and North America. The study of paintings created in different periods of the development of art will make it possible to understand the evolution of the image of this technical object, significant for modern civilization.

2 Research Methods The research methodology is determined by the interdisciplinarity of the topic, the need to combine culturological and art history approaches to its comprehension, which determined the use of a complex methodology, including elements of phenomenological analysis, which allows considering a work of art as a cultural text, fixing the interaction of the world and a person, and a formal-stylistic method aimed at analysis artistic form of paintings, its visual and mental structure.

3 Results and Discussion The railway has been of interest to painters since its inception. An unusual technical object literally burst into the life of society, began to change it, and therefore demanded its own comprehension, including artistic one. During the XIX century. American and European artists created a large number of landscapes in which they tried to comprehend the relationship between the railway and nature. For the most part, this relationship was seen as harmonious. The image of the railway successfully blended into the natural landscape, compositionally consistent with it. We see a similar interpretation in a number of works. The railway track and the train moving along it become part of the environment, not contradicting, but complementing it. L. Marx, analyzing the painting by T. Doughty “View of Swampscott, Massachusetts” (1837), draws attention to the fact that the locomotive is practically invisible on the canvas, its presence in the composition could be considered insignificant, if not for the central location, which indicates its primary importance [10]. Indeed, a tiny locomotive, which can hardly be seen among the foliage of trees, becomes part of the natural space. However, in the same XIX century, another line appears in the interpretation of the image of the railway – a new technical invention is opposed to the usual means of transportation, significantly changes the landscape familiar to a person, the mechanized

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world is opposed to the natural world. This approach is outlined in the work of the same C. Pissarro. In the painting “The Road near the Railway, Effect of Snow” (1873), the author shows how the rural landscape changes with the arrival of a new vehicle. Around the same time, the American artist E. L. Henry compares country life with its traditional way of life and modernized present time in his work “The 9:45 Accommodedo” (1864, repetition – 1867). The author contrasts the steaming locomotive with bullock carts, wagons, showing it as an object of a new era. J. Gladstone, analyzing the picture, writes about the bustle and movement brought by the arrival of the train to the life of a small village. However, as soon as the train leaves, there will be silence again, and the locomotive will rush into the future [[11], p. 25]. A similar context can be found in the work of V. van Gogh “Bridges across the Seine at Asnieres” (1887), in which boats moored to the shore are opposed by a steam train moving along a bridge, pulling passenger cars. In the painting “Railway Bridge at Argenteuil” (1873) by C. Monet, the railway bridge, crossing the river, visually slows down its already unhurried flow. A freight train crossing the bridge is perceived as the antithesis of pleasure yachts – water transport is shown as entertainment for a wealthy public, and a steaming locomotive –as a worker bringing practical benefits to society. Such an optimistic view of railway transport, understanding it as a symbol of progress, can be found in a number of works by other authors. In 1873–1876, German artist P. Mayerheim created a series of paintings “The Life Story of a Locomotive” of six canvases showing the process of the birth of a train from mining ore to sending it to the buyer (Fig. 1). A rather idealized image of the production process was intended to demonstrate the pathos of creating a powerful modern technical object. The triumph of railway engineering and technology is the dominant idea of the cycle. C. Monet, in a series of paintings dedicated to the Saint-Lazare train station, demonstrates his admiration for the new technical object. For him the railway station was a symbol of the rapid changes taking place in a person’s daily life, in culture. The special atmosphere of the station filled with the steamy railway station emphasizes the dynamism, Fig. 1. Meyerheim P. F. Before the the strength of the trains. E. Zola wrote enthusiasCompletion, between 1873 and 1876, tically about these images: “We hear the roar of Source: https://commons.wikimedia. incoming trains, we see clouds of steam rolling org/wiki/File:Meyerheim-4.jpg under huge hangars. This is what a painting is today… Our artists must find the poetry of stations, just as their fathers found the poetry of forests and rivers” [Cit. by: [12], p. 178]. Technological optimism in railway painting peaked in the 1920s. The railway, according to the authors, carried social well-being, contributed to the progressive development of mankind. One of the panels of the fresco painting “America Today” by T.H. Benton (1930–1931) was named “Instruments of

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Power”. On it, the author depicts a strange but powerful combination of huge machines that personify modern industrial power – a train, an airplane, an airship, a dam, an internal combustion engine. It was a kind of snapshot of the era, recording the belief in the power of the human mind, multiplied by technology. However, technical progress is turning around on the other side – technology in general, and the railway in particular, has a destructive potential. The first steps in comprehending this idea in painting were identified in the same 19th century. In the work of G. Inness “The Lackawanna Valley” (1856), the majestic landscape is disfigured by the transforming hand of man – there are smoking factory chimneys, stubs from felled trees, a train is busily and thriftily moving in this space. So far, the train looks peaceful enough, but, nevertheless, it adds to the picture a certain dissonance between the natural and technical world. In the painting by A. Melrose “Westward the Star of Empire Takes its Way - Near Council Bluffs, Iowa” (1867), the confrontation between nature and technology is presented more clearly – a locomotive moving effectively towards the viewer brightly illuminates the rails and deer running along them. Technology, which is rapidly breaking into this world, almost does not leave a chance for survival for nature – wild animals, even having overcome the railway line, will not find shelter for themselves, having fallen into a field with sawed trees. A similar motive of opposition, even more severe, is found in much later works, for example, in the painting by the Canadian artist A. Colville “Horse and Train” (1954). The master depicts the most intense moment of the meeting of a living natural creature and a soulless machine, the death of a horse running towards the train seems inevitable. R. Cronin, analyzing the artist’s work, writes about the possibility of different reading of the plot. This picture is about the negative impact of technology on nature, about a person opposing this world, and about human life in general [[13], p. 26]. The idea of depicting a train as a symbol of technological progress, forcibly destroying the old, obsolete world, has found a vivid embodiment in the work of the futurists. F. Marinetti, proclaiming new ideas in the Manifesto of Futurism of 1909, furiously called for discarding old images, depicting a world of high speeds, new heroes were supposed to be “greedy railway stations that devour smoke-plumed serpents,… deep-chested locomotives whose wheels paw the tracks like the hooves of enormous steel horses bridled by tubing” [14]. The locomotive became one of the central characters of futuristic dynamism. In the painting by I. Pannaggi “Speeding Train” (1922, Fig. 2), the train turns into a set of multi-colored geometric figures that set the impetus for rapid movement from the depths of the picture to the viewer. This is a train that sweeps away everything in its path. Equally inexorable is the movement of the train in the works of L. Russolo “Dynamism of a running night train” (1911), “Dynamism of a train” (1912). The destructive power of railway technology is especially clearly emphasized in the works of military subjects. For example, in the painting by G. Severini “Armored Train in Action” (1915), the themes of movement and violence merge. A rigidly outlined armored train with weapons ready for battle, at the will of the author, enters into a visual conflict with a fairly bright surrounding space, a landscape painted in soft green tones. The railway is not necessarily physically destructive; it can also be destructive to social ties. A striking example of such work is the triptych “State of the Soul” by U.

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Boccioni (1911). In Part I “Farewell’, the center of the composition is a train protruding from a heap of color spots, lines, and deformed figures. This train is ready to break out of this space, to rush to new distances, leaving behind the station, platforms, people. However, the upcoming trip does not arouse optimism either among those departing or among those seeing them off. Part II “Those Who Leave” is filled with pain, confusion, and the feeling of impending loneliness. In the third part “Those Who Remain” - melancholy and hopelessness. The figures of people sluggishly wandering from the station are covered by a translucent curtain with numerous folds, similar to streams of rain. Thus, the railway is portrayed as an object that contributes to the rupture of social ties, sending a person to an unknown, by no means optimistic future.

Fig. 2. Pannaggi I. Speeding Train, 1922, Source: http://exhibitions.guggenheim.org/futurism/ arte_meccanica/#1

Images of the railway may well become an expression of a feeling of loneliness, longing. A similar interpretation, for example, is found in the works of E. Hopper. His “House by the Railroad” (1925) is lifeless, abandoned, like a fragment of a formerly luxurious life that has become a thing of the past with the advent of the railroad. And the railway itself in the picture is also abandoned – rusty and empty. A warped car left on the tracks is also lonely in “Freight Car at Truro” (1931). There are no people in these images, but associations with human life, human destiny are quite obvious. The theme of loneliness fills the works of P. Delvaux. This is the name of his work created in 1955. A railway platform, a departing train, and a lonely female figure depicted from the back – a motif characteristic of the artist, who is sometimes called the poet of the stations. Its railway stations and platforms are certainly beautiful. The author himself wrote that he sought to reveal the beauty of the world around him: “[…] an ordinary street, or one which seems ordinary as one travels along it every day without paying attention, suddenly becomes intensely poetic if the artist that has felt its beauty succeeds in fixing it on the canvas. The whole problem lies there: feeling a hidden beauty that stays therefore unnoticed and highlighting it so that it strikes those who have neither seen, nor felt, anything. How many times have I heard: ‘I did not know this was so beautiful!’ Here is one aim and one importance of painting” [8].

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But the beauty created by P. Delvaux is mysterious and disturbing. In the paintings “Night Train” (1957), “Night Watchman” (1963) and others – silence, which is unnatural for the railway world, the female figures included in the composition seem to have come from dreams, the whole railway world – a world of fantasy, imagination. A tiny, smoking steam locomotive is quite common in the works of Chirico. In the paintings “The Transformed Dream” (1913), “Piazza d’Italia” (1913), “The Anxious Journey” (1913), “The Joy of Return” (1916), this image is encountered again and again. It is illogical, it does not interact with other depicted objects, the locomotive becomes a kind of ‘thing in itself’, inaccessible to the understanding of the mind. The idea of combining incompatible objects in one pictorial composition, mixing the real and the fantastic, found its continuation in the art of the surrealists, who also did not ignore the railway theme. In the painting by R. Magritte “Time Transfixed” (1938), a steaming locomotive literally flies out of the home fireplace and finds itself in a room. To some extent, this resembles the real story of a train crash at the Montparnasse train station in 1895, when the train, which did not have time to brake, broke through the wall of the facade and literally flew from the second floor to the station square (later, what happened almost literally was reproduced in the sculptural composition at the scene of the incident). In the painting, the artist creates a kind of paradoxical situation of the collision of the home fireplace and the ‘iron monster’. But the paradoxes do not end there – the room does not look too cozy (nothing is reflected in the mirror above the fireplace, there is emptiness), and the monster turns out to be too small, turning almost into a child’s toy. Perhaps the artist has depicted some other reality, different space and time? Distortion of space and time occurs in the work of another surrealist. S. Dali in his painting “Premature Ossification of a Railway Station” (1930) stops time (it looks like the hands on a blurry clock are frozen forever), deforms space, human figures. We see the train station, which seems to languish and melt from the heat, yearning in anticipation of a train that may never come. Depicting the station, the artist used the surrealist technique of removing the scene of everyday life from the usual spatial and temporal environment, creating a new reality that is different from the usual, superficial. In the work of the surrealists, the railway gradually becomes a kind of mystical space, which does not immediately open to the viewer. The combination of the sacred and the real, the spiritual and the material takes place in the work of R. Magritte “The Nightingale” (1962). The lower part of the canvas depicts railway tracks, trains rapidly leaving the depths of the picture for the viewer and a deserted industrial landscape around. And above this soulless landscape, there is a large cloud with the figure of God the Father. This composition is somewhat reminiscent of the central part of H. Bosch’s triptych “Carrying the Hay” (1500–1502), where the Almighty is watching the feverish and sinful human vanity from the cloud, raising his hands in the same way. S. Dali also follows the path of filling the image of the railway with religious meanings, which we see, for example, in his work “The Perpignan Railway Station” (1965). The picture contains a whole complex of various meanings and images. The composition includes characters from the work of J.-F. Millet “The Angelus”, Gala, an erotic scene, a railway car, a lonely boat at the seaside, a figure of the artist himself taking off several times, and in the center – not immediately noticed, but somehow gradually emerging the

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figure of the crucified Christ. In some incredible way, he unites all the disparate objects of this composition. The railway station becomes a model of the Universe (this is how Dali described it in his book “Diary of a Genius”). All the images described above showed the railway as an object that somehow fits into the surrounding world, but it is interesting to see how it creates its own inner world. This perspective concerns the direct relationship between the railroad and man. There is a special aspect in this relationship – the railway becomes a haven for a person for a while. First, it is a station in which representatives of different strata of society gather in anticipation of a journey, then – a platform on which life ‘boils’ before the train departs, and then a passenger car, where a special world of relationships between people is formed. The description of this interesting and very diverse world is presented in a large number of paintings. Images of a railway station waiting room are quite common in Western painting. These are traditionally multi-figured compositions, but the overall emotional mood of the canvases can vary significantly. “The Waiting Room at the Train Station” by Jan Jacob Zuidema Broos (1866) is filled with movement. The public is not yet accustomed to traveling by train; this method of travel still seems unusual and exciting. This is clearly demonstrated by a group of future passengers crowded at the open window and excitedly looking at the steaming locomotive. The artists describe what is happening on the platforms differently. Here vanity and movement are common. Probably one of the most famous works of this kind is the painting by W. Frith “The Railway Station” (1862). In a large canvas, the author depicts in detail the scene of boarding a train, showing a large number of characters behaving differently in this situation. Among the heroes of the canvas are a groom and a bride going on a honeymoon trip, a foreign couple bewildered by a taxi driver extorting money, a family accompanying a boy to school, a criminal detained by officers, a family being late, etc. The train itself is located on the right side of the track. It is gradually filled with passengers from different strata of society, going on a journey with different goals, but the same in one – to get on the train at the exact, predetermined time. According to N. Marshall, “Out of the confusion on the platform will gradually emerge a coherent unified mass. And not only will the disorderly become ordered, it will also be conveniently categorized according to class… The chaotic crowd will be tidied and sorted into different class carriages in the train itself and borne through the countryside by an engine titled ‘Great Britain’” [15]. In subsequent periods, artists have repeatedly depicted passengers in the carriage. Let us name such paintings as “Gentleman in A Railway Carriage” by J. Tissot (1872), depicting a gentleman sitting comfortably in a carriage with a blanket and an open book, a somewhat humorous picture by A. Menzel “On a Journey to a Beautiful Countryside” (1892) with heroes looking at the surrounding landscape through binoculars, “Compartment C, Car 293” by E. Hopper (1938) with a lonely woman in an empty carriage. It seems that the closer to modernity, the more detached from each other are the passengers of the trains. The painting “Rolling Power”, painted by the artist Charles Sheeler in 1939 (Fig. 3), became the apotheosis of modern technology, the glorification of the achievement of the human mind. On the canvas, there is only a monochrome image of the engine and the

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running gear of a steam locomotive, but by small means the author creates a surprisingly monumental image that generates a feeling of energy and power.

Fig. 3. Sheeler Ch. Rolling Power, 1939, Source: https://www.artandantiquesmag.com/precision ism/201804_precisionism_04/

H. Fogg painted the railway for several decades. As a freelance artist for a major railroad company, he focused on depicting the rolling stock of American railroads. His ‘heroes’ are usually inscribed in the landscape, but this is only an entourage, all the author’s attention is focused on the most accurate and detailed depiction of railway equipment. The author studied it in detail and depicted it with amazing accuracy, practically creating a visual history of the American railway.

4 Conclusion So, during its relatively short existence, the railway has become a significant object for society, an independent cultural phenomenon and has firmly entered the figurative system of Western art. Through the interpretation of the image of the railway, the key issues of the world outlook and, first of all, the issues of the relationship between the natural and technical spheres were subjected to creative comprehension. One of the most important inventions of mankind was presented from different angles. On the one hand, as an object that does not contradict the natural environment, but actively complements it. On the other hand, it is like a mechanical force that destructively affects the surrounding world, including humans. At the same time, a separate line of depicting the railway is also developing, and above all, the train as a special aesthetic object, the embodiment of order, beauty and purpose.

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References 1. Freeman, M.: Railways and the victorian imagination. Technol. Cult. 42(3), 604–606 (2001) 2. Steven, D.: Trains, Literature, and Culture: Reading and writing the Rails. Lexington Books, 247 p. (2012) 3. Carter, I.: Railways and Culture in Britain: The Epitome of Modernity, p. 338. Manchester University Press, Manchester (2004) 4. Revill, G.: Railway, p. 288. Reaktion Books, London (2012) 5. Nottingham Castle Museum: Train Spotting: Images of the Railway in Art, p. 52. Nottingham, Castle Museum (1985) 6. Danly, S., Marx, L.: The Railroad in American Art: Representations of Technology and Change, 230 pp. (1988) 7. Kennedy, I.G.: The Railway: Art in the Age of Steam, 288 pp. (2008) 8. Purcar, C.: «A fabulous painting in which i would live». Paul Delvaux’s pictorial poetic of the railway periphery between art and urban history. sITA Studies in History and Theory of Architecture 4, 66–82 (2016). https://www.researchgate.net/publication/332188026_A_F abulous_Painting_in_which_I_Would_Live_Paul_Delvaux’s_Pictorial_Poetic_of_the_Rai lway_Periphery_between_Art_and_Urban_History 9. Papalas, M.: Speed and convulsive beauty: trains and the historic avant-garde. Studies in 20th & 21st Century Literature 39(1), 2 (2015). https://doi.org/10.4148/2334-4415.1818 10. Marx, L.: The railroad-in-the-landscape: An iconological reading of a theme in American art. Prospects 10, 77–117 (1985). https://doi.org/10.1017/S0361233300004075 11. Gladstone, J.: The romance of the iron horse. J. Décor. Propag. Arts 15, 7–37 (1990) www. jstor.org/stable/1504035 12. Palmbach, B.: Paris und der Impressionismus: Die Großstadt als Impuls für neue Wahrnehmungsformen und Ausdrucksmöglichkeiten in der Malerei, 323 pp. (2001) 13. Cronin, R.: Alex Colville. Art Canada Institute, 115 pp. (2017). https://www.aci-iac.ca/artbooks/alex-colville 14. Apollonio, U., Brain, R., Flint, R.W., Higgitt, J.C., Tisdall, C.: Futurist Manifestos. Documents of 20th Century Art, pp. 19–24 (1973). https://www.italianfuturism.org/manifestos/foundi ngmanifesto/ 15. Marshall, N.R.: On William Powell Frith’s Railway Station, April 1862. BRANCH: Britain, Representation and Nineteenth-Century History (2015). https://branchcollective.org/?ps_art icles=nancy-rose-marshall-on-william-powell-friths-railway-station-april-1862

Philosophical and Artistic Image of the Railway in Russian Culture Natalia Martishina(B) Siberian Transport University, Dusi Kovalchuk 191, Novosibirsk 630049, Russia

Abstract. Philosophical and artistic comprehension is considered as one of the ways of cognitive mastering of reality. The key features of philosophical and artistic thinking are recognized as axiologiness, establishing the value content of an object and creating opportunities for its use also as a symbol of certain values. It is shown how the axiological and symbolic components of the image of the road in Russian culture have changed. Initially, this image was ambivalent, since the mythological concept of the road included both the idea of a path, movement, change, and the idea of danger, risk, exit into another being. Transformed into the image of the railway, initially it received a predominantly negative development, since the railway was presented as a direct expression and symbol of technocratism, opposed to humanistic guidelines. In the Soviet period, the railway received a rethinking as a symbol of technical progress transforming the entire social reality, which objectively loaded its image with both positive and negative connotations. But in real historical conditions, this led to a noticeable positive shift in the content of the image. In the postmodern era, the symbolic meaning of the railway as a sphere of objectified order, organization, and stability comes to the fore. Keywords: Philosophical and artistic image · Artistic knowledge · Road · Road symbolism · Railway · Cultural phenomena

1 Introduction One of the conditions for the successful functioning of any social institution in modern society is the formation and maintenance of its positive image in the mass consciousness, which provides a certain basic level of social trust in its activities. Technologies for constructing the image of organizations, social subsystems are becoming more complex and knowledge-intensive. When applying them, it is impossible not to take into account that any formed idea is superimposed in the mass consciousness on a huge layer of already existing, historically formed in culture ideas associated with any socially significant object. The renewed image emerges in this context and represents a complex interweaving of old and new cultural connotations. The image of the railway in Russian culture is formed not only as a result of the objective laws of the modern development of railway transport, but also in the vast conceptual field of the traditions of public consciousness, fixing the history of railway construction in Russia, the role played by the railway in key events in Russian history, © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 232–240, 2022. https://doi.org/10.1007/978-3-030-96383-5_26

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and dating back to the concept of the road itself. Neither understanding of the implicit reactions of mass consciousness to new information messages, nor the purposeful formation of certain components of the image of the railway is possible without taking into account this cognitive background. The paper is aimed at reconstructing the key ideas that together make up the basic image of the railway in Russian culture, and tracing the transformation of this ideological complex. The most general theoretical basis for the study is the concept of the diversity of types of cognition, within which various systems of epistemological reflection of reality are viewed as coexisting and complementing each other in the aggregate cognitive process. Accordingly, the image of any significant object of social reality is a ‘cultural display’ consisting of traditional and new, objective and subjective, practical and theoretical fragments formed in various discourses and reflecting its various aspects [1]. In the domestic philosophical literature, the most developed in this regard is the idea of dividing ordinary and scientific knowledge, the specifics of various types of scientific knowledge (natural science, social and humanitarian, technical, logical and methodological), and also about the types of extrascientific knowledge – mythological, religious, specialized practical, artistic knowledge, which retain their presence in culture and significance up to the present time [2, 3]. In English-language sources, local cognitive strategies are often described as specific forms of cognition, correlated, as a rule, with the isolation of social groups [4] or with the use of certain, in other cases, peripheral, cognitive means [5]. In any case, as the basis for differentiating the type of cognition, on the one hand, basic postulates that are specific for each type and set a certain angle for the interpretation of phenomena and, on the other hand, a characteristic set of means and methods for obtaining, processing and storing information, as well as a hierarchy of such means are considered (assessment of some cognitive tools as standard, others as additional, etc.). Within the framework of this concept, it is assumed that the functions of each type of cognition are not completely overlapped by the functions of other types, and for each specific type of cognition there are cognitive tasks that are most effectively solved by it. Art is considered in this context not only as one of the spheres of culture and the area of creative activity, but also as a sphere of the formation of fundamental ideas up to the philosophical level. Philosophical and artistic understanding of reality is one of the most important ways of knowing objects and systems [6]. Embodying in works of art, natural and social objects are not only fixed in their external appearance and individually unique features; artistic display also fulfills the key task of any form of cognition – penetration into the true essence of an object. Moreover, other cognitive functions are also realized in art: the creation of an artistic image of an object allows for generalization, presenting specific characteristics as manifestations of typical patterns; tracing trends, highlighting the cause-and-effect relationships in the depicted events, showing events as the result of some previous changes; predicting and extrapolating the development of trends found in reality, which is especially pronounced in some genres of artistic creativity, such as dystopia, etc. [7]. In other words, the philosophical and artistic image contains a fairly large range of information about an object, showing it in its main features and in the context of interrelationships. Then reflection on the artistic image of some object acts, in turn, as a source of information about the nature of the ideas about it that are forming in a particular culture.

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Nowadays, the artistic image of the railway is only becoming the subject of systematic comprehension. In the English-language literature of recent years, some popular articles have been published, for example, but both complete cataloging and conceptualization of the content of the image of the railway in culture are still more of a research prospect.

2 Research Methods Each of the types of cognition performs certain functions in the aggregate cognitive process, more successfully fixing some aspects of reality and being less directed towards others. Even science –a reference type of cognition in many respects – is aimed at revealing the objective and general laws of reality, the downside of which is the limitation of its capabilities in reflecting the subjective, private, individual, unique in being. The preservation of each of the types of cognition in the general spectrum presupposes that it has cognitive capabilities associated with its cognitive specifics and is less accessible to other types (being ineffective, it would simply stop reproducing – even the presence of mythological thinking, albeit on the periphery of modern culture, means that some methods of the mythological understanding of the world have not exhausted their potential and are still in demand). Specific features and cognitive advantages of artistic cognition are visual and figurative character, which allows expressing general ideas through localized, observable, specific representations of single objects; the author’s principle of organization, creating a space for conceptualization and generalization of individual experience; and the emotional and value coloring of epistemological images, in the construction of which, through the use of appropriate linguistic means, the representative and evaluative aspects of reflection are directly linked, which ensures the priority of artistic cognition in fixing emotional experience [8, 9]. It is artistic knowledge that is intended to reflect the emotional and value component of our worldview. Accordingly, reflection on the artistic image of a particular object, the identification of motifs and characteristic features that are repeated in this image allows one to analyze the anthropo-centered idea of a given object, which is forming in culture at this stage of its development, to highlight its value component for consideration and record key semantic accents. For the primary description of the artistic image of the railway in Russian culture and the trends of its transformation, materials of fiction were used in this work, since it is in the verbal embodiment of the artistic image that its conceptual content is expressed in the most explicit and direct form. The maximum emotional expressiveness of poetry in the space of literature has determined the choice for consideration of a predominantly poetic embodiment of the artistic image of the railway. Since poetic images were considered not in their own quality of cultural facts having an independent value, but as a discovery and a way of articulating a single image of an object that is forming in culture as a whole, the motives highlighted in it were considered in comparison with the ideas of some other types of cognition, including mythology; the arising semantic parallels were assessed as additional confirmation of the importance of the ideas recorded in the composition of the image.

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3 Results The image of the railway in Russian culture is based on the fundamental concept of the road in general, which has a much longer cultural history. Its initial formation took place within the framework of the mythological picture of the world. The road as a stable trajectory, a space intended for movement, is not only one of the most ancient cultural achievements of mankind, but also a way of forming and structuring the social space itself, transforming primary nature into a cultural landscape. The possibility of moving from one place to another, and thus the connection established between them, when the road appears, becomes objectified, acquires a material character and turns from a separate event into a constant factor of social life, relatively independent of the frequency of a particular movement. In the most general terms, it is possible to distinguish in the mythological concept of the road: – as the initial basis – the idea of a special reality that does not belong entirely to any particular place, but embodies the very principle of transcending. The road is opposed to the house – its own, fully developed territory. Accordingly, it is a symbolically loaded space in which events taking place can also acquire sacred meaning, in addition to their practical meaning. This semantic accent of the road is illustrated by magical rituals and beliefs in which spirits, evil spirits, harbingers of fate are met on the road, they divine and perform rituals that carry a symbolic meaning (for example, some Slavic tribes know the ritual of symbolic plowing of the road, which is designed to ensure fertility). Most often, such rituals involve a crossroads: the specialness of their properties is doubled at the crossroads; – as a positive component – the idea of movement and change in general: in order to bring something new into your life, you must either go on the road, or open the door to what comes along it. In magical rituals, they symbolically throw out on the road what they want to get rid of – for example, a rag, which had previously ‘erased’ an ugly feature of a person’s appearance. An item found on the road can bring happiness, luck; the most famous example of such a find is a horseshoe (which itself is associated with traffic on the road). Old shoes, being much in contact with the roads and absorbing their symbolism, also serve as a talisman in many rituals; – as a negative component – the idea of the riskiness of going beyond the usual life, a marginal state in which a person finds himself leaving his home space and going on the road. It is no coincidence that protective omens are associated with all stages of being on the road: preparation for the trip (the omen recommends to sit for a moment before the trip on something solid, as if strengthening in this way your position in the house and, accordingly, the reliability of the prospect of returning); the beginning of the trip (in accordance with the omen, it is dangerous to return at this stage, “there will be no way”, since symbolically the road in this case has already taken place); being on the way (you cannot, for example, ask where a person is going, since voicing a goal can also have the effect of its symbolic achievement, after which the real will become impossible); its completion (an omen forbids the relatives of a person who has set out on a journey to wash the floor in the house until the end of his journey), etc. In Slavic beliefs, there are prohibitions to build something on an old road or to

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make something from a tree that has grown on it; what is found on the road is picked up with special precautions. In the most general terms, the road is metaphorically presented in mythological thinking as a model of a person’s life or a certain stage of it (‘life path’). Ritual customs of various peoples try to make this path happier by decorating a specific path – for example, the path of newlyweds is strewn with flowers, rice, grain. In numerous omens, the one whom a person first meets on the road, setting off on a journey, determines the success of a particular journey or fate in general. On the contrary, the crossing of a path by a fallen branch, a log, an arch of natural origin, as well as a person or an animal (black cat, hare) running across the road is interpreted in mythological thinking as a symbolically dangerous influence for the traveler, associated with the suppression of life. Changing the road, moving the other way, it is possible to turn the tide of events, both local and lifelong. The idea of being on the road as a marginal state finds its artistic development: the road is very often not just a farewell, but a break, separation, the inability to come back and return what was lost. “Road pain”, in the words of N. Rubtsov (“Road Elegy”) – it is the feeling that everything that you cherished in the past is pushed further and further, loses reality, plunges into oblivion. Attention is drawn to the duality of its axiological coloring that remains in the artistic understanding of the road. The road is the beginning of separation, but also the promise of a meeting. Going on the road means leaving the old life, but it is also the only way to find something, to come to something. The road opens up new horizons for us, but it also takes us into a zone of risky existence. On the road, a person falls out of his usual life, but he gets the opportunity to find a way to himself – to understand himself and open his true thoughts in a conversation with fellow travelers. In the sacred space of the road, he will return to the key points of his life – but this memory can be terrible (as in “The Kreutzer Sonata”). The road, representing the path of life in general, includes manifestations of life with different signs; the separation of the road from ordinary space makes their expression extremely concentrated (Fig. 1). With the advent of railways – the technical embodiment of the road, behind which the future obviously stands – the axiological content of the image of the road in Russian culture suddenly and sharply shifts into a negative plan. In the socio-political rhetoric of Russian society, the attitude to the railway was ambivalent. In artistic discourse, the primary understanding of the railway is almost unambiguously critical. The railway becomes, firstly, a symbol of the merciless offensive of capitalism. This theme is opened with the famous poem by N. A. Nekrasov, where the railway is presented as built ‘on bones’, and on the sides of it, there are the ghosts of the dead during its construction. Secondly, it symbolizes the equally ruthless approval of technical progress, dramatically changing the entire organization of social life and destroying the usual ties – for example, it is for the sake of building a railway that a cherry orchard is cut down in a play by A.P. Chekhov. In this role, the railway as the quintessence of the artificial, mechanically soulless is opposed to everything natural, essential, invading it and destroying its harmony. In V.S. Solovyov’s poem “On the Train in the Morning”, “a tiresome steam

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Fig. 1. The artistic image of the road: semantic interpretations

locomotive rushes and roars with dead thunder”, and nature – the highest and eternal kingdom – freezes over him “in a motionless splendor”. The idea of opening up opportunities associated with the road is transformed in the image of the railway into the image of expectations that never come true. Their symbol in Russian literature is a train that stops briefly in a provincial town, and then is carried off to big cities, to other countries, somewhere to real life, and the heroes can only see him off with a dreary gaze. So, in the “Duel” by A. I. Kuprin, the arrival of the train turns out to be a central event in the rhythm of life of a provincial town. From the carriages, shining with lights, an elegantly dressed, arrogant audience comes out for a walk, and all this magnificent life intersects with the everyday existence of local inhabitants for only a short time. “Road, railway longing” (“On the Railway” by A.A. Blok) replaces the joyful expectation of the new, which was traditionally present in the image of the road. Finally, attention is drawn to the strengthening in this image of the motive of separation, loss, which was initially balanced by the anticipation of a return and a meeting, but now it turned out to be dominant: the external mechanical organization of movement on the railway, the inability to get out of the power of a strict schedule and plan means the inexorable course of events. In Y. Polonsky’s poem “On the Railroad”, the “iron horse” who has picked up the hero rushes past that which is dear to a person and takes him away from everything that could become truly significant in his life: from the house of an old mother, from the girl who flashed outside the window – perhaps his betrothed, from an old friend waiting for help. Thus, all the traditional semantic components of the road image are interpreted in a pronounced negative way in the transition to the railway image (Fig. 2). The general positive content of the image of the railway is supported during this period by two new motives. First, the traditional opposition of the railway to nature as artificial to natural is disappearing. Railway objects, primarily locomotives and trains, are often characterized by means of zoomorphic metaphors representing them as living creatures: “A sick steam locomotive was repaired in the depot” (M. A. Svetlov, “Rails”),

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“A semaphore raised his face” (D. Harms, “Time is saved by money…”). Thus, the image of the railway acquires warmth and animation, immediately becoming much friendlier and closer. Secondly, the traditional interpretation of the road space in general and the railroad in particular as a special one, separated from the sphere of everyday life, loses its marginal color.

Fig. 2. The artistic image of the railway: semantic interpretations

The last significant change in the content of the image of the railway can be attributed to the turn of the XX-XXI centuries. During this period, the idea of the railway as a symbol of organization, order and stability was suddenly developed. No matter what happens in the world, the trains run on schedule, and the railway turns out to be one of the most reliable systems in our unstable world. Probably, N. Matveyeva was one of the first to write about this in her poem “Sleepers”: “Sleepers are like the same thing multiplied by a carbon copy”, and that is why “Only there it is good and not scary, where the sleepers are securely laid”. The same motive is declared in the prologue of D. Bykov’s poem “A Dream of a Circle”: a feeling of peace emanates from the rhythmic noise of the railway station operation. Attention is drawn to the return of this motive to the original image of the road: the laying of the first roads was the structuring of the social space and the formation of stable ties in it. It was this activity that ultimately formed the social space.

4 Discussion Thus, we see that the image of the road in Russian culture is undergoing a significant semantic transformation, which is partly cyclical. Changes in this image have unconditional grounds associated with both the restructuring of social realities and the peculiarities of the national mentality. The aforementioned sharp negativization of the image of the road, characteristic of the early technogenic period in the development of Russian culture, is partly caused, in our opinion, by the initial romanticization of the road in the traditional consciousness

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of Russian society. N.A. Berdyaev considered wandering as one of the manifestations of the Russian national character: the inherent in the inhabitants of a huge country a constant feeling of an open in all directions and inviting infinite space has led to the fact that Russian people never fully grow roots in the land on which they live. In the depths of his soul, a Russian person always allows himself the opportunity to break away from his familiar place, and he appreciates this opportunity, considering it as one of the most important foundations of his freedom. In this context, the transformation of a road into a railroad entails not only an understanding of the objective aggravation of social contradictions, an increase in the degree of exploitation, and man-made risks. In metaphysical terms, this is an intrusion into precisely that sphere of being, which in general perception was a reservoir of freedom, spontaneity, self-determination, going beyond the established framework, ideas of a strict routine and external organization that were absolutely alien to it. It is this conflict that reflects the description of the railway as a mechanistic monster, a system that imposes its own, alien way of existence on people. The change in the image of the road in postmodern culture illustrates the pattern noted by Karl Marx: any ideal is relevant within the framework of its era and always has the character of not an unconditional good, but a reaction to the most acute contradiction of this era: people above all value not what is most perfect in a certain absolute frame of reference, but what they most lack at this stage of social development. Note that there are not so many such stabilizing components of social reality in Russian, which significantly increases the axiological saturation and the possibility of symbolic use of images of those realities in which this quality is really inherent.

5 Conclusion Thus, the factors of the formation of the image of an object form a rather complex system where objective changes (in the case we have considered, the railway network develops, the convenience of a railway trip for a passenger increases) are intertwined with the dynamics of mass consciousness, in which the perception of objects is modified partly independently of external factors due to immanent logic. This is the basis of the idea and possibilities of social construction of the image of a cultural object – the creation and establishment in the mass consciousness of a stable tradition of its perception and judgment about it, in which individual ideas can be purposefully strengthened. Supporting one’s own positive image in the minds of society on a long-term basis, as a starting point for situational image projects, is quite justifiably now the subject of attention and purposeful actions of many social actors. Based on the theoretical reconstruction of the content of the concept of the road in Russian culture, carried out in this work, it seems possible to single out two ideas that could become the basis for the formation of such a long-term image for railway and transport companies in general: 1. the idea of a road, with a certain tendency to romanticize it: its description as a journey, an adventure, a necessary condition for discovering something new for oneself, a meeting; 2. the idea of a reliable organization of this journey, each component of the implementation of which should be presented not only as thoughtful and rather not even as innovative, but first of all as tested, worked out, stably implemented.

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References 1. Martishina, N.I.: Mythological component in the construction of image of the city and urban identity. Praenma: J. Visual Semiotics 3(25), 168–178 (2020). https://doi.org/10.23951/23127899-2020-3-168-178 2. Markova, L.A.: Science studies in Russia and in the west. Soc. Epistemol. 31(1), 38–50 (2017). https://doi.org/10.1080/02691728.2016.1227392 3. Pruzhinin, B.I., Shchedrina, T.G.: The ideas of cultural-historical epistemology in Russian philosophy of the twentieth century. Soc. Epistemol. 31(1), 16–24 (2017). https://doi.org/10. 1080/02691728.2016.1227390 4. Phelan, K.M.: A question for feminist epistemology. Soc. Epistemol. 31(6), 514–529 (2017). https://doi.org/10.1080/02691728.2017.1360409 5. Campelia, G.D.: Empathic knowledge: the import of empathy’s social epistemology. Soc. Epistemol. 31(6), 530–544 (2017). https://doi.org/10.1080/02691728.2017.1383528 6. Mersch, D.: Art, knowledge, and reflexivity. Artnodes 20, 33–38 (2017). https://doi.org/10. 7238/a.v0i20.3152 7. Laat, K.: Singing the romance: Gendered and racialized representations of love and postfeminism in popular music. Poetics 77, 101382 (2019). https://doi.org/10.1016/j.poetic.2019. 101382 8. Noordenbos, B.: Shocking histories and missing memories: trauma in viktor pelevin’s cˇ apaev i pustota. Russ. Lit. 85, 43–68 (2016). https://doi.org/10.1016/j.ruslit.2016.09.003 9. Herman, D.: «What did i want?»: theatricality and the crisis of modern subjectivity in Tolstoi’s Kreutzer Sonata. Russ. Lit. 91, 47–95 (2017). https://doi.org/10.1016/j.ruslit.2017.09.003

Selection of the Kinematic Scheme of the Rotation Mechanism of the Spreader Gripping Frame Valery Anferov1

and Anton Kuzmin2(B)

1 Siberian Transport University, Dusi Kovalchuk 191, Novosibirsk 630049, Russia 2 Energozapas LLC, Inzhenernaya 26, Novosibirsk 630090, Russia

Abstract. Statistical data indicate a dynamic growth of container cargo transportation in the world cargo turnover, both in percentage and in absolute terms. The expansion of the container transportation industry is ensured, including the development of warehouse lifting equipment and cargo processing technologies. Technical improvement of lifting machines and lifting devices contributes to the improvement of their technical and operational indicators, improves the quality of logistics services and, as a result, has a positive economic effect. The paper analyzes the kinematic schemes of mechanisms for turning platforms (frames) of lifting and transport and construction machines, which have become practically widespread to date. A comparative assessment of the presented schemes is given, aimed at finding the optimal scheme of the rotation mechanism of the gripping frame of the spreader. The design and principle of op-eration of a modern suspended spreader for processing large-capacity containers is considered. The specifics of the working conditions of the spreader as a suspended unit are determined, on the basis of which the initial requirements for the mechanism of rotation of its gripping frame are formulated. A promising direction of modernization of this mechanism with the use of an electromechanical drive and an innovative spiroid gear is substantiated. The essential technical and operational advantages of the spiroid cylindrical gear over the widespread worm gear are described, which determine the possibility and necessity of its wider practical distribution in the mechanisms of lifting machines and, in particular, in the mechanisms of spreaders for processing large-capacity containers. Keywords: Cargo processing · Container · Spreader · Rotation mechanism · Gripping frame · Spiroid gear

1 Introduction Container cargo transportation occupies a significant share in the world trade turnover, which has a tendency of long-term growth both in percentage and in absolute terms. The development of the world economy is generally subject to periodic cyclicality of various time intervals [1, 2], which is reflected in the statistics of cargo turnover – on a global and regional scale. During the decade from 1997 to 2007, the volume of global © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 241–249, 2022. https://doi.org/10.1007/978-3-030-96383-5_27

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container traffic doubled in absolute terms (from 50 to 100 million tons). TEU (TEU (twenty – foot equivalent) – a unit of measurement equal to the volume of a 20-foot container)), after which it experienced a slowdown and a slight decline in 2008–2009. A new phase of growth continued until 2018, when the value of 160 million TEU was reached. Statistical data on the results of 2020–2021 have yet to be studied, but to assess the long-term prospects of container traffic volumes, it is sufficient to indicate that the first container ship with standard containers of twenty-foot equivalent completed its flight in 1956. For almost 60 years, container transportation has occupied 90% of the market for the transportation of piece cargo [3] and 17% of the total global sea cargo turnover [4]. The emergence and rapid growth of the industry were influenced by clear competitive advantages: 1. the ability to use several types of transport to optimize the logistics scheme; 2. reducing the need for transport terminals in covered warehouses and covered rolling stock; 3. the ability to deliver goods without packaging or in lightweight packaging. 4. the possibility of complex mechanization and automation of loading and unloading and storage operations; The fundamental possibility of the emergence and expansion of the container transportation industry was provided, among other things, by the development of warehouse lifting equipment and cargo processing technologies. The most widespread cargo-handling devices for ISO containers (ISO 668:2020 Series 1 freight containers – Classification, dimensions and ratings) today are spreaders – specialized mechanized suspended lifting devices for automatic grab and lifting of transport containers. Technical improvement of the structures, mechanisms and devices of spreaders contributes to the improvement of their technical and operational indicators, reduces the time of container processing, improves the quality of logistics services and, as a result, has a positive economic effect [5].

2 Research Methods The results of the analysis of common kinematic schemes of rotation mechanisms of lifting cranes with an electromechanical drive are shown in Table 1. The results of the analysis of the main kinematic schemes of rotation mechanisms of hydroficated lifting and transport and construction machines (including cranes and excavators) are shown in Table 2.

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Table 1. Analytical review of kinematic schemes of rotation mechanisms of cranes with an electromechanical drive.

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Table 2. Analytical review of kinematic schemes of rotation mechanisms of lifting and transport and construction machines with hydraulic drive.

The results of the analysis of the common kinematic schemes of the spreader rotation mechanisms for large-tonnage containers are shown in Table 3.

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Table 3. Analytical review of the kinematic schemes of the spreader rotation mechanisms.

The general view of the spreader of the most common design produced by the company “Baltkran” is shown in Fig. 1.

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The spreader consists of a block frame 4 and a gripping frame 5, connected by a support-rotary circle 9. Movable rope blocks 3, a basket for laying an electric cable 11, a rotation mechanism of gripping frame 2 – are mounted on the block frame. When the rotation mechanism is turned on, the block frame suspended on the ropes of the spatial suspension 1 retains its position unchanged, and the gripping frame is informed of the rotational movement by “running in” the gear ring of the support and rotary circle (SRC) around the runner gear cantilevered on the output shaft of the gearbox. The rotation is carried out at an angle of up to 300°, limited by the limit switch 8.

Fig. 1. Rotary spreader with a rigid frame. 1-lifting rope; 2 – the rotation mechanism of the gripping frame; 3-the rope block; 4-the block frame; 5-the gripping frame; 6-the frame with the gripping cam; 7 – the landing guide; 8 – the final switch of the rotation mechanism; 9 – the support-rotary circle; 10 – the cable basket; 11-the drive of the rotation mechanism of the gripping cams.

When the spreader is placed on the container with the help of guides 7, the rotary cams enter the grooves of the corner fittings of the container. After the spreader is fully placed, the cams are rotated by 90° using an electromechanical drive 11, closing the kinematic connection between the gripping frame of the spreader and the power frame of the container and providing the possibility of lifting the latter. During overload, it is possible to rotate the suspended container relative to the vertical axis using the rotation mechanism.

3 Research Results Electro-mechanical drive systems have found the greatest application as mechanisms for lifting and transport machines rotation, since the use of executive hydraulic motors is possible only in hydroficated machines (see schemes 2.1 and 2.2). A reasonable and balanced hydrofication of the machine involves the design of a single hydroelectric

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power station to power most of the drive motors through hydraulic lines (pipelines) of various lengths. In the case of a significant distance of the drive motors from a possible common supply point, the laying of extended pipelines becomes difficult or impossible for many reasons (for example, in the case of mechanization of a tower, bridge or gantry crane), and in the case of mechanization of a suspended spreader, the implementation of a flexible hydraulic channel with a variable useful length also presents a significant technical complexity. A common disadvantage of electromechanical drives with multi-stage cog gearboxes (see schemes 1.3 and 2.2) is low technical reliability and large dimensions of the mechanical part, determined by a large number of component parts of drive gearboxes. Schemes 3.1 is characterized by comparative compactness and simplicity of design. The disadvantages of the worm gear indicated in Table 3 can be eliminated by replacing it with a spiroid cylindrical gear with better technical [6] and operational [7] characteristics. The specifics of the working conditions of the suspended spreader allows to formulate the initial requirements for the rotation mechanism of its gripping frame: 1. compactness enough to accommodate all the components of the drive in limited dimensions on the block frame; 2. minimum required mass: an overestimated mass will lead to an increase in energy consumption during operation, to an increase in the inertia of the unit as a whole, to an increase in the time spent on overload; 3. the autonomy of the drive motor, sufficient to place it on the suspended device; 4. technical reliability and stability of operation; 5. limiting the design complexity and cost of implementation. The kinematic scheme of the existing rotation mechanism of the upgraded spreader is shown in Table 3 under number 3.1. The mechanism has the structure “low-speed electric motor – worm gearbox – runner gear”. Such a scheme meets almost all the requirements listed above, and most of its disadvantages are determined by the presence of a worm gear in the composition (see Table 3). The kinematic scheme based on the

Fig. 2. Scheme of the rotation mechanism of the spreader frame based on a spiroid gear: 1-electric motor; 2-clutch with brake; 3-spiroid gearbox; 4 – non-rotating frame; 5 – rotary gripping frame; 6- support and rotary circle; 7 – runner gear.

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spiroid gear selected for implementation in order to modernize the rotation mechanism is shown in Fig. 2.

4 Discussion The optimal modernization of the rotation mechanism of the gripping frame of the spreader in order to increase its reliability and resource is the replacement of the worm gear with a spiroid gear, which has similar geometric and kinematic characteristics, but is devoid of the disadvantages of the worm gear. The spiroid cylindrical gear shown in Fig. 3 consists of a cylindrical Archimedean worm mated by turns with cogs on the end side of a flat spiroid wheel.

Fig. 3. Scheme of the spiroid gear in the forward traction mode: 1-a worm; 2 – a spiroid wheel; 3-a rack.

An insignificant disadvantage of the gear can be considered its asymmetry, i.e. the uneven conditions of engagement when the worm rotates in opposite directions. However, the characteristic location of the worm relative to the wheel determines a number of comparative advantages of the spiroid engagement over the worm one [8]: 1. high overlap coefficient (at high gear ratios can reach 20 or more); 2. the location of the contact lines, which creates favorable conditions for the lubrication of the engagement and the reduction of the coefficient of friction in the zone of contact; 3. high load capacity due to a large overlap coefficient, favorable conditions for lubrication and large reduced radius of curvature of the contacting surfaces; 4. higher efficiency (under certain conditions, the direction of the moment of the friction force in the engagement coincides with the direction of rotation of the driven spiroid wheel); 5. smaller center-to-center distance; 6. low sensitivity to installation errors and easy assembly;

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7. the use of inexpensive and non-deficient materials (tin-free bronzes, cast iron, steel and in some cases polymer plastic) ensures sufficient efficiency of the gear. The introduction of a rotation mechanism of the gripping frame of the spreader based on a spiroid gear will potentially increase the reliability and service life of the mechanism, reduce maintenance and repair costs, improve the technical characteristics of the spreader and create prerequisites for a wider practical distribution of a promising spiroid gear. The manufacturing technology of such a gear is no more complicated than a worm one: in many cases, it is enough to have widely used in the industry the screwcutting and gear-cutting machines for the manufacture of links of spiroid gears [9]. Technologies for manufacturing flat spiroid wheels from antifriction polymer plastics by stamping, injection molding or 3D printing have good prospects for studying and introducing them into mass production.

References 1. de Groot, B., Franses, P.H.: Common socio-economic cycle periods. Technol. Forecast. Soc. Change 79(1), 59–68 (2012). https://doi.org/10.1016/j.techfore.2011.06.006 2. Maranon, M., Kumral, M.: Kondratiev long cycles in metal commodity prices. Resour. Policy. 61 (2019). https://doi.org/10.1016/j.resourpol.2019.01.008 3. Mindur, M.: Transport in the Exchange of Goods Between Europe and Asia (2011) 4. Overview of Maritime Transport: United Nations Conference on Trade and Development UNCTAD (2018) 5. Tan, C., Yan, W., Yue, J.: Quay crane scheduling in automated container terminal for the trade-off between operation efficiency and energy consumption. Adv. Eng. Inform. 48, 101285 (2021). https://doi.org/10.1016/j.aei.2021.101285 6. Boanta, C., Bolo¸s, V.: The mathematical model of generating kinematic for the worm face gear with modified geometry. Procedia Technol. 12, 442–447 (2014). https://doi.org/10.1016/j.pro tcy.2013.12.512 7. Ciotea, M., Bolos, V.: Experimental research concerning the contact patch of the double worm face gear. Procedia Technol. 22, 55–59 (2016). https://doi.org/10.1016/j.protcy.2016.01.009 8. Zhao, Y., Kong, X.: Meshing principle of conical surface enveloping spiroid drive. Mech. Mach. Theory 123, 1–26 (2018). https://doi.org/10.1016/j.mechmachtheory.2018.01.012 9. Zaitsev, A.V.: Method of calculating of spiroid gear resource by wear at step loading mode. Int. Conf. Mech. Eng. Modern Technol. 795, 012017 (2020). https://doi.org/10.1088/1757-899X/ 795/1/012017

The Treating of Oily Wastewater with a Compact Mobile Unit Anatoliy Ryazantsev1

, Dmitry Glazkov1(B) and Igor Gavrilin3

, Rasul Akhtyamov2

,

1 Siberian Transport University, Dusi Kovalchuk 191, Novosibirsk 630049, Russia

[email protected]

2 Emperor Alexander I St. Petersburg State Transport University,

Moskovskiy pr, 9, St. Petersburg 190031, Russia 3 Ural State University of Railway Transport, Kolmogorov Street 66, Yekaterinburg 620034,

Russia

Abstract. Experimental results of preliminary treatment of oily liquid wastes generated at enterprises during maintenance of storage tanks for combustible and lubricating materials, repair and maintenance works, washing products that have worked with different lubricants directly at the place of their formation by means of a compact mobile unit including a filter with a sorption material loading, a chamber with a settling tank placed in it, and a nutsch filter for separation and dehydration are presented. Suspended substances, non-emulsified fats, oils and emulsified petroleum products from the aqueous phase are removed by filtering through sorption material based on polypropylene and emulsified and dissolved petroleum products are settled in the reactor-settling tank on the surface of coagulants – iron or magnesium hydroxides. The efficiency of pretreatment from mechanical impurities and non-emulsified petroleum products was close to 100%, emulsified and dissolved petroleum products >98.7%. Keywords: Bottom waters · Alkaline washing solutions · Removal of oils and petroleum products

1 Introduction Storage, transportation and use of fuel and lubricants in technological processes, maintenance of tanks for storage of fuel and lubricants, repair and maintenance works, which include washing of products that worked with various lubricants, cleaning and washing of tanks, refueling of locomotives are accompanied by formation of waste of the 1st hazard class, consisting of highly viscous sludge (oil sludge), containing watered oil products, rust and other mechanical impurities, bottom waters and storm overflow runoffs heavily contaminated with emulsified and dissolved oil products. Viscous oil-slime is utilized by processing at the specialized enterprises, applying the methods of pyrolysis, mechanical separation of phases by centrifugation or flotation, extraction of oil products and crude oil by the organic solvents, etc. [1–3]. © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 250–256, 2022. https://doi.org/10.1007/978-3-030-96383-5_28

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Used washing solutions are periodically discharged to the plant treatment facilities, bottom waters, spills, storm overflows are accumulated in buried tanks and then sent for processing and decontamination. The high concentration of petroleum products (>1000 mg/l) does not allow these waters to be discharged into municipal sewage systems and, in most cases, into wastewater treatment plants without pretreatment. The choice of pretreatment method depends on the physical and chemical properties of these wastes, as well as the availability of appropriate equipment for their processing. Traditional methods of purification of industrial wastewater contaminated with oil products include averaging the composition of wastewater, sedimentation stage as pretreatment for settling large mechanical impurities and removal of floating oils, grease and reagent flotation [4, 5]. Pressure flotation apparatuses are most often used in this process [6, 7]. Part of wastewater in the flotator is saturated with air under excess pressure, followed by a decrease in pressure to atmospheric pressure. At the same time there is an intensive release of a large number of tiny gas bubbles, raising from the liquid volume to the surface fine particles, representing flakes of coagulant with trapped impurities. The most commonly used coagulants are salts of iron and aluminum, as well as an inorganic polyaluminiumchloride polymer [8]. Pretreatment of oily wastewater by flotation in combination with coagulants and sedimentation enables to reduce the concentration of oil products by more than 90%. After mechanical treatment water enters post-treatment with the use of methods of separation of impurities on membranes, ultrasound treatment, adsorption on activated carbons or synthetic sorbents, AOP-processes (Advanced oxidation processes), etc. [4]. To extract oil and petroleum products from wastewater, both at the stage of preliminary treatment and at the stage of pretreatment, a huge number of different natural and synthetic materials with sorption capacity from tens to several thousands of mg/g are used [8]. The use of such synthetic materials as sorbents has one important advantage – the possibility of regeneration. Regeneration of sorbents is performed by physical (compression, centrifugation, etc.) or chemical methods (elution with a proper solvent). Using multistage processes and combining treatment methods one can reduce the content of petroleum products in treated water to the concentration of 98.7%). Application of the proposed method for regeneration of used detergent and degreasing solutions leads to increased efficiency and stability of wastewater treatment at the plant treatment facilities and allows to return the treated detergent solutions for reuse.

References 1. Li, J., et al.: A critical review on energy recovery and non-hazardous disposal of oily sludge from petroleum industry by pyrolysis. J. Hazard. Mater. (2020). https://doi.org/10.1016/j.jha zmat.2020.124706 2. Hui, K., Tang, J., Lu, H., Xi, B., Qu, C., Li, J.: Status and prospect of oil recovery from oily sludge: a review. Arab. J. Chem. (2020). https://doi.org/10.1016/j.arabjc.2020.06.009 3. Johnson, O.A., Affam, A.C.: Petroleum sludge treatment and disposal: a review. Environ. Eng. Res. 24(2), 191–201 (2019). https://doi.org/10.4491/eer.2018.134 4. Yu, L., Han, M., He, F.: A review of treating oily wastewater. Arab. J. Chem. 10, 1913-S1922 (2017). https://doi.org/10.1016/j.arabjc.2013.07.020 5. Syarifah Nazirah Wan, I., Yusof, N., Aziz, F., Misdan, N.: A review of oilfield wastewater treatment using membrane filtration over conventional technology. Malaysian J. Anal. Sci. 21(3), 643–658(2017). https://doi.org/10.17576/mjas-2017-2103-14 6. Edzwald, J., Haarhoff, J.: Dissolved Air Flotation for Water Clarification. McGraw-Hill Professional, US (2011) 7. Saththasivam, J., Loganathan, K., Sarp, S.: An overview of oil-water separation using gas flotation systems. Chemosphere 144, 671–680 (2016). https://doi.org/10.1016/j.chemosphere. 2015.08.087 8. Pintor, A.M.A., Vilar, V.J.P., Botelho, C.M.S., Boaventura, R.A.R.: Oil and grease removal from wastewaters: sorption treatment as an alternative to state-of-the-art technologies. A critical review. Chem. Eng. J. 297, 229–255 (2016). https://doi.org/10.1016/j.cej.2016.03.121 9. New generation demulsifiers based on liquid crystal nanotechnology (2017). Accessed https:// s.siteapi.org/bd6f411869160c7/docs/32d6695fde2daabbfdc9f720f81c629e5b0306d9.pdf 10. Quantitative Chemical Analysis of Water: Method of measuring the mass concentration of petroleum products in samples of natural, drinking, and waste water by the fluorimetric method on the fluid analyzer “Fluorat-02” (2012). Accessed https://files.stroyinf.ru/Index2/ 1/4293770/4293770987.htm 11. Sun, Y., Liu, Y., Chen, J.: Physical pretreatment of petroleum refinery wastewater instead of chemicals addition for collaborative removal of oil and suspended solids. J. Clean. Prod. 278, 123821 (2021). https://doi.org/10.1016/j.jclepro.2020.123821

Analysis of Avalanche Hazard at Railway Valeryi Zamorin1(B) , Olga Dyomina1 , Elena Kornienko2 and Anton Sokornov3

,

1 Siberian Transport University, Dusi Kovalchuk 191, Novosibirsk 630049, Russia

[email protected]

2 Rostov State Transport University, Rostovskogo Strelkovogo Polka Narodnogo Opolcheniya

Sq. 2, 344038 Rostov-on-Don, Russia 3 Emperor Alexander I St. Petersburg State Transport University, Moskovskiy pr,

9, St. Petersburg 190031, Russia

Abstract. This study presents the analysis of avalanche formation factors at the Krasnoyarsk Railway, was used as an example. The areas with similar conditions for snow avalanches formation and its impact on railway infra-structural facilities have been distinguished. We found physic-geographical conditions for avalanche hazard outbreak. Diagrams of the distribution of the number of avalanches and the volume of avalanches by year, the number of avalanches by month and by time of day; and the probability of avalanches on one of the most characteristic avalancheprone sections of railways are presented. We also analyzed the operating efficiency of existent avalanche baffle and snow-holding structures works. As a result of the analysis of the experience of operating avalanche-prone sections of railways and highways, it was found that snow-holding structures should be considered the most effective means in view of their low cost of construction and operation, and a high degree of environmental safety. Keywords: Snow avalanche · Avalanche action · Avalanche baffle works at railways

1 Introduction Snow avalanches are formed at slopes by snow accumulation, which slides down under gravitational forces. Snow cover stability at slopes is determined by the conditions of its formation and the cohesion of forces, which keep snow layer from sliding, and forces, which try to set snow layer in motion down the slope. Snow layer stability at slopes is determined as some function of confining force and shear force. Avalanches can be formed at any steep slope when its height exceeds critical value. The critic height of snow cover is determined by the equilibrium condition of snow block at the slope, and depends on forces of internal friction in snow, adhesion of snow and slope roughness. The main forms of snow instability are either displacement (snow structure failure under gravity force) or snow subsidence (decrease in the thickness of underlying layer as a result of its softening under thawing or sublimate substances enleaching). Static deformation resulting in avalanching are more common under weather elements, snow © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 257–264, 2022. https://doi.org/10.1007/978-3-030-96383-5_29

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redistribution by wind, and other changes of shearing and normal stresses in snow. Local instability under limit equilibrium also can induce the dynamic avalanche action [1]. Snow avalanches hitting roads are a considerable safety challenge for the vehicles and rescue services [2]. To exclude the occurrence of avalanche danger, various methods of forecasting avalanches are used [3–10]. Table 1 shows International morphological avalanche classification [11], which is recommended for cadastral mapping of snow-slips and avalanches. According to this classification we can refer the majority of avalanches at Krasnoyarsk railway to the following types: A4.B3.C1.D1.E2.F1.G1.H1 and A1.B4.C1.D2.E2.F4.G1.H3. Table 1. Morphological avalanche classification Zone

Criterion

Alternative characteristics and denominations

Zone of origine

A.

Manner of starting

A1

Starting from a point (loose snow avalanche)

B.

Position of sliding surface

B1

Within snow cover B4 (surface layer avalanche)

B2

(new snow fracture)

A2

Starting from a line (slab avalanche)

A3

Soft A4 hard On the ground (full-depth avalanche)

B3 (old snow fracture)

C.

Liquid water in snow

C1

Absent (dry snow avalanche)

C2

Present (wet snow avalanche)

Zone of transition (free and retarded flow)

D.

Form of path

D1

Path on open slope (unconfined avalanche)

D2

Path in gulley or cannel (channeled avalanche)

E.

Form of movement

E1

Snow dust cloud (powder avalanche)

E2

Flowing along the ground (flow avalanche)

Zone of deposit

F.

Surface roughness of deposit

F1

Coarse (coarse deposit)

F4

Fine

F2

Angular blocks

F3 rounded clods

(fine deposit)

(continued)

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Table 1. (continued) Zone

Criterion

Alternative characteristics and denominations

G.

Liquid water in snow debris at time of deposition

G1

Absent (dry avalanche deposit)

G2

Present (wet avalanche deposit)

H.

Contamination of deposit

H1

No apparent contamina-tion (clean avalanche)

H2

Contamination present (contaminated avalanche)

H3

Rock debris, soil H4 branches, trees

All the avalanche hazard areas are located within the district Mezhdurechensk – Biskamzha. The high risk of avalanching for motor roads is noticed in three municipal districts: Ermakovskyi and Kuraginskyi districts, and in urban district Sharypovo. The railway line Novokuznetsk-Abakan at the studied section of the permanent way division Chulzhanskaya (former Mezhdurechenskaya) runs across the southern-western offshoots and slopes, which are the parts of the Altai-Sayanskaya mountain system. This section passes along the valley of the Tom River and is unique in terms of concentration of unfavourable natural environment and climatic conditions. Two thousand kilometres of railway line comprise: – – – –

4.700 m of avalanche hazard areas; wash-out of clay-bearing soil from the slope (debris flow vulnerable areas) – 1.600 m; avalanchine areas with rock slides from the slopes – 6.100 m; washing out of the berm of cut and scouring of supporting subsoil – 20.580 m.

Heoreology analysis of the region shows it as a common avalanche hazard zone. Hill slopes, neighbouring the valley of the Tom River and used for railway setting-out, have the height, extension and angles of gradient, which cause the descend of avalanches every year. A number of snow slides from one ravine can be noticed during one winter season at 86, 99, 130–131, 140–142 km. Particular avalanche monitoring and even registrations of avalanching were not carried out while construction the railway line Novokuznetsk-Abakan. Systematic attention was drawn to snow slides when the railway line Novokuznetsk-Abakan had been put into operation. Starting from the winter 1959–60 the traffic operator of a permanent way division made loggings concerning the time and locality of snow sliding on track, the amount of snow and the amount of time for snow removing and track repairing, the time of train delay. Figure 1 shows the analysis results of these data from 1960 to 2009. The total maximum avalanche amount was 107.890 m3 during the winter 1965/66 when 53 avalanches descended. The running lines at Chulzhan permanent way division were shut-off in the latter half of January 2006 for the period of 6 h because of the

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c)

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Fig. 1. Analysis results of avalanche actions at the district of the railway line BiskamzhaMezhdurechensk: a) The distribution of the number of snow slides and the avalanche amount arranged by the years; b) The distribution of the number of snow slides round the clock; c) The distribution of the number of snow slides by month.

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mass avalanche with the snow amount of 10.000 m3 . When the track was cleaned from artificial avalanche caused by preventive blasting, the running lines were brought to a standstill for more than 23 h during the week. The last disastrous avalanche descended 06. 09. 2009 at 86 km of the single track running line Chulzhan – Belsu of the district Biskamzha – Mezhdurechensk.

2 Methods All possible methods of avalanche control were employed at the railway line Novokuznetsk-Abakan while its operating. They include avalanche-protection reinforced galleries, snow-retaining structures, snow-catching and snow-guiding walls, preventive avalanche downthrow by blasting, and finally, track removal from the avalanche hazard zone. Originally, snow-retaining structures with wire netting in spaces between posts were developed in Novosibirsk Institute of Railway Engineering, and then they were widely used for keeping track from snow slides. These structures were built on avalancherisk slopes during the period from 1979 to 1985. However, years later, by force of circumstances, this work was ceased. Currently, being in service for 20 years, the existing structures need reconstruction, and the great number of avalanche-risk slopes require new-built snow-retaining structures. The method for determining the calculated load from snow on snow-retaining structures, for designing and constructing snow-retaining structures as independent avalanche defense, and for selecting the efficient layout for arrangement of snow-retaining structures on the slope, has been developed in the snowdrift and snow slide prevention research laboratory in STU. This method significantly reduced the building cost and labor intensivity. Snow-guiding walls with calculated porosity, which provide the same result as a blind wall does under avalanche body running-on, are widely used for track protection at the railway line Mezhdurechensk – Biskamzha. The porosity will reduce material usage. The obtained results are applied for developing new projects, and the projects for reconstruction of avalanche protection at the Novokuznetsk-Abakan railway line. Side by side with supporting snow retaining walls and uniserial snowhindering structures, the Novokuznetsk –Abakan railway line in the mountains of Kuznetskyi Alatau employ avalanche protection galleries. It makes sense to build avalanche-protection galleries on avalanche sites with large snow-catchment basin and considerable longitudinal gradient of starting avalanche zones, and with transit districts of great extension. Factors, which can influence on the choice in favour of the avalanche-protection galleries, include unsteady sloughing rock and weathered rock, snow cover of significant height, dynamic drifting snow activities provoking formation of snow cornices. These are the conditions when avalanche preventive or some other avalanche protection systems obviously become noncompetitive. The ultimate decision concerning the chosen avalanche protection variant is usually taken with consideration to economic and ecology factors based on detailed survey work in the zone of avalanche hazardous areas along the railway lines. Avalanche-protection galleries protect most dangerous districts in the valley of the Tom River (141, 142 and 133 km). Upper supporting part of galleries (retaining wall)

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is a precast barrier wall with segments made of cast-in-place concrete. Foundation and precast upper supporting part are made of concrete masonry units in two sizes (0,75 × 1,25 × 1,40 m and 0,75 × 1,40 × 2,00 m). Every tier of blocks in retaining wall is connected with the layer beneath by anchoring. Reinforced concrete elements making cantilever of bracket-type with overhanging length of 1,5–2,0 m are laid in the body of the retaining wall at the height of 5,25 m from the offset of the gravel layer. Concrete coating over the metal mesh faces the weather side of the retaining wall. The bottom reinforced support made of sleeve foundation, support bearings, and girder is placed at the river side of the gallery. Support bearings are held rigidly in foundations laid along the track centerline at the distance of 5 m. Two reinforced concrete supports made of cast-in-place concrete are built instead of precast support bearing in zones of movement joints. T-section floor slabs made of reinforced concrete with embedded items, which are fastened to the beams of the galleries for the second track, are placed on the supports of the galleries. Reinforced concrete equal-sided upstand for track protection from falling the amortizable draining landfill was built on the ends of the floor slab at the riverside. Cement and sand mortar leveling blanket, which is covered with hydraulic seal made of three layers of glass fibre cloth placed between four layers of bitumen mastic, was laid on the floor slabs. The movement joint in the retaining wall of the gallery is sealed with two layers of tarred hemp rope, and bituminized by two layers of hot bitumen mastic with two layers of bituminous cloth over it. The drainage ditch is built at the junction of soil filling with the mountain slope. The bottom and the side walls of the ditch are faced with double stone surfacing. The gallery at 133 km is additionally equipped with the ceramic pipe underdrainage for water removing, which is laid on pug clay. The secondary tracks were laid in this district at the beginning of 1980-s, and it required the rebuilding the single-track line galleries into double-track line ones. The gallery for the second track at 133 km has the same bottom support and slab elements as the single-track line galleries. The difference is in the supporting landfill upstand, which is not equal-sided. The smaller upstand side provided the identical slope of the landfill upper surface of the gallery. The slabs for the second track are placed from the upper side on the supporting part of the girder for the single-track line gallery, and are welded together. The slab surfaces are made even, and waterproofing covering is laid. Shock-absorbing trenches, which almost completely prevent avalanche impulse actions, have been efficiently used in the galleries at the Abakan – Novokuznetsk railway line. However, this fact was neglected while snow-avalanche pressure was being calculated, and resulted in snow-avalanche pressure overprediction, thus, causing excess in building materials for the slab and bottom supports. Practical construction-related experience concerning galleries and their reconstruction as double track galleries at the Abakan – Novokuznetsk railway line revealed the necessity of extraordinary work for construction of alternative trunking, small engineering structures, etc. Most commonly, it results in considerable increased costs. Multistage construction of double track galleries (at first for one track, and then for another one) did not reduce the total cost of the structure. Therefore, the galleries for future-oriented railway lines laid in mountains should be built simultaneously with the line and with two tracks as it was built at BAM. Otherwise, the railways will suffer losses as it was in the case with the gallery at 1041/142 km where the reconstruction for the second track had

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been completed before the second track was put into operation. It required 1,500 h of track possession for the completion of gallery construction, and it was near-impossible at the heavily travelled line. The construction of avalanche-protection galleries at the Abakan – Novokuznetsk railway line revealed some weakness, which should be avoided in future for building anti-avalanche protection at other railway lines.

3 Results

Probability

The results of avalanche action analysis at the Biskamzha – Mezhdurechensk railway line show that snow-catching structures built at the slopes are the primary means of protecting the railway lines. Their share is up to 75% of avalanche hazard districts length. The share of galleries is 15%, and the share of guide walls and catching walls is 10%. In some cases, nonsufficient height of guide walls and the number of rows caused the snow slide onto track (Fig. 1). Currently, the probability of the snow slide onto track is rather high. The volume and number of snow slides onto track have been considerably reduced due to protecting structures. The conditions of avalanche formation at the rest of avalanche hazardous districts assume the effective usage of retaining walls and snow catching structures (Fig. 2). 0.25

0.2

0.15

0.1

0.05

0

Kilometers

Fig. 2. The snow slides probability at the territory from 66 to 166 km of the railway line ChulzhanBalyksu.

4 Discussion Analyzing the operation experience of the Biskamzha – Mezhdurechensk railway line, it should be considered that retaining walls are effective due to their low building and maintenance cost.

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The Avalanche Research Laboratory in STU carries out project design work for the rest of districts at the Krasnoyarsk Railway taking into consideration the results of obtained analysis. The primary objective is to present the parametres for design values, which include design snow height, distance between structures and their exact position on the plan of avalanche catchment.

References 1. Ageev, S.V., Podrezov, J.V., Romanov, A.S., Timoshenko, Z.V.: Features of formation and main characteristics of avalanches on the territory of the Russian Federation, Safety and Emergencies Problems. 5, 44–52 (2019). https://doi.org/10.36535/0869-4176-2019-05-6 2. Lunde, A., Ove Njå, O.: Rescue performance in Norwegian road related avalanche incidents. Cold Reg. Sci. Technol. 165, 102774 (2019). https://doi.org/10.1016/j.coldregions. 2019.04.011 3. Podrezov, J.V.: Peculiarities of forecasting available hazard on the territory of the Russian Federation. Safety and Emergencies Problems. 1, 88–93 (2020). https://doi.org/10.36535/ 0869-4176-2020-01-8 4. Chernous, P.A.: State regulation of avalanche danger assessment in Russia Hydrosphere. Hazard processes and phenomena 2(3), 295–304 (2020). https://doi.org/10.34753/HS.2020. 2.3.295 5. Komarov, A.Y., Seliverstov, Y.G., Glazovskaya, T.G., Turchaninova, A.S.: Risk assessment in the North Caucasus ski resorts. Nat. Hazard. 16(10), 2227–2234 (2016). https://doi.org/10. 5194/nhess-16-2227-2016 6. Turchaninova, A.S., Sokratov, S.A., Seliverstov, Y.G., Petrakov, D.A., Lazarev, A.V.: About the numerical modelling of snow avalanches provided a lack of direct observational data. GeoRisk World 1, 38–47 (2020). https://doi.org/10.25296/1997-8669-2020-14-1-38-47 7. Rodionova, P.M., Turchaninova, A.S., Sokratov, S.A., Seliverstov, Y., Glazovskaya, T.G.: Methods of accounting the avalanche hazard for the territorial land-use planning in Russia. Ice and Snow 59(2), 245–257 (2019). https://doi.org/10.15356/2076-6734-2019-2-398 8. Morin, S., et al.: Application of physical snowpack models in support of operational avalanche hazard forecasting: a status report on current implementation sand prospects for the future. Cold Reg. Sci. Technol. 170, 102910 (2020). https://doi.org/10.1016/j.coldregions.2019. 102910 9. Mayer, S., van Herwijnen, A., Ulivieri, G., Schweizer, J.: Evaluating the performance of an operational infrasound avalanche detection system at three locations in the Swiss Alps during two winter seasons. Cold Reg. Sci. Technol. 173, 102962 (2020). https://doi.org/10.1016/J. COLDREGIONS.2019.102962 10. Choubin, B., Borji, M., Mosavi, A., Sajedi-Hosseini, F., Singh, V.P., Shamshirband, S.: Snow avalanche hazard prediction using machine learning methods. J. Hydrol. 577, 123929 (2019). https://doi.org/10.1016/j.jhydrol.2019.123929 11. de Quervain, C.M., de Crecy, L., LaChapelle, E.R., Losev, K., Shoda, M.: Avalanche classification. Hydrol. Sci. Bulletin 1(4), 391–402 (2009). https://doi.org/10.1080/026266673094 94054

Technical State Monitoring of Automatic Control Systems Viktor Kochergin1(B) , Pavel Plekhanov2 , Dmitry Roenkov2 and Elena Bogdanova3

,

1 Siberian Transport University, Dusi Kovalchuk Street 191, Novosibirsk 190031, Russia 2 Emperor Alexander I St. Petersburg State Transport University,

Moskovskiy Avenue 9, St. Petersburg 190031, Russia 3 Ural State University of Railway Transport, Kolmogorov street 66,

Yekaterinburg 620034, Russia

Abstract. The article substantiates the need for technical monitoring of automatic control systems and suggests a method for supervising their technical state based on the example of speed controllers in internal combustion engines. The causes of occurrence and negative impact of irregular rotation rate on the efficiency of power plant use are described. The main diagnostic parameter characterizing the regulation quality should be the behavior of the automatic control system in a dynamic transient process when a single multistage disturbing effect enters the system input. As such an effect, it is proposed to use crankshaft angular acceleration during internal combustion engine free acceleration. The results of theoretical and experimental studies confirming the validity of selected engineering solutions are presented. It is proved that maximum crankshaft angular acceleration negative value in the oscillatory transient during completion of engine free acceleration depends on the degree of speed controller non-uniformity, which determines the deterioration rate of its parts and the state of the adjustment parameters. The significance of regression equation coefficients, which describe the obtained interdependence, is confirmed, and a device for monitoring technical state of automatic speed control systems is developed. The proposed method of supervising the technical state of speed controllers ensures the implementation of remote technical monitoring and contributes to improving operation efficiency of transport vehicles and technological equipment. Keywords: Automatic regulation · Technical monitoring · Power plant · Transient process · Angular acceleration

1 Introduction In for power plants in vehicles and technological equipment; their operating modes are usually characterized as unsteady. When combined with cyclical operation typical for many power plant types, inertia forces of unbalanced masses and a number of other reasons, irregular driver shaft rotation occurs, which requires the presence of automatic speed control systems. At the same time, in order to ensure operation efficiency of © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 265–273, 2022. https://doi.org/10.1007/978-3-030-96383-5_30

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power plants, it is necessary to optimize the parameters of control systems, as there is a discrepancy in the time of the necessary rotation speed change and magnitude changes in the resistance moment as well as other reasons that cause irregular rotation. As a result, the insensitivity zone presence leads to deterioration in the performance of the machines [1]. any industry or transport sector, there is a need to use automatic control and management systems; their continuous improvement occurs due to the complication of functional circuits and the use of modern electronic components and microprocessor devices. To ensure their operability control during operation, it is necessary to develop methods for performance quality control of these systems. This is especially important. For example, operation processes of ship power plants are characterized by the occurrence of irregular propeller drive shaft rotation in oscillation conditions due to the propeller movement into and out of water. Then regardless of weather conditions, it is necessary to ensure vessel controllability by providing steady operation of the main engines [2]. Similar problems arise in agrotechnical and road-construction work, as well as in locomotive power plant operation, where the resistance to movement or relocation of operating devices is constantly changing. Incomplete use of the potential power plant power with variable external load nature is also typical for electric generator sets, as in this case, ensuring the speed control quality is extremely important for providing the constancy of given alternating current frequency value [3]. Recently, the issues of rotation speed stability of internal combustion engines when using promising types of alternative fuels have been relevant and attracting the attention of scientists [4–6]. Therefore, the improvement of design and operational parameters of power plants without providing effective and reliable methods of speed control quality check is impossible. High-quality rotation speed control is also required in metal-working processes, since due to intermittent nature of material and tool cutting and damping, uneven allowance and irregular rotation of the drive mechanisms, fluctuations of various frequencies and amplitudes occur in processing equipment drive, reducing the accuracy and surface quality of the manufactured parts. The change in speed control parameters of various mechanical systems and, in particular, internal combustion engines, leads to an inevitable change in the technical state of speed controllers during operation. Regulator defects have a significant impact on the parameters of irregular rotation and transient quality, which leads to increased fuel consumption and reduced machine use efficiency. Reasons for failures of power plant speed regulators can be: increased friction, mechanical damage and fatigue destruction of parts, wear of regulator parts, changes in the stiffness of elastic elements, defects of electrical elements and control circuits. Despite the obvious optimization of technical state monitoring frequency and the development of operational methods for technical diagnostics of automatic speed control systems, insufficient attention is currently paid to this issue [7]. The purpose of this study is theoretical operational control methodology justification of speed controller technical state according to transient parameters (based on the example of diesel internal combustion engines) and experimental proof of theoretical prerequisite accuracy.

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2 Research Methods The solution to problems of technical monitoring process implementation of automatic speed control systems can be based on both methods of continuous and discrete technical state monitoring of the regulators. The optimal monitoring frequency, which minimizes machine maintenance and operation costs, can also be achieved by organizing discrete monitoring, for example, on the basis of a risk-oriented approach [8]. Therefore, when developing methods and means of technical monitoring of automatic regulation and control systems, it is necessary to consider the experience in development and application of such devices designed for railway rolling stock and providing information transmission via mobile or satellite communication [9, 10]. In this regard, when developing methods and tools for technical monitoring of regulatory systems, it is necessary to consider the possibility of rapid transmission of diagnostic information through communication lines and media networks. It should be taken into account that the control quality in electronic control systems is largely determined by the size of the sampling interval and depends on the accuracy of restoring the original analog signal at the specific moment [1]. Existing methods of monitoring speed controller technical state are most often based on the use of adjustment and static regulator parameters. The behavior of an automatic control system in a dynamic transient process during a single multistage disturbing effect appearance should be considered the main quality indication of system functioning. The prospects of using dynamic parameters that determine the nature of transient processes in automatic speed control systems are undeniable, but they are not widely applied in operational diagnostics due to a number of reasons. One of them is the lack of research and complexity of the transient control process parameter dependencies from regulating equipment technical state. Moreover, the regulations for maintenance of rolling stock and technological equipment do not contain sufficient information about the required characteristics of transients or other parameters that characterize the technical state of automatic control systems. Existing methods of transient parameter registration usually include the presence of external load change simulators. It is proposed to use free acceleration transients in order to develop methods of technical diagnostics of internal combustion engine speed regulators. In this case, the engine is loaded by its own inertia forces, and the acceleration intensity, determined by crankshaft angular acceleration, is a characteristic of its power. Engine free acceleration eliminates the need to use special equipment which ensures the creation of transients that simulate the modes of resetting or increasing the load. The analysis of speed control system transients allowed us to assume that during regulator technical condition assessment under operating conditions, it is preferable to use angular crankshaft acceleration at the final stage of engine free acceleration instead of rotation speed (angular velocity). In contrast to similar rotation speed oscillations, crankshaft angular acceleration oscillations are characterized by a significant amplitude peak relative to the zero value with zero transient and a sign change. Thus, the quality information content of transient process, described as interdependence of angular acceleration and time, implies the convenience of the proposed instrumental processing. As a specific variable of the diagnostic parameter, it is proposed to use the maximum value of the negative angular acceleration

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quantity, achieved in the first semi-oscillation which occurs along with completion of the engine free acceleration process (Fig. 1).

Fig. 1. The nature of the internal combustion engine free acceleration transient process.

Mathematical model of the automatic control system during engine free acceleration process is a system of equations describing joint engine and regulator movement:  Td ddtφ + γ φ = ψ − f (t) (1) 2 Tr ddt 2η + Tk ddtη + δr η = −φ where ϕ – the relative change of the crankshaft angular velocity in dimensionless units; T d – time constant of the engine; ψ – the relative position of the fuel supply management unit (control rack); γ – the coefficient of engine self-regulation; η – the relative position of the controller executive unit; f(t) – engine load relative value variation in time; Tr – time constant of the controller; Tk – the indicator of friction in the controller; δr – the degree of regulator non-uniformity. For convenience of performing theoretical calculations, we apply transformation of the equation system (1) to one normalized equation of third order. In the operator form, when using the symbolic operator form of differential equations, where dx/dt = px, the demonstrated system will be as follows:  (T  ∂ p + γ )φ = ψ −f (t) (2) Tp2 p2 + TK p + δp η = −φ Internal combustion engine free acceleration belongs to a unit step transient type, described by the following interdependence: f (t) = ±kp · 1(t)

(3)

where the coefficient kr determines reduction degree or, conversely, load increase, and the multiplier 1.(t) shows that for t < 0 f (t) = 0. Thus we obtain a normalized characteristic equation of the following form, in which the coefficients a and b determine structural static parameters and technical condition parameters of the engine and regulator:    kp  2 b0 p + b1 p + b2 (4) a0 p3 + a1 p2 + a2 p + a3 L[φ(t)] = ± p

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Let us simplify the resulting formula (to reduce the text volume, a significant part of transformations is not presented in this article) and determine engine crankshaft angular acceleration as a time derivative of relative angular velocity: ε(t) = Ce−αt [α sin(βt − K) + β cos(βt − K)]

(5)

Equation (4) is an approximate mathematical description of the relative change in diesel crankshaft angular acceleration during free acceleration, in which K is a constant associated with the magnitude of the regulator non-uniformity degree, and the coefficients α and β are, respectively, the real and the imaginary part coefficients of the simplified characteristic equation roots (6): a1 p2 + a2 p + a3 = 0

(6)

Next, it is necessary to estimate the amplitude values of the angular acceleration in the damping oscillatory process. To find the moments of time corresponding to the extreme values of the relative angular acceleration, the following expression is defined: t =

2αβ 1 [arctg 2 + K + π n] β α − β2

(7)

In the expression (7), maximum values of angular acceleration in damping oscillatory process correspond to even values n = 0, 2, 4, and minimum values correspond to equivalent odd values of semi-oscillation ordinal number, for example: t1 =

2αβ 1 [arctg 2 + K + π] β α − β2

(8)

t3 =

2αβ 1 [arctg 2 + K + 3π ] β α − β2

(9)

Extreme values of the angular acceleration in the transient free acceleration are determined by the expression: ε = Ce

 − βα [arctg 22αβ 2 +K+π n] α −β

2αβ 2αβ · α sin[arctg 2 + π n] − β cos[arctg 2 + π n] α − β2 α − β2



(10)

Thus, knowing automatic control system static parameters, it is possible to determine semi-oscillation amplitudes, as well as the duration of the transient process. Since the coefficients of the above equations characterize, among other things, the technical condition of the speed controllers, prerequisites are created for technical state diagnostic technology development for speed controllers in internal combustion engines under operating conditions according to the parameters of free acceleration transients.

3 Study Results To assess the quality of the automatic control systems and controller technical state, a limited set of dynamic characteristics is sufficient. Bound characteristics of the transient process can be used as an example: the value of the second angular acceleration

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semi-oscillation of engine crankshaft free acceleration (i.e. the extreme value of the first negative angular acceleration semi-oscillation) and the damping oscillation time. Instead of transient process total time, it is possible to use its components, namely the duration of individual semi-oscillations. Let us set known static characteristic nominal values of the A-41 diesel engine (Td = 1.59 s, Tr = 0.0186 s, δr = 0.07) and perform the corresponding calculations. The regulator non-uniformity degree is an important characteristic of the regulator technical state and features relative change in the adjustable rotation speed during static load change from zero to the nominal value. Degree values can vary widely under different operating conditions. As a result of the calculations, we obtain the dependence of the maximum negative angular acceleration, expressed in relative units (Fig. 2).

Fig. 2. Theoretical interdependence of the maximum angular acceleration negative value on the regulator friction coefficient and the degree of regulator non-uniformity indicated in relative units.

Experimental studies were conducted to prove the obtained theoretical interdependencies. The study of the malfunction influence on the nature of transients in the automatic control system was carried out by modeling gaps in an exhausted regulator. The change in total gap size in transmission mechanism for regulator control actions to the diesel fuel pump significantly changes the nature of transients (Fig. 3). The absolute values of engine free acceleration do not change significantly, but the total duration of the transient process, semi-oscillation duration and crankshaft angular acceleration amplitude oscillation values change. The obtained interdependences of the angular acceleration semi-oscillation duration τ on the value of the control rack free stroke show that the duration of the transient process as a whole, as well as its specific sections is impractical to use as a diagnostic parameter, since this value is characterized by low information content and mathematical description complexity of experimental data (Fig. 4). When the grease level changes and, accordingly, the regulator dry friction level increases, the value of the selected diagnostic parameter also changes slightly. Thus, the maximum negative value of crankshaft angular acceleration in the oscillatory transient process during completion of engine free acceleration was finally chosen as the response. This parameter can also be called the first negative semi-oscillation of angular acceleration under the disturbing influence of the unit-step type (engine free acceleration). The selected diagnostic parameter is correlated with the speed controller

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Fig. 3. An example of the speed controller technical state influence on the engine free acceleration transient process parameters.

Fig. 4. Dependences of the first and second semi-oscillation duration. Regulations from total gap setting in the rack control assembly.

static parameter – the degree of non-uniformity which determines the wear degree of parts and adjustment violations. As a result of experimental data processing, a regression equation was obtained and the significance of its coefficients was confirmed (Fig. 5):

Fig. 5. The nature of the regression dependence of the maximum engine angular acceleration negative value on the regulator non-uniformity degree.

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Based on the obtained research results, a technology for evaluating the technical state of speed controllers has been developed and tested. To implement the proposed diagnostic technology, a device for monitoring the technical state of automatic speed control systems has been developed and tested. This device allows us to measure rotation speed instability during steady engine operation, and to measure the maximum angular velocity and acceleration values, as well as transient process duration with a sharp increase or decrease in the load. Digital processing of diagnostic information allows us to use monitoring results for the organization of vehicle technical state remote monitoring.

4 Discussion of the Results Theoretical and experimental studies have confirmed the validity of using the dependence of engine free acceleration transient parameters on regulator technical state in order to ensure operational supervision of automatic speed control systems. The connection of speed controller technical state to the transient parameters in automatic speed control systems is established. It is proved that the most informative transient indicator is the amplitude value of the first negative angular acceleration semi-oscillation of the engine crankshaft during diesel engine free acceleration. Regression dependencies were obtained experimentally, confirming the validity of the proposed theoretical assumptions. The proposed methodology for assessing the technical state of automatic speed control systems in operational conditions will increase the efficiency of using transport vehicles and technological equipment. The method of assessing speed controller technical state using dynamic parameters of repetitive transients can be applied not only to mechanical systems of power plants, but also to a wider range of control systems for various purposes and operational principles.

References 1. Kochergin, V., Glushkov, S.: Optimization of insensitivity rate of speed control systems. In: Popovic, Z., Manakov, A., Breskich, V. (eds.) TransSiberia 2019. AISC, vol. 1115, pp. 737– 746. Springer, Cham (2020). https://doi.org/10.1007/978-3-030-37916-2_72 2. Zhelezniak, A., Zhukov, V., Tsvetkov, Y., Tuzov, L., Bordug, A.: The stability of slow speed diesel engines under conditions of considerable destabilizing impact. IEEE Conference of Russian Young Researchers in Electrical and Electronic Engineering (EIConRus) 2018, 159– 162 (2018). https://doi.org/10.1109/EIConRus.2018.8317053 3. Zhilenkov, A., Efremov, A.: Evaluation of rotation frequency gas-diesel engines when using automatic control system. IOP Conf. Ser. Earth Environ. Sci. 50, 1–7 (2017). https://doi.org/ 10.1088/1755-1315/50/1/012019 4. Bueno, A.V., Velásquez, J.A., Milanez, L.F.: Internal combustion engine indicating measurements. Appl. Meas. Syst. 23-44 (2012). https://doi.org/10.5772/37889 5. Dhole, A.E., Yarasu, R.B., Lata, D.B., Priyam, A.: Effect on performance and emissions of a dual fuel diesel engine using hydrogen and producer gas as secondary fuels. Int. J. Hydrogen Energy 39, 8087–8097 (2014). https://doi.org/10.1016/j.ijhydene.2014.03.085 6. Osama, H.G.: Performance and combustion characteristic of CI engine fueled with hydrogen enriched diesel. Int. J. Hydrogen Energy 38, 15469–15476 (2013). https://doi.org/10.1016/ S1474-6670(17)38282-4

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7. Kochergin, V.I.: Investigation of the optimal periodicity of monitoring the technical condition of speed controllers. Bulletin of the ASTU. Mar. Eng. Technol. Ser. 4, 7–15 (2017). https:// doi.org/10.24143/2073-1574-2017-4-72-79 8. Kochergin, V., Plotnikov, D., Ilinykh, A., Glushkov, S.: Optimization of technical monitoring processes. Transp. Res. Proc. 54, 166–172 (2020). https://doi.org/10.1016/j.trpro.2021.02.061 9. Ilinykh, A., Manakov, A., Abramov, A., Kolarzh, S.: Quality assurance and control system for railway track tamping. MATEC Web Conf. 216, 03004 (2018). https://doi.org/10.1051/ matecconf/201821603004 10. Manakov, A., Kolarzh, S., Mashkov, A.: Organization of railway track tamping work using the software and hardware complex SMTC. MATEC Web Conf. 239, 04002 (2018). https:// doi.org/10.1051/matecconf/201823904002

Logistics Issues in Railway Passenger Transportation Organization Rimma Pank1(B)

, Vladimir Kostenko2

, and Artem Shmidt3

1 Siberian Transport University, Dusi Kovalchuk Street 191, 630049 Novosibirsk, Russia 2 Emperor Alexander I St. Petersburg State Transport University, Moskovsky pr. 9,

190031 Saint Petersburg, Russia 3 Ural State University of Railway Transport, Kolmogorov Street, 66,

620034 Yekaterinburg, Russia

Abstract. The objective of the study is to establish an effective logistics system in the organization of railway passenger transportation. The methods applied in the research are as follows: analytical review of previous research on the subject; statistical and graphic methods of data processing and analysis; methods of probability theory and mathematical statistics. As a result of the study: the methods of studying passenger traffic logistics were defined; efficiency criteria for building logistics systems in the organization of railway passenger traffic were established; integrated curves of suburban trains population distribution functions to regulate their com-position were developed using the methods of probability theory and mathematical statistics. On the basis of quantitative and qualitative characteristics of passenger and suburban trains operation, it is possible to comprehensively assess the use of car capacity, time costs and transportation volumes. This information provides the management staff with an opportunity to make decisions on adjusting the size of traffic, frequency of trains and changes in the composition of trains. To optimize the transportation process and its efficiency, it is required to use the mathematical apparatus for solving this issue. In the area of suburban passenger traffic, it is possible to apply the methods of probability theory and mathematical statistics. Keywords: Transport · Passenger transportation · Logistics · Passenger train · Commuter train · Population of trains · Efficiency · Train composition regulation · Timetable

1 Introduction Passenger transportation is performed by different types of transport – automobile, railway, urban passenger rail (streetcars, metro) and non-rail transport (buses, trolleybuses), air, water (sea and river). There are also non-traditional modes of transport: monorail, cable car, etc. The most popular type of passenger transport in the Russian Federation is railway transport. Rail passenger transport is used in 77 out of 85 regions of the Russian Federation. In long-distance international transportation passengers are transported to © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 274–283, 2022. https://doi.org/10.1007/978-3-030-96383-5_31

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20 countries on 40 routes: to Germany, to Poland, to Kazakhstan, Italy, France, Kyrgyzstan and others. According to the structure of passenger turnover for 2019, the share of rail transport in domestic transportation is 38.7%; air transport – 53.3%; road transport – 7.3%. Long-distance passenger transportation is provided by the Federal Passenger Company, a subsidiary of Russian Railways (RZD), an open joint-stock company. Most residents of the country consider rail transport a safe mode of transportation with affordable ticket prices and the possibility of early booking. Suburban transportation is provided for the distances up to 200 km. Suburban companies act as carriers of suburban passengers on the railroads. Suburban traffic accounts for 90% of the total passenger traffic. Due to the large volume of passenger traffic, a sufficient number of trains with the estimated number of cars in the trains should be assigned for circulation. Improvement of suburban service in large agglomerations is one of the most important development objectives of JSC “Russian Railways”. The strategy for the development of suburban passenger transportation by rail is considered in [1]. Traffic speed, travel time and rational use of suburban rolling stock play an important role in the organization of such transportation. Trends in the development of passenger transportation by rail are described in [2, 3]. The indicators of operational work are also analyzed here. In 2020 on the Russian transport market there is a tendency of increasing competition between different types of transport, reducing the area of dominance of rail transport. At present, the determining directions of railway transport development are: – construction of high-speed lines; – development of high-speed trains “Lastochka”, “Strizh” and trains with double-deck cars (high-speed passenger transportation is justified only in the European part of the country, where there is a significant passenger flow and stable effective demand for such transportation); – formation of the optimal route network and timetable for passenger trains; – development of multimodal transportation; – updating the rolling stock fleet; – improving the efficiency of long-distance and suburban trains; – regulation of the tariff policy, etc. The logistics of passenger transportation organization plays a major role in the implementation of these areas [4, 5]. During a trip, passengers may transfer from one type of transport to another several times. In this matter, a coordinated train schedule becomes relevant [6].

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The structure of the logistics system for passenger transportation is represented by three components: pre-transport service, transport service, and post-transport service. Pre-transport service of passengers includes planning a trip, the choice of transport mode. Then there is the logistics chain of passenger movement associated with the transport trip. It is a passenger transportation route using vehicles of two or more modes of transport. Such a chain should provide the shortest total time of passenger journey, reasonable expenses of carriers for organization of transportation process. Passenger transportation in the passenger transport system can be organized with the participation of one or more modes of transport: intermodal and multimodal transport [7]. The interaction of different modes of transport is carried out in transport-transfer hubs (TTH) or transport-transfer complexes (TTC). A customer-oriented approach to passenger service is implemented on the way [8]. One of the most important aspects of the client-oriented passenger complex is the accessibility of its services to people with limited mobility [9]. After the trip, it takes time to walk or transfer and follow another mode of transport to the passenger’s final destination. The final stage in the logistics chain of passenger transportation is the process of feedback from passengers to improve the quality of passenger service. It is carried out by means of operational surveys, by conducting independent sociological research, by processing passenger appeals through various communication channels. The logistics system in the part of passenger railroad transportation organization is a forecasting of passenger traffic flows, determination of train size and composition by directions, determination of train schedule, determination of required locomotive fleet, locomotive crews, regulation of composition and train size in periods of growth and decline in passenger traffic flow. The purpose of such a logistics system is to meet the needs of the population for transportation and profit. The dimensions of passenger train traffic, the layout of trains on the schedule, and the routes for their operation are considered in [10–12]. The mathematical apparatus is used to determine the conditions of rolling stock circulation. The problem of scheduling trains and optimizing passenger traffic is investigated.

2 Research Methods In the course of the survey, the traffic schedule and routes of passenger and suburban trains were analyzed; the indicators of passenger rolling stock use in suburban traffic on the polygon of the West Siberian Railway - a branch of JSC “Russian Railways” for the last two years were analyzed. The mathematical analysis of the population of suburban trains was performed. For this purpose, statistical data on train population for 2019 in the Novosibirsk region of the West Siberian Railway - a branch of JSC “Russian Railways” was used. Currently, automated information systems enable to have information on passenger flows in real time. Using the mathematical apparatus of probability theory and mathematical statistics, we calculated the values of the occupancy distribution functions (Table 1).

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Table 1. Function F(XI ) of the truncated normal distribution of the occupancy of suburban trains (a fragment of the calculation results). Number of passengers, XI

Function F(XI ) with a standard deviation of 253 pass./car and average occupancy of the train Xav 100 pass 500 pass 700 pass 800 pass 900 pass 1000 pass

100

0.233

0.033

0.006

0.002

0.001

0.0002

200

0.466

0.097

0.021

0.009

0.003

0.0008

300

0.670

0.195

0.054

0.024

0.009

0.003

400

0.817

0.332

0.116

0.057

0.024

0.009

500

0.912

0487

0.212

0.118

0.057

0.024

1700

0.999

0.999

0.999

0.999

0.999

0.997

1800

0.999

0.999

0.999

0.999

0.999

0.999

1900

-

0.999

0.999

0.999

0.999

0.999

2000

-

0.999

0.999

0.999

0.999

0.999

…

3 Research Results The research shows: – the population of suburban trains is variable; – suburban trains in some cases arrive at the end stations of suburban sections with a population of no more than 10%; – the average commuter distance increases; – the train composition to the final station of the suburban section does not change. The occupancy of suburban trains has a normal distribution or a truncated normal distribution, or an Erlang distribution [13, 14]. Figure 1 shows an example of a graph for determining the required number of cars in suburban trains. In Fig. 1, the abscissa axis shows the possible number of passengers in a commuter train, and the ordinate axis shows the population distribution function for suburban trains. Above the curves is the average train occupancy. The possible number of passengers in a suburban train corresponds to the maximum permissible occupancy of the train. It is determined by the number of seats in the train, taking into account standing passengers. The number of seats offered in a suburban train is determined by the type of rolling stock. The permissible overcrowding of the train is taken from 10% to 30% [15].

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1 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0

100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000

F(XI)

We assume the number of seats in one car is 100. If the number of cars is six, the admissible population of the train is 720 seats, if eight cars – 960 seats, and if ten cars – 1200 seats. The schedules should be used to check whether there will be enough cars for the carriage, i.e., the probability that the number of passengers in the train (XI) will not exceed the maximum permissible occupancy of a suburban train (Nper). The number of cars will be sufficient for F(XI) ≈ 0.9. The probability that a commuter train will carry more passengers than the maximum allowable occupancy is: P(XI ≤ Nper ) = 1–F(XI ). For example, we need to determine the required number of cars in a suburban eight-car train, in which Xav = 800 pass. The occupancy limit is 960 pass. We find the integral curve of the suburban occupancy distribution function in Fig. 1. Xav = 800 pass. We check whether eight cars are enough to carry this number of passengers.

100

200

300

700

800

870

XI

400

500

900

1000

600

Fig. 1. Family of integral functions of truncated normal distribution occupancy of suburban trains.

On the horizontal axis we find the point with XI = Nper = 960 pass. and from it a perpendicular is reconstructed to the intersection with the curve Xav = 800 pass. From this point draw a perpendicular to the vertical axis F(XI ) and determine the probability that the number of passengers in the train will not exceed Nper = 960 ppl. So, P (XI ≤ Nper ) = 0.73. Since with eight cars P (XI < Nper ) < < 0.9, then eight cars in this train is not enough to carry passengers. Next, it is checked whether nine cars will be enough (Nper = 1080 pass). The probability that there will be no more than 1080 passengers on this train is high (0.89), which is close to 0.9. Therefore, the number of cars in this suburban train should be at least nine. It is impossible to plan the number of cars less than that, since the train will often be overcrowded and this will cause great inconvenience to passengers.

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8

8

3 63

3

6

8

5

7

10 9 12 7 52 5

3

7

7

6

10

9

1

1

9 1

8

661

6

4

5

660

7 660

3 661

660

1

1

6614

4 8

6

6608

B

6

7

6642 6628

2

0

6

6638 6640

5

1

6604

7

6634 6632

6630

А

5

Analysis of suburban traffic on the West Siberian Railway showed that electric trains of EP4D series are mainly used. To regulate train composition, improve train performance, and improve passenger service, a more modern rolling stock is needed. Such a train is EP2D series. This is an electric DC train produced by Demikhovsky Engineering Plant. The design of the electric train allows operating it in various options - from 2 to 11 cars. Another logistical option for passenger traffic organization is to run transit suburban trains during the “windows” period. During this period, some suburban trains are canceled, passengers have to rearrange their routes and the load on urban passenger transport increases. Transit suburban trains should only have a stop at the head passenger station for passenger boarding and disembarking. In this case trains turnover is carried out at the stations located no further than 35 km from the head station. Currently, the role of interregional passenger communications is growing. The logistical approach in the organization of passenger traffic raises the issue of developing coordinated routes of high-speed passenger trains and commuter trains. High-speed passenger trains connect cities and suburban trains serve the population in suburban areas. One of the options for transport links between the city and the suburbs is the commuter train and the bus. The coordination of the work of two modes of transport is possible with the help of coordination of the schedule of suburban trains with the work of motor transport to deliver passengers to the railway stations and from the stations to the passenger destinations. Figure 2 shows a fragment of the contact (integrated) schedule of electric trains and motor transport from 5 h to 11 h.

11 4

11

14 13 15 2

8

3

A - train station; B - bus stop; 6613, 6630, 6605, ... 6614 - number of the electric train; 2, 4, 1, ...15 - bus number.

Fig. 2. Fragment of the contact (integrated) schedule of electric trains and vehicles.

Low-intensity passenger traffic in populated areas can be served by contact schedules. A precise timetable makes a trip attractive in the logistics chain to get passengers to their destination.

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Reserve of throughput capacity, %

The level of passenger transportation methods competitiveness was evaluated. It was concluded that road transport has low competitiveness, railway and air transport have medium competitiveness. To increase competitiveness, it is necessary to increase the speed of trains. The narrow space that affects speed is a worn track structure, as well as a large number of freight trains that physically do not allow passenger trains to pass at high speeds. There are a large number of small radius curves. In some cases, the existing longitudinal profile meets the requirements of high-speed rail line not more than 15%. For the economy of electrification and power supply to increase the speed up to 160 km/h it is necessary to perform reconstruction of the contact network, modernization of traction substations. Calculation of available and necessary carrying capacity of sections showed that there are sections with carrying capacity reserve of 0.5%. Figure 3 and 4 shows a fragment of calculation results. 60 40

38.4 39.4

41.7 43.3

40.6 29.3

40.6 32.3

20 0 1

2

3

36.7

39.9

1.6 0.6

1.4

1.4

5

6

4

7

Runs even direction odd direction

Occupancy rate

Fig. 3. Throughput capacity reserve.

1.2 1 0.8 0.6 0.4 0.2 0

0.99 0.62 0.61 0.56 0.56

1

2

0.71

0.59

3

0.68

4

0.99 0.63

0.59

5

0.98 0.99

0.6

6

7

Runs even direction

odd direction

Fig. 4. The occupancy rate of the section.

On some railway sections of the Siberian region, when constructing tracks according to the “mirror” schedule, there is a large removal of freight trains to implement the desired speeds (Table 2).

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Table 2. Comparison of indicators of high-speed trains from Novosibirsk to Novokuznetsk. Indicators

EP4M 500 series

ES2G

Running speed, km/h

120

160

Route speed, km/h

115.2

155.3

Number of taken slots in odd direction

21

19

Number of taken slots in even direction

29

22

Lack of throughput capacity in odd direction, %

15

16.9

Lack of throughput capacity in even direction, %

21

23.2

Total travel time

04 h 08 min

03 h 04 min

Capacity of electric trains, people

586

386

Using a logistical approach to the organization of passenger transportation, an effective measure of developing long-distance passenger traffic is: – – – – – –

establishing the train’s “core”; assignment of optional cars; changing the frequency of trains; appointment of additional trains; formation of two- and multigroup trains; assignment of additional trains.

4 Results Discussion Regulating the composition of suburban passenger trains is one of the logistics issues for the passenger transportation organization. The increase in the train speed deserves attention. Methodology for determining the required number of cars in electric trains and suggestion on the use of small electric trains is of practical importance. It is especially important under practical conditions of non-uniformity of commuter traffic. The logistic approach to the train composition control is an effective measure for mastering the passenger traffic, reducing costs related to the infrastructure component and the rolling stock lease. The use of low-compound electric trains for suburban transportation is a promising direction. According to the practice established over the years, the formed electric trains are not unhooked on the way. They follow to the end of the suburban section with the same number of cars, and even during the day at the head station they do not change the composition. This requires additional time spent on shunting and new rolling stock. When changing the composition of electric trains at stations with declining passenger traffic, the following options are possible for the use of independent trains: – the first train goes to the turnaround station; the second train stays at the intermediate station and waits for “its” train. Both trains return to the head station in the same train;

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– the first train goes to the turnaround station; the second train stays at the intermediate station and waits for “someone else’s” train. Both trains in the same train return to the head station; – the first train goes to the turnaround station; the second train stays at the intermediate station and follows another “line” of the schedule back to the head station either with passengers or empty. The use of new-generation electric trains will make it possible to respond flexibly to changes in passenger traffic and improve train performance: reduce operating costs and increase train occupancy. It is advisable to transport passengers from industrial centers in high-speed electric trains with a small number of stops with a link to commuter trains to suburban areas and airports. The topic of future research in the field of passenger transportation optimization related to passenger transportation logistics is to improve the efficiency of transport hubs operation.

References 1. Dementyev, A.P., Ivanov, O.S., Lunina, T.A., Nikonova, Y.I.: Assessment of the level of intraindustry compe-tition in the regional suburban passenger transport market. IOP Conf. Ser. Mater. Sci. Eng. 918(1), 012209 (2020). https://doi.org/10.1088/1757-899X/918/1/012209 2. Abramovi´c, B., Šipuš, D., Ontl, L.: Analysis of exploitation indicators in passenger railway transport in sisak-moslavina county. Transp. Res. Procedia 44, 327–331 (2020). https://doi. org/10.1016/j.trpro.2020.02.035 3. Hlavatý, J., Ližbetin, J.: Innovation in rail passenger transport as a basis for the safety of public pas-senger transport. Transp. Res. Procedia 53, 98–105 (2021). https://doi.org/10. 1016/j.trpro.2021.02.013 4. Pimentel, C., Alvelos, F.: Integrated urban freight logistics combining passenger and freight flows – mathematical model proposal. Transp. Res. Procedia 30, 80–89 (2018). https://doi. org/10.1016/j.trpro.2018.09.010 5. Rze´sny-Ciepli´nska, J.: The role of transport organisers in the integration of passengers and goods flows within urban areas. Transp. Res. Procedia 39, 453–461 (2019). https://doi.org/ 10.1016/j.trpro.2019.06.047 6. Yin, J., D’Ariano, A., Wang, Y., Yang, L., Tang, T.: Timetable coordination in a rail transit network with time-dependent passenger demand. Eur. J. Oper. Res. 295(1), 183–202 (2021). https://doi.org/10.1016/j.ejor.2021.02.059 7. Chiambaretto, P., Baudelaire, C., Lavril, T.: Measuring the willingness-to-pay of air-rail intermodal passengers. J. Air Transp. Manag. 26, 50–56 (2013). https://doi.org/10.1016/j.jairtr aman.2012.10.003 8. Monzert, T., Boltze, M., Fornauf, L.: A Concept for situation- and demand-responsive collective passenger information in regional trains. Transp. Res. Procedia 48, 123–136 (2020). https://doi.org/10.1016/j.trpro.2020.08.011 9. Ferreira, A., Papa, E.: Reenacting the mobility versus accessibility debate: moving towards collaborative synergies among experts. Case Stud. Transp. Policy 8(3), 1002–1009 (2020). https://doi.org/10.1016/j.cstp.2020.04.006 10. Vojtek, M., Kendra, M., Stoilova, S.: Optimization of railway vehicles circulation in passenger transport. Transp. Res. Procedia 40, 586–593 (2019). https://doi.org/10.1016/j.trpro.2019. 07.084

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11. Gong, C., et al.: Train timetabling with dynamic and random passenger demand: a stochastic optimization method. Transp. Res. Part C Emerg. Technol. 123, 102963 (2021). https://doi. org/10.1016/j.trc.2021.102963 12. Li, X., Li, D., Hu, X., Yan, Z., Wang, Y.: Optimizing train frequencies and train routing with simultaneous passenger assignment in high-speed railway network. Comput. Ind. Eng. 148, 106650 (2020). https://doi.org/10.1016/j.cie.2020.106650 13. Jodrá, P.: A bounded distribution derived from the shifted Gompertz law. J. King Saud Univ. Sci. 32(1), 523–536 (2020). https://doi.org/10.1016/j.jksus.2018.08.001 14. Zhu, Y., Koutsopoulos, H.N., Wilson, N.H.M.: A probabilistic passenger-to-train assignment model based on automated data. Transport. Res. Part B-Meth. 104, 522–542 (2017). https:// doi.org/10.1016/j.trb.2017.04.012 15. Sipetas, C., Keklikoglou, A., Eric, J.: Gonzales: Estimation of left behind subway passengers through archived data and video image processing. Transp. Res. Part C Emerg. Technol. 118, 102727 (2020). https://doi.org/10.1016/j.trc.2020.102727

Ferrite Absorbers of Electromagnetic Radiation in Microwave Range Petr Pletnev1(B)

and Yury Nepochatov2

1 Siberian Transport University, Dusi Kovalchuk 191, Novosibirsk 630049, Russia 2 LLC “Ceramic Engineering”, Krasny Prospekt 220, Novosibirsk 630049, Russia

Abstract. The study is devoted to the development of compositions and technology for applying a radio-absorbing ferrite-containing coating to the surface of corundum armored ceramics products to ensure radar protection of technical weapons. The results of a study of radio absorption in the microwave range of ferrite absorbers of various crystal-chemical nature are presented. The objects of study were the synthetic compositions of hexaferrites and ferrites of the spinel group, including industrially manufactured ferrites of the 6000NM1, 3000NMS, 2500NMS, and 600NN grades. The most technological in manufacturing and reproducibility of properties are barium, barium - zinc, lithium and nickel-zinc ferrites. In the frequency dependence (from 8 to 18 GHz) of absorption of electromagnetic radiation of various ferrites, blurred extremums are found. The characteristic frequency dependence of the radio-absorbing properties of the investigated types of fillers indicates a single mechanism for the absorption of electromagnetic radiation. The research results are interpreted from the standpoint of the structural type of ferrites, the nature of the material formed by the microstructure and electromagnetic parameters. It is shown that magnetically soft and magnetically hard ferrites in terms of their physicochemical nature, crystal-chemical type and electromagnetic parameters correspond to the greatest extent to the requirements for active fillers. To ensure broadband absorption of an electromagnetic signal, soft magnetic and hard magnetic ferrites in combination with carbonyl iron and discrete carbon fibers should be used as active absorbers. Keywords: Ferrites · Electromagnetic radiation · Radio-Absorbing parameters · Microwave range

1 Introduction Ferrites of different classes are widely used as active absorbers of electromagnetic radiation (EMP) in the creation of various radio-absorbing materials and coatings (RAM and RAC), due to their broadbandness, availability in manufacturing and comparative low cost [1–9]. RAMs have special requirements, both in radio engineering and in structural and technological, operational parameters, among which the most important are: maximum absorption of microwave energy, minimum reflection of microwave energy in a wide

© The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 284–293, 2022. https://doi.org/10.1007/978-3-030-96383-5_32

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frequency range, minimum weight and dimensions, high mechanical strength and rigidity of the structure, high fire resistance and the minimum permissible level of emission of toxic and harmful substances, manufacturability in manufacturing, preservation of radio technical and operational characteristics for a long service life (high stability to aging). When choosing effective EMP absorbers, it is necessary to proceed from the physical principle of the RAM operation, the frequency range of absorption, the physicochemical nature of the absorber and the technological possibilities of its production and deposition on a substrate. According to their composition, RAMs can be divided into: non-magnetic RPMs, in which conductive particles and fibers based on carbon modifications (soot, graphite, etc.) are used as an absorbing filler; magneto-dielectric - fine powders of iron, nickel, cobalt, ferrites in a dielectric polymer matrix; magnetic (ferrite) materials. The main disadvantage of non-magnetic RAMs is their bulkiness, relative narrowity of band, use of toxic materials and substances in their manufacturing, complexity in manufacturing, which limits the range of operating conditions for their use. To a certain extent, magnetic RAMs, the main material and component of which are finely dispersed ferrite powders or sintered plates, are devoid of these disadvantages. Interest in them is due to the fact that coatings made of these materials have a small thickness, therefore, they are characterized by low weight and high resistance to harsh environmental conditions. An important advantage of ferrites [10] is their “broadbandness” - the efficiency of absorption of radiation in a wide frequency range. Depending on the crystal structure, ferrites [11] are subdivided into spinel ferrites, hexaferrites, orthoferrites, and garnet ferrites. Spinel ferrites have a spinel mineral structure with the general formula MFe2O4, where M – Ni2+, Co2+, Fe2+, Mn2+, Mg2+, Zn2+, Li+, Cu2+. Each group of these ferrites has its own complex of valuable target properties. For example, manganese-zinc ferrites are characterized by increased values of magnetic permeability and low magnetic losses, increased values of specific resistance and low eddy currents. Manganese-magnesium ferrites have a rectangular hysteresis loop and low magnetic losses. An important feature of ferrites is that they include transition elements (Fe, Mn, Ni, Co, etc.). Consequently, the structural and physical-technical properties of these materials are very sensitive to such technological parameters as temperature, heating and cooling rates, partial pressure of oxygen in the reaction medium, etc., therefore, when choosing the type of ferrite absorber, it is necessary to take into account its technological modes of heat treatment. The microstructure of the material is responsible for most of the performance properties of ferrites, including for the radio absorbing ability. When using soft magnetic ferrites, which include the spinel group, it is necessary to take into account that at high frequencies for them there is a sharp increase in eddy current losses. This feature, from the point of view of absorption of electromagnetic radiation, is an important prerequisite for their use as EMP absorbers. Reflectance at maximum natural ferromagnetic resonance (NFMR) for ferrite absorbers used in this manner, can be - 15 ÷ 35 dB (i.e., less than 2% of the incident energy is reflected) with a material thickness of 5–8 mm. It is also known that the frequency band in which large magnetic losses are observed due to the phenomenon of natural ferromagnetic resonance in the presence of a domain structure extends from f1 ≈ 1,4 GHz to f2 ≈ 61 GHz. Therefore, the purpose of the present study

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was to examine the absorbance of electromagnetic radiation in the microwave range of ferrite absorbers of different physical and chemical nature with different microstructures and electromagnetic parameters.

2 Research Methods X-ray phase and thermal analyzes, optical and electron microscopy, a technique for measuring the radio-absorbing characteristics of ferrite absorbers. The measurement of the radio-absorbing parameters of the ferrite absorbers was carried out on sample rings. The technique is based on direct measurement of modules of the transmission and reflection coefficients from a flat layer of an absorber sample located on a short-circuit in a coaxial line. A feature of coaxial lines is that transverse waves propagate in them, as in free space.

3 Research Results Radio-absorbing indicators of synthesized hexagonal ferrites (barium-zinc – composition 1 and barium-magnesium – composition 2) and from the spinel group – lithium ferrite – composition 3 (Table 1) were investigated. Along with the synthesized compositions of ferrites, the radio absorption of electromagnetic radiation of industrially manufactured ferrites of 6000NM1, 3000NMS, 2500NMS and 600NN grades was investigated (Table 2). The samples under study were made in the form of a ring with dimensions dext = 16mm, dint = 7mm with a thickness of 4 mm by pouring and curing a mixture consisting of 50 wt.% ferrite powder and epoxy resin – 50 wt.%. The measured sample was inserted tightly into the measuring cell, a coaxial line with a matched load and a panoramic meter for the transmission coefficient (TC) and reflection (RC). Table 1. Synthesized compositions of ferrites. Composition code Ferrite type

Oxide composition, wt%

1

Barium-zinc ferrite

BaO – 18, ZnO V2 O5 – 12, Fe2 O3 – 70

2

Barium-magnesium BaO – 18, MgO – ferrite – 12, Fe2 O3 – 70

Hexagonal type Z

3

Lithium ferrite

Spinel

Li2 O – 3,6, Fe2 O3 – 96,4

Modifier type Structural type

CoO

Hexagonal type Z

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Table 2. Compositions and properties of industrial grades of ferrites. Component

Compositions of Mn–Zn–grade ferrites, wt%

Composition of Ni–Zn–ferrite grade, wt%

3000 NMS

2500 NMS

6000 NM1

600 NN

Fe2 O3

71.7

70.8

74.5

66.5

MnO

19.8

19.6

10.2

–

ZnO

7.6

9.5

15.3

22.5

NiO

0.9

0.1

–

11.0

V2 O5

–

0.05 over 100%

–

–

Density, g/cm3

4.5–4.7

4.6–4.8

4.6–4.8

4.8–5.0

Initial magnetic permeability, μn

3000 ± 500

2500 ± 300

6000 ± 500

600 ± 100

Specific volumetric magnetic losses, Psp , μW/cm3 Hz, no more than

2.5

9.3

–

10

Maximum magnetic induction, Bmax, T at H = 240 A/m

0.45

0.42

–

0.31

Specific electrical resistance, ρsp , Ohm cm

100

100

dav , μm

50

30

15

8

dmin-dmax

4–300

5–150

4–60

5–10

pores,%

10–12

8–10

4–6

6–9

Property

2000

Structural parameters:

4 Structural and Phase Characteristics of the Synthesized Ferrites Visual, microscopic and X-ray phase analyzes of powders after the synthesis of burdens and calcined ferrite samples indicate the following. The synthesized powder of barium-zinc ferrite (composition 1) of the hexochannel type is uniform in volume, multiphase with compounds ZnFe2 O4 , Ba2 Zn2 Fe12 O22, Fe2 O3 , BaFe12 O19. Calcined ferrite sample is a densely sintered material with the presence of ferrite compounds ZnFe2 O4 , Ba2 Zn2 Fe12 O22 . The synthesized burden of barium-magnesium ferrite (composition 2) of the hexagonal type was heterogeneous with the presence of gray and white particles. Xray phase analysis records phases – Fe2 O3, ZnFe2 O4, Ba(Mg)Fe12 O19 . Calcined samples have a uniformly dense structure, the material is represented by two phases – MgFe2 O4, Ba(Fe,Mg)6 O4 . Lithium ferrite (composition 3) of the spinel type is represented by the

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compound LiFe5O8 with a dense structure. The study of sintered ferrite samples using scanning electron microscopy with the determination of the elemental composition at various points of the structure revealed the following structural-phase features. The structure of barium-zinc ferrite is presented in the form of lamellar crystals of different habits from rectangular to hexagonal shapes with dimensions predominantly 3–10 μm in plane and 1–2 μm in cross-section (Fig. 1a). The elemental composition at points 1, 2, 3 indicates the same crystalline formation. The identified individual clusters or single fragments in the form of white dots refer to the vanadium compound, which was introduced into the burden as an additive. This additive acts as a bonding element in the ferrite structure. The structure of barium-magnesium ferrite has a predominantly fine-grained structure with a crystal size of the order of 1–2 μm, but there are separate fragments of the needle-like habit of crystals up to 10 μm in size (Fig. 1 c.). Small crystal formations form aggregates with a size of 10–20 μm. The porosity of the structure is significant (30%). Elemental analysis of fine-grained regions of the structure in comparison with needle-like clusters (point 2) captures more barium and less magnesium in these areas, which indicates different crystalline nature of the analyzed formations. The structure of lithium ferrite with the CoO modifier is heterogeneous in size, but the shape of the crystals is mainly hexagons with dimentions from 2 to 15 μm, in this case, the crystals do not have clear boundaries and predominantly have a melted appearance (Fig. 1 d.). Small crystals (1–3 μm) are grouped in clusters with sizes of 10–20 μm. The porosity of the structure has both intracrystalline state and intercrystalline state. The elemental composition at different points of the structure indicates that large crystals contain more iron and cobalt than small crystals. This may be due to the difference in the observed crystal formations.

Fig. 1. Microstructure of ferrite samples: a) barium-zinc ferrite; c) barium-magnesium ferrite; d) lithium ferrite.

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Nickel-zinc ferrite modified with bismuth oxide of industrial production is represented by prismatic crystals of various sizes from 1 to 20 μm (Fig. 2 a.). The content of large crystals is 60–70 vol%. The content of intergranular porosity is about 10%. There are separate white areas connecting the boundaries of irregular crystals. The elemental composition in these areas does not show the zinc content, and the main fraction of crystal formation is a solid solution of nickel-zinc ferrite.

Fig. 2. Microstructure of ferrite samples: a) nickel-zinc ferrite; c) bismuth ferrite; d) manganesezinc ferrite.

Manganese-zinc ferrite of industrial production has an uneven-grained structure (Fig. 2), presented in the form of small (1–2 μm) and large (10–20 μm) crystals, predominantly hexagons, randomly located throughout the volume. The elemental composition of fine-crystalline regions and large crystals is the same, which indicates the formation of a solid solution of manganese-zinc ferrite.

5 Radio Absorbing Properties of Synthesized Ferrite Compositions The study of the frequency dependence of the radio-absorbing indicators (transmission and reflection coefficients) of the synthesized compositions of ferrites of hexagonal and spinel structures are shown in Fig. 3. For barium-zinc ferrite - composition 1 (Fig. 3a), there is a manifestation of maximum reflection at a frequency of 12 GHz, at the same time, the extremum of the reflection coefficient is blurred and covers the frequency range from 11 to 14 GHz, the fluctuation of the reflection modulus is from −3.0 to −16 dB. Transmission coefficient in this frequency range decreases with extreme fluctuations at 15–18 GHz. The change in the transmission coefficient over the entire investigated frequency range from 8 to 18 GHz is from −1.0 to −5.0 dB. For barium magnesium ferrite

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- composition 2, extreme values in terms of the reflection coefficient in the investigated frequency range are not detected, there is only a tendency towards a slight increase in the reflection coefficient up to −10 dB and a decrease in the transmission coefficient with increasing frequency (Fig. 3b). 2

3

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9 20

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Reflection coefficient (RC), dB

10 0 -1

-18 -55

-19 8 000

9 000

10 000 11 000

12 000 13 000 14 000 15 000

16 000 17 000 18 000

Frequency, MHz

c) Fig. 3. Frequency dependence of the transmission (1) and reflection (2) coefficients of ferrites of experimental compositions: a) barium-zinc ferrite - composition 1; b) barium-magnesium ferrite - composition 2; c) lithium ferrite - composition 3.

The spinel type of structure (lithium ferrite - composition 3) is characterized by a maximum reflection of up to −28 dB in the 14–15 GHz range and with a transmission modulus fluctuation from −6 to −2 dB (Fig. 3c). The frequency maximum of reflection for spinel ferrite is shifted towards higher frequencies in comparison to hexagonal barium-zinc ferrite. Consequently, in the nature of the frequency dependence of the radio-absorbing properties of the studied types of ferrites, a significant difference in the curves of the transmission and reflection coefficients is recorded. It should be noted that the studied types of ferrites have a significant difference in composition and structural-phase structure: the phase composition of barium-zinc ferrite is represented by a solid solution – Ba2 Zn2 Fe12 O22 with the presence of zinc ferrite – ZnFe2 O4 ; the phase composition of barium-magnesium ferrite includes a solid solution – Ba(Mg,Fe)6 O4 and magnesium ferrite – MgFe2 O4 , lithium ferrite has one compound – LiFe5 O8 . According to the data of scanning electron microscopy in the sintered state, the microstructure of barium-zinc ferrite is folded in the form of lamellar crystals with dimensions of 3–10 μm in the plane and in the cross-section of 1–2 μm, barium-magnesium ferrite has a predominantly

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fine-grained structure with a crystal size of 1–2 μm. The structure of lithium ferrite is heterogeneous in size, but the shape of the crystals is mainly hexagons with a size of 2 to 15 μm. It must be assumed that both the composition and the different nature of the microstructure of ferrites of different structural groups exert their influence on their radio-absorbing properties.

6 Electromagnetic Absorption of Industrial Spinel Ferrite Compositions The results of measuring the radio absorption of this group of ferrites are shown in Fig. 4. 3

4

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9 20

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4

8 000

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8 000

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9 20

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a) Ferrite grade 3000NMS

-4

-20

7

-6

Frequency, MHz 0

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1

a) Ferrite grade 6000NM1 0

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-38

16 000 17 000 18 000

-2

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6

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0 8

9 000

10 000 11 000

12 000 13 000 14 000 15 000

16 000 17 000 18 000

Frequency, MHz

Frequency, MHz

c) Ferrite grade 2500NMS

d) Ferrite grade 600NN

Fig. 4. Frequency dependence of the transmission (1) and reflection (2) coefficients of industrial ferrites of the following grades: a) ferrite 6000NM1; b) ferrite 3000NMS; c) ferrite 2500NMS; d) ferrite 600NN.

The obtained measurement data indicate that the reflection coefficient for the studied ferrite grades has values ranging from –3.0 to –25.0 dB, while the frequency dependence of the reflection coefficient exhibits maximums in the frequency range from 13 to 17 GHz. Fluctuations in the value of the transmission coefficient in the frequency range from 8 to 18 GHz are small. With an increase in the frequency above 11 GHz, a slight decrease

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(within 3 dB) of the transmission coefficient is observed, which slightly increases again after 16 GHz. This character of the frequency dependence of EMP absorption is inherent in the spinel group of ferrites. The extreme values of the reflection coefficient for the ferrite grade 6000 NM1 are slightly higher than for other grades. For Ni–Zn–ferrite 600 NN, the observed reflection maxima on the frequency dependence curve correspond to the ranges of 13–14 GHz and 16–17 GHz with an amplitude of –5 to –23 dB (Fig. 4d). The entire spinel group of ferrites is characterized by the presence of two extremums in the region of increased absorption (gentle maxima). The location of these extremums in Mn–Zn–ferrites corresponds to a narrow range of radiation wavelengths, and in Ni–Zn–ferrites – to a wider one (Fig. 4). Consequently, for a wide range of ferrite absorbers in the investigated wavelength range, the following dependences of the absorption capacity were revealed: • hexagonal ferrites have a fairly high level of absorption, while the absorption efficiency of barium-zinc ferrite is higher than that of barium-magnesium ferrite. Reflection coefficients of this structural group of ferrites can reach values of −10.0 ÷ −16.8 dB; • spinel ferrites, depending on the composition (grade), differ in absorption capacity from each other, but characteristic of most ferrites of this group both as a single-phase composition (lithium ferrite), and in the form of solid solutions (Ba–Zn, Ni–Zn, Mn– Zn–ferrites) is high absorption capacity (RC range is from −10 to −25 dB), wherein the highest absorption for the Mn–Zn–ferrite appears in the frequency range 13– 15 GHz, and for Ni–Zn ferrites, absorption maximums can appear both in this range and in the high-frequency range (16–17 GHz); • for the spinel group, maximums of the reflection coefficients (Ni–Zn, Mn–Zn, Li– ferrites) are shifted to higher frequencies compared to hexagonal ferrites (Ba–Zn, Ba–Mg–ferrites).

7 Conclusion Comparing the data obtained on the radio absorption capacity of the EMP of the studied types of ferrites with their structure and electromagnetic parameters, it can be assumed that the characteristic frequency dependence of the radio-absorbing properties of these materials caused by single mechanism for absorption of electromagnetic radiation. Some difference recorded in the transmission and reflection coefficients of different grades of ferrites is most likely due to the different nature of the magnetic phases of the materials, as well as the difference in the compositions and microstructure of the studied ferrites. Based on the experimental data obtained, to ensure broadband absorption of EMP in the microwave range, it is necessary to use composite fillers, consisting of both a combination of magnetic absorbers – ferrites of different physical nature, and other types of fillers in the form of carbonyl iron, discrete carbon fibers, etc. In this case, one should proceed from the individual characteristics of the absorption of each component of the composite and taking into account the technological possibilities of its preparation and methods of deposition on the substrate.

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References 1. Kozakova, Z., Kuˇritka, I., Babayan, V., Kazantseva, N., Pastorek, M.: Magnetic iron oxide nanoparticles for high frequency applications. IEEE Trans. Magn. 49, 995–999 (2013). https:// doi.org/10.1109/TMAG.2012.2228471 2. Lopatin, A.V., Kazantsev, Y.N., Kazantseva, N.E.: Radio absorbers based on magnetic polymer composites and frequency-selective surfaces. J. Commun. Technol. Electron. 53, 1114–1122 (2008). https://doi.org/10.1134/S1064226908090131 3. Pavlukhina, O., Sokolovskiy, V., Buchelnikov, V., Zagrebin, M.: Structural, magnetic and electronic properties of FeRhxPd1-x compounds: Ab initio study. Phys. B: Condens. Matter. 411882 (2020) https://doi.org/10.1016/j.physb.2019.411882 4. Miroshkina, O.N., et al.: Exchange-correlation corrections for electronic properties of halfmetallic co2fesi and nonmagnetic semiconductor CoFeTiAl. J. Appl. Phys. 17, 175108 (2020). https://doi.org/10.1063/5.0006201 5. Lutsev, L.V., Kazantseva, N.E., Tchmutin, I.A., Ryvkina, N.G., Kalinin, Y., Sitnikoff, A.V.: Dielectric and magnetic losses of microwave electromagnetic radiation in granular structures with ferromagnetic nanoparticles. J. Phys.: Condens. Matter 22, 3665–3681 (2003). https:// doi.org/10.1088/0953-8984/15/22/302 6. Shevchenko, V.G., Ponomarenko, A.T., Tchmutin, I.A., Ryvkina, N.G., Klason, C.: Electromagnetic properties of synthetic dielectrics from insulator-coated conducting fibers in polymeric matrix. Electromagnetics 2, 157–170 (1997). https://doi.org/10.1080/027263497 08908525 7. Aliev, A., et al.: Magnetocaloric effect and magnetization in a Ni–Mn–Ga Heusler alloy in the vicinity of magnetostructural transition. J. Magn. Magn. Mater. 2040–2042 (2004). https:// doi.org/10.1016/j.jmmm.2003.12.1363 8. Lysenko, A.V., Yurkov, N.K., Goryachev, N.B., Danilova, E.A., Lapshin, E.V.: An Adaptive vibration testing system of structural elements of radio-electronic equipment. International Seminar on Electron Devices Design and Production (SED). 2019, 1–4 (2019). https://doi. org/10.1109/SED.2019.8798422 9. Malyshev, A.V., Petrova, A.V., Surzhikov, A.P.: Effect of compressive mechanical stress on the magnetic properties of LiTiZn ferrite ceramics. Ceram. Int. 15521–15526 (2020). https:// doi.org/10.1016/j.ceramint.2020.03.098 10. Nikolaev, E.V., Lysenko, E.N., Surzhikov, A.P., Ghyngazov, S.A., Bordunov, S.V., Nikolaeva, S.A.: Dilatometric and kinetic analysis of sintering Li–Zn ferrite ceramics from milled reagents. J. Therm. Anal. Calorim. 142(5), 1783–1789 (2020). https://doi.org/10.1007/s10 973-020-10326-5 11. Surzhikov, A.P., et al.: XRD Analysis of ferrite ceramics with different heat treatment. Mater. Sci. Forum 970, 314–319 (2019). https://doi.org/10.4028/www.scientific.net/MSF.970.314

Technologies for Applying Current-Heat-Conducting Copper Coatings on Corundum Substrates Petr Pletnev1(B)

, Yuri Nepochatov2

, and Anastasia Denisova2

1 Siberian Transport University, Dusi Kovalchuk Str., 191, 630049 Novosibirsk, Russia 2 Keramik Engineering LLC, Krasny Prospekt, 220, 630049 Novosibirsk, Russia

Abstract. The paper is devoted to the development of technological processes for the deposition of copper current-heat-conducting coatings on corundum substrates made of ceramics of the VK-100 type using Almatis 1200 alumina modified with the addition of MgO. A number of technological modes of applying current-heatconducting coatings on corundum substrates are described, including the technology of coating by the method of molybdenum-manganese metallization and brazing; technology for joining copper foil with ceramics by thermomechanical loading on an activated metallized substrate; technology of direct connection of copper foil with corundum substrate (DBC - technology). It has been shown that high peel strength of a metallization layer based on Mo-Mn paste with corundum ceramics is achieved by using the technology of applying metallization in two layers, at that the first layer additionally contains titanium hydride, and the second layer additionally contains silicon and molybdenum oxide. Copper coating by thermomechanical loading on an activated metallized corundum substrate includes the following operations: applying an adhesive layer based on molybdenum and manganese and a layer of powdered copper on top and bottom of the ceramic substrate, applied by cold gas-dynamic spraying, followed by heat treatment. Reliable adhesion of copper foil to corundum ceramics using the DBC technology is due to the interaction of copper oxide with corundum with the formation of spinel in two forms CuAl2 O4 and CuAlO2 . The developed technological modes provide products with high performance properties in terms of adhesion reliability, electrical and thermal characteristics. Keywords: Current-heat-conducting copper coatings · Corundum substrates · Molybdenum-manganese metallization · Cold gas-dynamic spraying · DBC technology

1 Introduction Copper-coated corundum substrates in the electronic power module structure perform two functions: they isolate the current-carrying buses of the topological circuit and transfer the heat generated by the active elements to the heat sinks and radiators [1–3]. Since during installation of the circuit, the metallized substrate is subjected to repeated © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 294–303, 2022. https://doi.org/10.1007/978-3-030-96383-5_33

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heating up to 500–600 °C when soldering terminals, this element must have a high resistance to thermal shock. There are a number of fundamentally technological solutions for the deposition of copper coatings on a ceramic substrate, including the high-temperature method of MoMn – metallization of the substrate followed by vacuum soldering of the copper plate and the method of direct connection of copper foil with ceramics (DBC - technology) [4–7].

2 Research Methods X-ray phase and thermal analyzes, optical and electron microscopy, a technique for determining the strength of the separation of a copper coating from ceramics.

3 Research Results and Discussion The technology of applying copper coatings to corundum substrates by metallization and soldering. Corundum substrates with geometrical dimensions 30 × 30 × 0.38 mm were made by tape casting on a base [6] made of ceramics of the VK-100 type using Almatis 1200 alumina modified with the addition of MgO. The technological operation of cleaning the substrates using this technology provided for peroxide-ammonia treatment in H2 O:H2 O2 :NH4 OH solution at a ratio of components as 3: 1: 1 for 10 min at a temperature 600 °C followed by washing in a three-stage water bath and boiling for five minutes in isopropyl alcohol for drying. The standardized composition of Mo-Mn - paste includes the following reagents as the main initial components at a ratio, wt.% [7, 8]: powdered metal powder (TU 48– 19-316–80) molybdenum - 80; manganese powder (GOST 16698.1–93) - 20; silicon (GOST2169–69) - 5 over 100%. To obtain a reliable metallization coating with high-corundum ceramics and achieve a high value of the peel strength of ceramics with metal, technological modes were investigated and a number of Mo-Mn paste compositions containing titanium hydride, silicon and molybdenum oxide were designed [4]. Several options of technology and compositions of metalizing pastes were experimentally investigated, the content of which included the following: • Option 1. At the first stage, after cleaning the substrates, the ceramic surface was prepared: etching in 60% nitric acid for 5 min, followed by rinsing in deionized water and calcining at a temperature 1350 °C within 30 min. A first 35–40 μm thick layer of molybdenum-manganese paste containing titanium hydride was applied to the prepared ceramic surface with the following ratio of components in wt.%: Mo-70; Mn-15; TiH2–15. The layer was dried at a temperature 180 °C in air and firing at temperature 1380 °C for 2 h in a hydrogen environment. Then the second layer of paste with a thickness of 35–40 μm, having the composition Mo-66; Mn-21; Si-7; MoO3 –6 wt.% was applied. The processes of drying and firing the second layer were carried out in the same modes as for the first layer. After that, a galvanic coating with nickel with a thickness of 4 ± 1 μm was carried out and its sintering at a temperature 850 °C for 15 min.

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• Option 2. The first layer of 35–40 μm thick Mo-Mn paste containing titanium hydride in a reduced amount was applied to the prepared surface of the substrates, with the following ratio of components: Mo-90; Mn-5; TiH2–5 wt.%. Drying the layer at a temperature of 180 °C in air and firing at a temperature of 1380 °C in hydrogen for 2 h. Drying the layer at a temperature of 180 °C in air and firing at a temperature of 1380 °C in hydrogen for 2 h. The second layer of paste with an increased content of molybdenum and a thickness of 35–40 μm had the Mo-Mn-Si-MoO3 components composition, in a ratio of 77–14-3–6 wt.%. After drying, the firing of the second layer was carried out at a temperature of 1400 °C for 2 h in hydrogen. • Option 3. The first layer of metallization paste 35–40 μm thick was applied to the prepared surface of the substrates with the following ratio of components: Mo–80; Mn–10; TiH2–10 wt.%. Drying the first layer at 180 °C in air and firing at 1400 °C in hydrogen for 2 h. The second layer of paste 35–40 μm thick, had a Mo-Mn-Si-MoO3 composition of components, in the ratio 72–17-6–5 wt.%. The firing of the second layer was carried out at a temperature of 1400 °C for 2 h in hydrogen. • Option 4. The first layer of 35–40 μm thick Mo-Mn paste containing titanium hydride with the following ratio of components was applied to the prepared surface of the substrates: Mo–95; Mn–2,5; TiH2–2,5 wt.%. Drying of the layer was carried out at a temperature of 180 °C in air and firing at a temperature of 1380 °C in hydrogen for 2 h. The second layer of paste 35–40 μm thick, had a Mo-Mn-Si-MoO3 composition of components, taken in the ratio 77–14-3–6 wt.%. The burning of the second layer was carried out in the same way at a temperature of 1380 °C for 2 h in hydrogen. • Option 5. On the prepared surface of the substrates, the first layer of 35–40 μm thick Mo-Mn paste, containing titanium hydride, with the following ratio of components: Mo–80; Mn–10; TiH2–10 wt.%. The second layer of paste 35–40 μm thick, had a MoMn-Si-MoO3 composition of components in the ratio 80–15-2–3 wt.%. The modes of firing the first and second layers were carried out separately at a temperature of 1380 °C for 2 h in hydrogen. The experimental results of samples options 1–3 had cohesive separation over ceramics, which indicates the formation of reliable adhesion of the metallization coating with high-corundum ceramics. Samples of options 4 and 5 had low peel strength values. Compositions of pastes of metallization layers that go beyond the established ratios of components do not provide reliable adhesion of high-corundum ceramics to the metallization layer.

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Thus, a high peel strength of a metallization layer based on Mo-Mn paste with VK-100 high-corundum ceramics is achieved by using the technology of applying metallization in two layers, wherein the first layer additionally contains titanium hydride, and the second layer additionally contains silicon and molybdenum oxide, while the applied layers are fired, followed by electroplating with nickel. The composition of the pastes should have the following ratio of components (Table 1): Table 1. Preferred component composition of metallization layers for corundum ceramics of the VK-100 type. Layer

Components, wt.% Molybdenum

Manganese

Titanium hydride

Silicon

Molybdenum oxide

First

70 ÷ 90

5 ÷ 15

15 ÷ 5

–

–

Second

66 ÷ 77

14 ÷ 21

–

3÷7

5÷6

The firing of metallization layers having a thickness of 35–40 μ is carried out separately or simultaneously at a temperature of 1380–1400 °C in humidified hydrogen for two hours. The soldering process with PSR-72 grade solder or MB grade copper solder was carried out in a vacuum furnace (P = 2 × 10 − 2 mmHg), according to the established mode, which ensured uniform heating of the products to be joined without deformation, with simultaneous melting and high adhesion of the solder along the metallization layer. The brazed joints were characterized by cleanliness, high strength and corrosion resistance (Table 2). Table 2. Properties of copper coating on corundum substrates. Properties

Value

Copper coating thickness, microns

300–400

Thickness deviation, %

± 0.3

The area of connection of the coating with ceramics, %, not less than

95

Roughness of the coating surface, Rz

1.25

Force on separation of copper coating from ceramics, MPa, not less than

100

Specific electrical resistance, ρ·106 , Ohm·cm

1.5

Copper coating by thermomechanical loading method on an activated metallized corundum substrate. Activation of the physicochemical interaction of the refractory metallization layer with corundum ceramics, which does not contain a glass phase in its structure, is possible to carry out using the technology of cold gas-dynamic spraying of powdered copper on the burned-in Mo-Mn – a layer and subsequent adhesion of the

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copper foil with the deposited metallization layer of the substrate by thermomechanical loading in a special mandrel. This technology is based on three main operations: deposition and burning-in of MoMn – layer on a ceramic substrate, the creation of a second layer of powdered copper by cold gas-dynamic spraying [9] and the connection of copper foil with adhesive layers on ceramics by the method of thermomechanical loading [10]. The technological and constructive essence of the method is as follows: an adhesive layer based on molybdenum and manganese is applied to the ceramic substrate from above and below and burned at a temperature of 1320–1350 °C in an atmosphere of humidified hydrogen, then by the method of cold gas-dynamic spraying, a layer of powdered copper grade PMS-1 is applied and annealed at a temperature of 900–1100 °C in vacuum. After that, plates of copper foil with a thickness of 100–700 μ are placed on the prepared metallized surface of the substrate and thermomechanical loading is performed at a temperature of 850–1000 °C and a pressure of 7–10 MPa in the same medium. The experiments carried out to develop this variant of the technology for applying copper coatings on corundum substrates were as follows: The surfaces of corundum substrates were cleaned and layers of metallization paste 20–30 μ thick, consisting of Mo and Mn metal powders in a ratio (wt%) of 4: 1, were applied to them, after that the deposited layers were burned-in in a furnace (medium humidified hydrogen) at temperature 1320 °C. At the second stage of the technology, using a cold gas-dynamic spraying unit, powdered copper with a particle size of 40 μ was introduced into the formed high-speed air flow using dispenser, providing the required particle providing the required particle flow density. The accelerated particles introduced into the flow form a gas-powder mixture, which was directed onto a ceramic substrate with a burned-in layer of Mo-Mn - composition, while a copper layer 300–1000 μ thick was formed. At the third stage, the substrates with the obtained layers were placed in a fixing mandrel, clamped, creating a pressure of 7–10 MPa between the base and the plate. The mandrel with the product was placed in a vacuum oven, heated to a temperature of 900 °C and held for 60 min. Due to the action of mechanical pressure and high temperature, compaction and adhesion took place, both between copper particles and between a layer of powdered copper and a metallization layer of Mo-Mn - composition. Copper foil is preliminarily subjected to annealing in vacuum at a temperature of 700 °C for 30 min, followed by straightening and chemical oxidation to CuO in solutions of hydrogen peroxide with alkalis. The physicochemical interaction during the deposition of adhesive layers (Mo-Mn is a metallization layer, a copper layer deposited by the cold gas-dynamic spraying method and a copper foil) on a corundum substrate can be interpreted as follows. In the process of collisions of copper particles accelerated by the cold gas-dynamic spraying method with a metallized ceramic substrate, cold spraying is realized, i.e. particles of plastically deformed copper are fixed on the substrate at a temperature significantly lower than their melting point, forming a copper layer of 300–1000 μ with increased values of density and adhesion. It is important that the observed limited heating of the copper particles and the ceramic substrate eliminates the effects of high-temperature oxidation, evaporation, melting, crystallization, and gas evolution. In the process of heat treatment at

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900–1100 °C of powdered copper, the copper layer melts and compresses and the copper melt penetrates into the pore space (closed capillary porosity of 7–8%) between the grains of the molybdenum frame with the presence of an intergranular substance of nonmetallic composition (glass phase of the metallization layer and aluminum- manganese spinel). In this case, when the adhesion layer (molybdenum - manganese composition) contacts molten copper, the intergranular substance is partially displaced from the molybdenum framework by copper. At a temperature of 900–1100 °C, copper forms an active melt with manganese, which contributes to the creation of a strong connection of the metallization layer with ceramics and an increase in the heat resistance of the product as a whole. The formation of an aluminum-manganese spinel during the interaction of manganese oxide with ceramics and an active melt of copper with manganese allows relief of maximum stresses, arising at the ceramics - metal interface, and thereby ensure high values of the bond strength of the deposited copper coating of ceramics and increase the thermomechanical strength and reliability of the product. Studies have shown that the metallization of ceramics according to the proposed technology with molybdenum-manganese composition followed by sputtering of powdered copper by the cold gas-dynamic spraying method can withstand more than 60 cycles without destruction at 20–600-20 °C. The high thermal conductivity and electrical conductivity of the resulting product with an electrically conductive layer improve not only the thermal characteristics of electronic power modules, but also obtain higher values of the permissible current density and dissipated power of semiconductor devices. The Technology of Applying a Current - Heat-Conducting Copper Coating on Corundum Substrates by the Method of Direct Bonding (DBC-Technology) Along with the above-mentioned technological methods of applying conductive coatings on ceramics, the so-called direct bonding method (DBC-technology) deserves special attention. The physical and chemical foundations of this method of joining ceramics with a metal coating are described in a number of works [8, 11, 12]. Before applying the coating, it is necessary to prepare the surfaces of the dissimilar materials to be joined in a certain way in order to ensure the flow of physicochemical processes when the composition is heated with the formation of strong, reliable bonds in the corundum-copper system. An important operation in the DBC technology is the surface preparation of the ceramic substrate. In this paper, we used substrates made of alumina ceramics of the VK-100 type with roughness of class 10 and 13 (polished surface up to Ra = 0.02 μm), obtained by tape casting [6, 8]. The technological preparation of the copper foil consisted of the following operations: cutting, annealing, straightening, one-sided oxidation to the CuO compound. When oxidizing the surface of M00b copper foil, it is necessary to obtain a dense and homogeneous CuO monolayer with a content of at least 95%, while the oxide monolayer must be stable and have high adhesion to the copper foil. The formation of a CuO monolayer on the surface of a copper foil is possible in solutions of peroxide with alkalis. We have tested a number of solutions (Table 3) of hydrogen peroxide with granular sodium hydroxide.

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Of the approved solutions for the chemical oxidation of copper, solution 1 turned out to be the most effectiveIn 5 min of oxidation, a uniform homogeneous monolayer of CuO with a thickness of up to 7 μm with high adhesion to copper foil was obtained. Table 3. Compositions of solutions for the chemical oxidation of copper foil. Solutions

Number of components in solution Hydrogen peroxide 3%, ml (H2 O2 ; GOST 177–88)

Hydrogen peroxide 10%, ml (H2 O2 ; GOST 177–88)

Sodium hydroxide, g (NaOH; GOST 4328–77)

Distilled water (H2 O), ml

–

40

100

1

100

2

100

–

20

100

3

–

100

40

100

4

–

100

20

100

Chemical analysis on a JEOL JPS-9200 photoelectron spectrometer showed that the oxidized copper layer obtained using solution 1 is CuO and does not have any impurities of other oxides. Experiments on the preparation of samples of ceramic substrates with copper coatings using the DBC technology were carried out using a vacuum electric furnace of the SNVE1.3.1–20 type. At that, corundum substrates with a size of 30 × 29 mm and a thickness of 1 mm were used. To carry out the process of adhesive interaction of oxidized copper foil with a ceramic substrate during heating, technological tooling was used. The tooling was made of steel grade 15 × 28 (GOST 5632–73), which practically does not oxidize or evaporate at a temperature of 1000 °C. A schematic arrangement of the substrate with foil in the tooling is shown in Fig. 1. To exclude the interaction of the copper foil with the tooling at a temperature close to 1075 °C, a refractory spray of boron nitride (BN) was used. Upper part of tooling Levelling pins

Bottom part of tooling

Boron nitride powder (BN) Cooper foil with oxidized side Ceramic substrate

Fig. 1. Scheme of laying the foil and substrate blanks into the tooling using DBC technology.

According to the CuO-Al2 O3 system state diagram when heated above 600ºC, the formation of aluminum-copper spinel (CuAl2 O4 ) is observed. When the mass ratio CuO:Al2 O3 = 1:1 changes in the direction of increasing copper oxide and a simultaneous

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increase in temperature over 1000 °C, compounds of the type CuAlO2 and Cu2 O can form. The predominance of the Al2 O3 content in the mixture provides, starting from 600 °C and up to a temperature of 1171 °C, the presence of two phases of aluminum oxide and copper spinel. The DSC curve of the thermogram of oxidized copper obtained in air medium shows endothermic effect in the temperature range 1052–1075 °C with a maximum at 1068 °C, which is associated with a phase transition (the appearance of a melt). There is a slight increase in mass. Presumably, the connection of copper with alumina ceramics occurs due to the interaction of the copper foil surface oxidized to CuO with corundum with the formation of copper aluminates. Taking into account the data of the state diagram of the CuO-Al2 O3 system and thermal analysis of oxidized copper, the temperature regime of heating was selected in a vacuum furnace of the SNVE type, in which experiments were carried out to obtain a compound of copper with ceramics using the DBC technology, included a step-by-step change in pressure and temperature: first, air was pumped out of the furnace to a pressure of 2 × 10–2 mm Hg, heating to 960 °C was carried out at a rate of 5 deg/min at this stage, according to the phase diagram, an aluminum-copper spinel should be formed. A further increase in the temperature of 1072 °C was carried out at a lower rate (1 deg/min), while the vacuum in the furnace was increased to a value of 7 × 10 − 4 mm Hg. This regime facilitated the transition of CuO to Cu2 O, formation of copper aluminate (CuAlO2 ) and eutectic melt of copper (Cu-CuO/Cu-Cu2 O). After 5 h of heating, the mode reaches the temperature – 1072 °C. For complete heating of the system (prototype-tooling-load) at maximum temperature (1072 °C) holding was carried out for 5 min, after which the furnace was naturally cooled within 7 h to a temperature of 100 °C. When the temperature in the furnace reached 100 °C, air was blown into the chamber. Figure 2 shows the diffraction pattern of the transition layer between ceramic and copper. The main diffraction maximums in the diffractogram belong to copper and corundum. Deciphering the diffraction pattern of the transition layer showed that, in addition to copper and corundum, it contains copper aluminates (CuAlO2 , CuAl2 O4 ), as well as copper oxides of the Cu2 O, and Cu4 O3 types. The obtained positive result can be interpreted as follows. Starting with a temperature of 600 °C, a solid-phase formation of aluminum-copper spinel takes place at the interface of the oxidized copper monolayer with the corundum substrate. Rise of temperature till 900 °C (beginning of the endothermic effect according to DSC) promotes the appearance of a eutectic melt of copper due to the partial transformation of CuO into Cu2 O and the creation of eutectic mixture of Cu-Cu2 O-CuO composition. The appearance of the melt improves the wetting of the polished surface of the corundum ceramic and thus activates the formation of copper aluminates. Simultaneous existence of different phases of CuAl2 O4 , CuAlO2 , Cu4 O3 and Cu2 O in the transition copper-ceramic layer indicate that in the temperature range 1026–1066 °C at a low oxygen concentration at the contact boundary of a dissimilar pair, a composite of a complex composition is formed. The microstructure of the metal-ceramic composition (transition layer) formed in the process of thermal and mechanical action between the ceramic and the copper foil is represented by grains of corundum, copper and copper aluminate crystals in two forms CuAl2 O4 and CuAlO2 . Copper aluminates are the main bonding element of ceramics

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a·Al2O3 CuAlO2, PDF #40-1037 CuAl2O4, PDF #33-0448 Cu4O3, PDF #33-0480 Cu2O, PDF #06-0667

20

30

40

50

2e, degrees

Fig. 2. Diffractogram of the transition layer between copper and corundum ceramic.

and copper sheets. Along with the main phases in the place of separation of the copper coating from the ceramic, copper compounds are fixed in small amounts in the forms of CuAlO2 , Cu4 O3 , Cu2 O, at the same time, copper oxide - CuO is not found in the transition layer. The interaction of copper oxide with corundum with the formation of spinel in two forms CuAl2 O4 and CuAlO2 provides reliable fixation of the copper coating on corundum substrates (Table 4). Table 4. Electrical resistance and peel strength of copper coating on VK-100 type corundum ceramics. Attribute

Measurement results

Electrical resistance of copper coating: a) Full, Ohm

8.97

b) Specific, (10−6 ·cm)

1.95

Electrical resistance of copper foil M0b with a thickness of 300 μ: a) Full, Ohm

8.50

b) Specific, (10−6 ·cm)

1.84

Peel strength of copper coating, MPa a) Initial state

5.8

b) After 10 thermal cycles

5.2

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References 1. Liu, G., Zhong, X., Xing, Y., Li, T., Pan, W.: Surface resistivity and bonding strength of atmosphere plasma sprayed copper-coated alumina substrate. J. Am. Ceram. Soc. 104, 1193– 1197 (2021). https://doi.org/10.1111/jace.17522 2. Wang, M., Shan, Y., Mei, Y., Li, Y., Lu, G.: Processing and characterization of die-attach on uncoated copper by pressure-less silver sintering and low-pressure-assisted copper sintering. In: 2019 International Conference on Electronics Packaging ICEP, pp. 1–4 (2019). https:// doi.org/10.23919/ICEP.2019.8733553 3. Enquebecq, O., Graton, S., Fouvry, E., Rubiola, J., Legrand, J., Petit, L.: Effect of fretting wear of connectors regarding phase noise of RF signal: influence of sliding amplitude and gold coating thickness. In: 2017 IEEE Holm Conference on Electrical Contacts, pp. 19–25 (2017). https://doi.org/10.1109/HOLM.2017.8088058 4. Stoll, T., Kirstein, M., Franke, J.: A novel approach of copper-ceramic-joints manufactured by selective laser melting. In: Proc. SPIE 11101, Material Technologies and Applications to Optics, Structures, Components, and Sub-Systems IV 1110109 (2019) https://doi.org/10. 1117/12.2529422 5. Ikeshoji, T.-T., Nakamura, K., Yonehara, M., Imai, K., Kyogoku, H.: Selective laser melting of pure copper. JOM 70(3), 396–400 (2017). https://doi.org/10.1007/s11837-017-2695-x 6. Frazier, W.E.: Metal additive manufacturing: a review. J. Mater. Eng. Perform. 23(6), 1917– 1928 (2014). https://doi.org/10.1007/s11665-014-0958-z 7. de Groh, H.C., Ellis, D.L., Loewenthal, W.S.: Comparison of GRCop-84 to other Cu alloys with high thermal conductivities. J. Mater. Eng. Perform. 17(4), 594–606 (2007). https://doi. org/10.1007/s11665-007-9175-3 8. Fernie, J.A., Drew, R.A.L., Knowles, K.M.: Joining of engineering ceramics. Int. Mater. Rev. 54(5), 283–331 (2009). https://doi.org/10.1179/174328009X461078 9. Hlina, J., Reboun, J., Hamacek, A.: Study of copper thick film metallization on aluminum nitride. Scripta Mater. 176, 23–27 (2020). https://doi.org/10.1016/j.scriptamat.2019.09.029 10. Lee, S.-K., Tuan, W.-H., Wu, Y.-Y., Shih, S.-J.: Microstructure-thermal properties of Cu/Al2 O3 bilayer prepared by direct bonding. J. Eur. Ceram. Soc. 33(2), 277–285 (2013). https://doi.org/10.1016/j.jeurceramsoc.2012.09.015 11. Burgess, J.F., Neugebauer, C.A., Flanagan, G.: Direct bonding of metals to ceramics by the gas–metal eutectic method. J. Eletrochem. Soc. 122(5), 688–690 (1975). https://doi.org/10. 1149/1.2134293 12. Schulz-Harder, J.: DBC substrates as a base for power MCM’s. In: Proceedings of 3rd Electronics Packaging Technology Conference EPTC 2000, pp. 315–320 (2000). https://doi.org/ 10.1109/EPTC.2000.906393

Research of Statistical Uncertainties in Measuring the Mass of a Car in Motion Under Repeatability Conditions Sergey Bekher1(B)

, Andrey Benin2

, and Ivan Yaitskov3

1 Siberian Transport University, Dusi Kovalchuk Street, 191, Novosibirsk 630049, Russia 2 Emperor Alexander I St. Petersburg State Transport University,

Moskovskiy Avenue 9, St. Petersburg 190031, Russia 3 Rostov State Transport University, Rostovskogo Strelkovogo Polka Narodnogo Opolcheniya

Square, 2, Rostov-on-Don 344038, Russia

Abstract. The introduction of automated monitoring systems for the mass of rolling stock on the railway network of the Russian Federation allows organizing effective interaction between the infrastructure owner and the carrier, owners of rolling stock, shipper and consignee. At the same time, the problem of comparability of weighing results by the shipper on static scales and the owner of the infrastructure in the course of the train is relevant. The aim of the research is to estimate the random component of the error of mass measurement and its distribution between the axes of the car in motion using floor strain-gauge complexes under conditions of repeatability and reproducibility. On the test ring, a section of strain measurement control of cars in motion is equipped on the basis of the Dynamica-3 t strain measurement complex. To avoid the effect of lateral bending and vertical deflection of the rail on the results of mass measurements, the sum of deformations on opposite sides of the rail neck near the neutral plane was calculated, and algorithms for temporal filtering of primary signals were used to increase measurement accuracy. Measurements were made of the test train mass, which includes both standard gondola cars with an axial load of 23.5 t/axle (230 kN) and innovative ones with 25 t/axle (245 kN). Statistical distributions of the weight of cars in the train are built up and their parameters are calculated, which can be used to assess uncertainties of dynamic measurements of mass of the cars in motion. Keywords: Measurement uncertainty · Car mass · Measurement in motion · Dynamic tensometry · Strain-gauge system

1 Introduction The introduction of automated mass monitoring systems [1, 2] of rolling stock on the railway network of the Russian Federation switches the relationship between the infrastructure owner, carrier, owners of rolling stock, shipper and consignee over to a more “civilized” level. Using floor weight-measuring complexes makes it possible to effectively apply a flexible billing system, to prevent rolling stock with overloading on the © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 304–312, 2022. https://doi.org/10.1007/978-3-030-96383-5_34

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common use pathway, which has a negative impact on the technical condition of the infrastructure [3] and on the rolling stock [4]. In the Russian Federation, the national system for measuring the mass of rolling stock is determined by the requirements of interstate and national standards and the orders of Russian Railways. Existing weight measuring complexes are divided into two main classes: car scales for static weighing and for weighing in motion [5]. At the same time, one of the most fundamental issues was and remains the issue of comparability of the results of weighing by the shipper on static scales, and the owner of the infrastructure performed on dynamic scales. The weight measurement procedure is related to the implementation of trade operations and therefore falls within the sphere of government regulation. Under these conditions, the task of estimating uncertainty in the conditions of repeatability of mass measurements on dynamic weights is relevant. The purpose of the research is to assess the random component of the error of measuring mass and its distribution between the axes of the car in motion using floor strain-gauge complexes in repeatability conditions.

2 Methods and Means of Research On the test ring of JSC VNIIZHT, a section of tensometric control of cars in motion is equipped, the measuring part of which is the Dynamica-3 tensometric complex [6] (FSUE SibNIA, STU, Novosibirsk). The main metrological characteristics of the complex are given in Table 1. Wire strain gauges of PKS-19 type are glued on the rail neck, oriented for measurement of vertical strains εz (Fig. 1). Strain gauges are located in the neck area with the smallest thickness at the height from the sole h = 84 mm above the centers of sleepers and in the middle of the inter-sleeper box. Position of strain gauges along rail height near its neutral plane allows reducing effects of vertical deflection of rail on signals from strain gauges. In order to eliminate the obstructive factor of lateral bending on the results of the weight measurements, the Schlumpf method was used, in which symmetric deformations of the neck, defined as the half-sum of deformations measured on opposite sides of the rail, are informative signals [7]. Table 1. Main metrological characteristics of Dynamica-3 strain-gauge complex. Characteristic descriptions

Meanings

Number of measuring channels

32

Sampling rate, kHz

64

Least significant digit of ADC

0.5 × 10–6

Measuring range

±4 × 10–3

Mean quadratic deviation of equipment own noise

10–6

Tensor connection configuration

Ordinary resistance strain-gauge

Temporal dependence of vertical symmetrical deformations of neck over sleepers (Fig. 2, a) is determined by the vertical forces from the wheel and the reaction forces

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Fig. 1. Layout of strain gauges on rail of track measuring section.

of the sleepers. Neck deformations measured between sleepers (Fig. 2, b) are connected only with vertical forces from the wheel to the rail. Signals from strain gauges located between sleepers make it possible to control sufficiently extended area of wheel sweep from 1.5 to 2.0 m, in which action of wheel with rolling surface defect causes signal increment. All this makes it possible to detect and assess the danger of defects such as slit flat, shelling and built-up treads. On the other hand, the use of strain gauges above the sleepers to measure the average axial load and weight of the rolling stock is difficult due to the influence of the forces of the sleeper reactions, which directly depend on the rigidity and non-linearity of the under-rail base, the dynamics of the adjacent wheel motion. These interfering factors distort the amplitude of the peak component of the deformations (Fig. 2, a) and thereby make a significant contribution of up to 20% to the measurement error of the average axial load. Symmetrical deformations of the rail neck between sleepers due to the small extent of the sensitivity area (less than 0.2 m) are not applicable for flaw detection purposes, but have a substantial advantage in determining the weight of the rolling stock. The coefficient of proportionality of forces and deformations depends only on the rail geometry, it is practically not influenced by the state of the under-rail base and dynamic forces from neighboring wheelsets. Use of temporal filtering algorithms proposed in works [8] allows to compensate for shortcomings of the train weight measurement circuit with strain gauges located above sleepers. Approximating the low-frequency component of the signal by a fourth-degree polynomial (Fig. 2, a) and subtracting it from the signal make it possible to exclude the influence of the reaction force of the sleeper on the impulse component associated with the wheel passing and to bring the signal into view (Fig. 2, b). The work used software developed at STU, which allows using signals from strain gauges to determine the speed of the wheel on the rail, the peak values of symmetric deformations of the rail neck, subtracting the low-frequency component of the signal associated with the influence of the under-rail base, and using the proportionality coefficients determined at the calibration stage, to calculate the value of the weight

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per wheelset. Calibration was carried out using a specialized hydraulic loading device installed under the car and reproducing the vertical load on the rail head up to 200 kN. Calibration was carried out using a specialized hydraulic loading device installed under the car and reproducing a vertical load on the rail head up to 200 kN. The calibration device and technique, including dynamic one using impact action, are described in detail in [9].

Fig. 2. Temporal dependence of relative symmetric deformations recorded by strain gauges located above sleeper middle (a) and gap center between sleepers (b).

3 Research Results The test train consisted of both standard gondola cars with an axle load of 23.5 t/axle (230 kN) and 25 t/axle (245 kN), and innovative ones with an axle load of 27 t/axle (265 kN). The train made 70 passes along the test ring; for each pass the values of the forces from each wheelset, bogies and carriage were obtained. The distribution of forces from the wheelsets to the rails is satisfactorily described by the normal distribution law. For three wheelsets with different axle loads of 174, 214 and 269 kN, the distributions of the number of passes according to the measured axle load are shown in Fig. 3. The mean quadratic deviation (MQD) for all passages is from 2.0 to 3.0% of the average value. According to χ2 Pearson’s concurrence criterion, the distributions given in Fig. 3 are described by a normal distribution law with a significance level of 5%. The χ2 values for the distributions in Fig. 3 (from left to right) are equal to 2.8, 5.5 and 1.6 and do not exceed the χ2 quantiles of the distribution equal to 7.82, 5.99 and 5.99 for a probability of 0.95 and degrees of freedom 3, 2 and 2. Violation of the normal law of distribution is typical for wheelsets, on the rolling surface of which there are defects [10, 11] and, therefore, there is a non-zero probability of a defective section of the wheelset hitting the sensitivity area of the strain gauge. In this case, the MQD of the result of measuring the force from the wheel, which in absolute value reaches 53 kN or 22% of the force average value, is significantly increased. For a wheel with several 20 to 30 mm shellings evenly distributed in the wheel rolling circle, a ‘blur’ of distribution of the number of tests in both directions is observed (Fig. 4). With an average value of 269 kN, the MQD reaches 40 kN, which corresponds to 15%. At the same time, forces with deviation from the average value of more than 40% are recorded in the test results.

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Fig. 3. Distribution of number of test results according to value of registered weight of flawless wheelsets.

Fig. 4. Distribution of number of test results by value of registered weight from wheelset with rolling surface defect.

Figure 5 shows the dependence of MQD on the force average value on the semilogarithmic scale. Separately highlighted are experimental data for wheelsets, on the surface of which defects in the rolling surface with a size along the circumference of the wheel of 10 to 50 mm were detected during visual inspection and in the process of tensometric control. The presence of a defect increases the ‘scattering’ of the measurement results by 3 to 7 times. The MQD over all flawless wheelsets has a weak correlation with an average force value with a correlation coefficient of 0.2. Linear regression was built up using the least

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squares method, the proportionality coefficient of which was 0.02 and the displacement was 1.86 kN. The total uncertainty of the force measurement result can be represented as two components: multiplicative 2% and additive 1.86 kN.

Fig. 5. MQD of weight measurement results for different values of average weight on semilogarithmic scale.

The effect on the speed weight measurements in the range of 20 to 65 km/h was estimated by the weight correlation coefficient measured at speeds of 20, 33, 51, 55 and 65 km/h. The linear regression coefficient of the dependence of the weight measured at different speeds on the results of weight measurements at a minimum speed of 20 km/h was calculated using the least squares method. The measurement results are shown in Table 2. The observed tendency to decrease the correlation coefficient from 0.92 to 0.88 with an increase in speed exceeds by more than 7 times the mean quadratic deviation of the correlation coefficient 0.004 kN, calculated for a constant speed by 20 measurements. In the proportionality coefficient, there is no statistically significant downward trend, despite its decrease from 0.91 to 0.88 at a speed of 65 km/h, this variation is within two MQDs equal to 0.015 kN. Table 2. Correlation coefficient and proportionality coefficient of weight measured at different speeds relative to weight measured at minimum speed. Speed, km/h

20

33

51

55

65

Correlation coefficient

0.92

0.89

0.90

0.89

0.88

Proportionality coefficient

0.91

0.91

0.90

0.88

0.88

Given the weak link indicating the absence of regularity, uncertainty of force measuring with its average value and train speed, statistical processing of the MQD of the force for each test train wheelset was carried out, which in turn were considered as random values with an average meaning of 6.23 kN and 2.5 kN of MQD. The distribution of axles of wheelsets according to the value of MQD (Fig. 6) is approximated by

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the distribution χ2 with the number of freedom degrees k = 19 and the proportionality coefficient a = 3.3. The most probable MQD value of the force is 5.25 kN, the lower and upper confidence limits with probability 0.95 are 3 and 9 kN, and with probability 0.99 are 2.3 and 10.8 kN, respectively.

Fig. 6. Distribution of axles number of rolling stock by MQD of results of vertical force multiple measurements in rolling surface defect absence.

Figure 7 shows the results of measuring the mass of the test train cars for all 70 passes along the measuring section of the track, the average values and confidence limits for the level 0.05. The overshoots observed in Fig. 7, in which confidence limits exceed 10 tons, are related to defects in the rolling surface of the wheels of cars with a longitudinal dimension along the rolling circle from 20 to 50 mm. All defects are permissible according to the current regulatory and technical documentation and may occur in operation. More than 96% of all measurements of the mass of cars with flawless wheelsets fall within the established confidence intervals. To assess the uncertainty of rolling stock mass measurements with confidence limits of 0.01 it is proposed to use a combination of the χ2 distribution for MQD and the normal distribution of the results of single force measurements. The confidence limits of the single measurement error P with probability P1 are determined by solving the equation:   P P1 =1− , (1) FN σ 2 wherein FN – integral function of normal distribution; σ – MQD of mass measuring, t; P1 – confidence probability. The MQD estimate of uncertainty can be expressed from (1) via the normal distribution quantile qN :   P1 P = σ · qN 1 − . (2) 2 In this case, the mean quadratic deviation σ is approximately described by the distribution χ2 : F(σ ) = Fχ2 (a · σ ,k),

(3)

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where in a = 0.062t −1 is proportionality coefficient and k = 19 is a number of freedom degrees determined from the experimental distribution shown in Fig. 6. The upper limit of the confidence interval of MQD σ with probability P2 is determined by the quantile of the qχ2 distribution: σP =

1 · q 2 (1 − P2 ,k). a χ

(4)

Confidence limits for the car mass uncertainty with the probability P = P1 · P2 are determined by substituting expression (4) in (2). For significance levels of 5, 1, and 0.5%, the confidence limits calculated by formula (4) are 3.8, 5.6, and 6.7 tons.

Fig. 7. Results of weight measurements of wagons from 76 tests, points are experimental data, red points are average meanings and uncertainty intervals at 0.05 level.

4 Main Conclusions The strain gauge method for controlling cars, based on measuring the dynamic forces arising in the wheel and rail system when the train passes along the measuring section, can be used to weigh cars in motion. The use of specialized algorithms for processing signals from strain gauges located above the sleepers provides, on the one hand, the detection of rolling surface defects by incrementing signals caused by the impact of a defective section of the wheel at distances from 0.1 to 1.5 m, and on the other hand, it eliminates the influence of the under-rail base and adjacent wheels for weighing results in motion. The presence on the rolling surface of wheelsets of defects of the types: slit flats and shellings, the dimensions of which do not exceed the maximum permissible, significantly increase the MQD of the results of measuring the axial load, so for flawless wheels MQD ranges from 4 to 7 kN, for wheels with rolling surface defects (20 to 50) mm MQD varies from 10 to 53 kN, which reaches 40% of the average axial load. Uncertainties in the results of measuring the weight of a car are weakly dependent on the speed of motion in the speed range from 20 to 65 km/h and on the average value of the measuring result. The results of measuring of axial load with a significance level of 0.05

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belong to the normal distribution. The standard deviation of the measuring results of the weight of each axle of the car is determined by the shape of the wheel and the dynamic characteristics of the running gear of the cars. It is shown that the standard deviation of the weight measured for different axes is a random variable and is satisfactorily described by the χ2 -distribution with 19 degrees of freedom. On the basis of the normal distribution law of the results of train mass single measurements and the experimental distribution of the standard deviation, estimates of the confidence limits of the results uncertainty of train mass measurements in the absence of rolling surface defects with dimensions greater than 10 mm are obtained. For a confidence level of 0.99, the mass uncertainty does not exceed 5.6 t, which is (5 to 6)% of the mass of a fully loaded car.

References 1. Mosleh, A., Costa, P.A., Calçada, R.: A new strategy to estimate static loads for the dynamic weighing in motion of railway vehicles. Proc. Institution Mech. Eng. Part F: J. Rail Rapid Transit 234(2), 183–200 (2020). https://doi.org/10.1177/0954409719838115 2. Onat, A., Kayaalp, B.T.: A novel methodology for dynamic weigh in motion system for railway vehicles with traction. IEEE Trans. Vehicular Technol. 68(I) 11, 8827300, 10545–10558 (2019). https://doi.org/10.1109/TVT.2019.2940011 3. Costa, B.-J.A., Martins, R., Santos, M., Felgueiras, C., Calçada, R.: Weighing-in-motion wireless system for sustainable railway transport. Energy Procedia. 136, 408–413 (2017). https://doi.org/10.1016/j.egypro.2017.10.260 4. Muravev, V.V., Tapkov, K.A., Lenkov, S.V.: In-production nondestructive testing of internal stresses in rails using acoustoelasticity method. Russ. J. Nondestr. Test. 55(1), 8–14 (2019). https://doi.org/10.1134/S1061830919010078 5. Steenbergen, M.J.M.M.: The role of the contact geometry in wheel–rail impact due to wheel flats: Part II. Veh. Syst. Dyn. 46(8), 713–737 (2008) 6. Stepanova, L.N., Kabanov, S.I., Bekher, S.A., Nikitenko, M.S.: Microprocessor multi-channel strain-gauge systems for dynamic tests of structures. Autom. Remote. Control. 74(5), 891–897 (2013). https://doi.org/10.1134/S0005117913050135 7. Sych, T., Kolomeets, A.: View Correspondence (jump link) Methods of determination of forces in the “wheel-rail” system. Matec. Web Conf. 216, 03009 (2018). https://doi.org/10. 1051/matecconf/20182160300 8. Bekher, S.A., Kolomeets, A.O.: Increasing the reliability of quality control of the wheels of freight cars in motion using digital data processing. Russ. J. Nondestr. Test. 51(3), 179–184 (2015). https://doi.org/10.1134/S1061830915030031 9. Bekher, S.A., Kolomeets, A.O.: Calibration methods of force control diagnostic system of a rolling stock on the run. J. Phys. Conf. Ser. 671(1), 012029 (2016). https://doi.org/10.1088/ 1742-6596/671/1/012029 10. Fröhling, R.D.: Wheel/rail interface management in heavy haul railway operations—applying science and technology. Veh. Syst. Dyn. 45(7–8), 649–677 (2007) 11. Li, Y., Zuo, M.J., Lin, J., Liu, J.: Fault detection method for railway wheel flat using an adaptive multiscale morphological filter. Mech. Syst. Signal. Process. 84, 642–658 (2017)

Analysis of Frequency and Time Characteristics of the Vibration Acceleration Signal of Traction Electric Motor of Motor Car Vladimir Vyplaven(B)

, Andrey Kolomeets , and Artem Popkov

Siberian Transport University, Dusi Kovalchuk Str., 191, Novosibirsk 630049, Russia

Abstract. Defects in traction electric motor components, such as gearing and rolling bearings, can lead to damage to the rolling stock, interruptions in movement and high repair costs to eliminate their consequences. The presence of eccentricity, destruction of the gear teeth, wear and damage of the bearing can be found in vibration acceleration signals received from an accelerometer installed on the gear box housing of the motor car. Results of analysis of the frequency and time characteristics of vibration acceleration recorded during operation of traction motor of motor car in depot during scheduled tests to exclude frequency components from interaction of wheel with rail are presented in the work. Theoretical analysis of frequency spectra is performed to identify harmonic vibrations caused by rotation of wheelset axis and impact interaction of gear teeth. The experiment was conducted using a developed mobile vibration measurement system with a sampling frequency of 8 kHz on each of the channels. The primary converter was installed on different sections of the motor-reduction unit. The analysis of the received signals was carried out using special developed software. Signal processing algorithms are based on spectral analysis carried out with the help of windowed Fourier transform and wavelet transforms visualized in the form of color maps - spectrograms. The Hamming window was used as a window function. The obtained spectral characteristics of the signals are correlated with the calculated ones, characteristic spectrograms are established at normal operation mode of the wheel reduction unit, criteria for detecting misalignment of the gear shaft and axis of the gear wheelset are proposed. Keywords: Spectral analysis · Vibration acceleration · Gear transmission · Fourier window transformation · Asynchronous electric motor

1 Introduction The failure-free operation of the traction system of the motor car largely affects the safety of the electric train. During operation of the car, the gear system is subjected to high loads, as a result of which the surface of the teeth is worn out, which can lead to cracks, fracture and jamming. Such damage can lead to a stop and therefore traffic interruptions, irreparable damage to the motor-reduction unit. To prevent non-production costs, an effective and reliable methods are needed to detect such defects in the gearboxes, including at the stages of development. © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 313–323, 2022. https://doi.org/10.1007/978-3-030-96383-5_35

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A direct way to detect faults in the engine unit is to disassemble the motor gear box and inspect it. Such a method requires decommissioning of the motor car, which requires significant time resources and material costs. To solve such problems, active and passive methods of non-destructive testing, such as strain-gauge [1, 2], acoustic emission [3], vibration [4] and others [5–7], have proved to be positive. These methods are widely used to control rolling stock and rail structures. One of the most commonly used methods is vibration control based on analysis of vibration acceleration signal spectra [8–10]. In the process of analysis with the help of fast Fourier transform or wavelet transform, amplitude-and-frequency characteristics of signals are examined [11–14]. The aim of the work is to develop software for the analysis of vibration acoustic signals arising in the gear transmission system of the motor car of the ER2R electric train during operation for the prompt detection of unacceptable defects.

2 Research Methods Windowed Fourier Transform. The signals received from the accelerometer are usually noisy and have interference over a wide frequency range. It is impossible to unambiguously identify each vibration source recorded by the accelerometer using such signals. To solve this problem, the Fast Fourier Transform (FFT) is widely used [15]. The transformation of the signal into the frequency spectrum allows obtaining more detailed information about the state of the system at an arbitrary moment in time. In the experiments carried out, the speed of wheelset rotation, and, consequently, the primary signals changed over time and, therefore, were significantly unsteady. The temporal dependence was taken into account by using the windowed Fourier transform [16]: STFTt =

N −1 

s(n) · ω(n − H · t) · e−jωn ,

(1)

n=0

wherein s(n) – time-domain signal component; ω(n−Ht) – windowed transform function with interval H; t – time index; N – source signal length. The essence of the transformation is the local application of the FFT and the product of the signal by the window function, with its subsequent displacement along the abscissa axis. The Hamming function with amplitude and offset equal to 0.5 was chosen as the window function. The advantage of this function is the effective suppression of the spectrum spreading effect, which determines its wide application in practice [17].

3 Measuring System and Experiment The experiment was carried out in a motor car depot in the process of diagnosis and repair of rolling stock during scheduled services and in operation in motion. Threeaxis accelerometers recorded the vibration accelerations of the gearbox housing of the asynchronous electric motor located in the motor carriage of the ER2R electric train (Fig. 1). The main source of vibration is the gear mechanism used to transmit torque from the engine to the wheelset. The reduction gear consists of a large gear wheel and a

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small pinion enclosed in a steel housing. The pinion is pressed on a shaft connected to the engine using an elastic coupling, and has 22 teeth. A large gear wheel with 75 teeth is attached to the axle of the wheelset, forming a fixed detachable connection with it. When transmitting rotation from the engine to the wheelset, the rotation speed decreases by 3.4 times. Reduction gearbox is fixed on the wheelset axle by two roller bearings with 14 rollers.

Fig. 1. Scheme of ER2P electric train reduction gear.

The measuring system of vibration diagnostic control includes an accelerometer sensor connected to an analog-to-digital converter (ADC) with a sampling rate of 8 kHz for each of 4 measuring channels. The ADC is connected to an Android-based mobile device via a USB interface (Fig. 2). The developed mobile software registers the data coming from the ADC, the speed and GPS coordinates of the rolling stock, writes them to a binary file for further analysis in the application on a stationary computer. The analysis was carried out using three accelerometer channels corresponding to vibrations in three mutually perpendicular directions, in accordance with Fig. 3.

Fig. 2. Measuring system consisting of accelerometer sensor (1), ADC (2) and mobile device with developed software (3).

Tests under depot conditions were carried out according to the following scheme. The wheelset was lifted by means of a jacking unit acting on the axle boxes until the

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wheels stopped contacting the rails. Accelerometer sensor was fixed on axle box (Fig. 3, a) and on reduction gearbox housing (Fig. 3, b). After starting the measurement process, the wheelset with a wheel diameter of 1050 mm was spun up using a standard engine to a speed of 200 to 300 rpm, and after removing the supply voltage from the engine, it gradually stopped due to internal friction forces. The received signals were processed by windowed Fourier transform algorithms to detect harmonic oscillations that are multiples of the rotation frequency of the wheelset axis and the gearbox shaft, associated with the shock interaction of the gear teeth, and the friction of the bearing rollers.

Fig. 3. Accelerometer position on axle box (a) and reduction gearbox housing (b).

4 Analysis of Measurement Results In the course of the experiment, the rotation speed of the large gear wheel and, therefore, of the wheelset axle was in the range from 180 rpm to 300 rpm (from 3 to 5 Hz), which corresponds to the train speed (32–54) km/h. Frequency of the signal component associated with interaction of the pinion teeth and the large gear is determined by product of axis rotation frequency by the number of its teeth [13]. For the engine, elastic coupling and pinion, the rotational speed is obviously determined by the gear ratio equal to the teeth number ratio: fpg = fa ·

Nbg , Nsg

(2)

wherein fsg – gear shaft speed, Hz; fa – wheelset axle rotation speed, Hz; Nbg – number of large gear teeth; Nsg – number of gear teeth. During the engine operation, bearings are subjected to significant dynamic load, as a result of which mechanical damage, fatigue and contact-fatigue defects, such as cracking, slabbing, weld-on deposits, slid flats, cracks and chipping, can form and develop in the bearings. The degree of influence of these defects on bearing vibrations can be estimated by the presence of characteristic frequencies in accelerometer signals arising during testing or operation. Frequencies of rollers action on external (3) and on internal rings

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(4), rotation speed of rollers (5) directly depend on dimensions of bearing elements, its configuration and rotation speed of axis [18].   1 rB BPFO = · NB · 1 − · cos(α) · fa (3) 2 rS   1 rB BPFI = · NB · 1 + · cos(α) · fa (4) 2 rS   rB2 1 rS 2 · 1 − 2 · cos (α) · fa (5) BSF = · 2 rB rS wherein NB – number of rollers; rB – roller radius, mm; rs – distance from rotation axis to roller center, mm; α – angle of roller contact with outer ring. The calculated frequency characteristics for the elements of the motor reduction unit are shown in Table 1 (Fig. 4). Table 1. Calculated values of gear transmission frequency characteristics. Frequency characteristics

Frequency value, Hz

Speed of wheelset axle rotation 3 to 5 Gear shaft rotation speed

10 to 17

Gearing frequency

225 to 375

BPFO

17 to 28

BPFI

25 to 42

BSF

13 to 22

When analyzing vibration acceleration signals obtained from an accelerometer, the signal of the first channel (Fig. 3) is selected as the analyzed signal, which corresponds to vertical vibration acceleration. The signals on all channels have the similar appearance, and the signal from the selected channel has the highest amplitude. Three stages of engine operation are uniquely identified in the graph. The first step involves starting and gradually increasing the speed, at the end of which the rotation speed of the axle of the wheelset was about 4 Hz. A more detailed acceleration schedule, at the moment of engine start, is shown in Fig. 5. Figure 5 (a), the beats appearing at a frequency of 8 Hz are visible, which is the second harmonic of the wheel speed caused by the eccentricity of the large gear wheel or a pinion [19]. The signal is considered in more detail in Fig. 5, b. Pulses (points A and B) occurring with a period of 4.5 ms coincide with the gearing frequency. Impacts occur between points A and B, resulting in a second harmonic. Due to the inconsistency of the tooth profiles associated with their natural wear, an alternating, intermittent contact occurs, which causes vibration and, therefore, the appearance of pulses at a frequency twice as high as the gearing frequency of the gear [20].

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Fig. 4. Graph of dependence of vertical vibration acceleration of geared motor unit from time since engine starting moment to its complete stop.

Fig. 5. Graph of dependence of vertical vibration acceleration of geared motor unit on time at engine starting moment (a) and illustration of frequencies occurring in it (b).

The graph of vertical vibrations of the geared motor unit at a constant wheel rotation speed of 5 Hz is given in Fig. 6. Run-outs occurring during engine operation (Fig. 6 (a)) are similar to run-outs during engine starting (Fig. 5, a). The run-out frequency increased in proportion to the engine speed, but also corresponds to the second harmonica of the wheel speed, which demonstrates a misalignment of the large gear wheel surface and the rotation axis in the geared motor unit (Fig. 7). At the same time gear wheel and the gear get closer and move away from each other twice in one period of wheel rotation. A frequency equal to the gear wheel engagement (270 Hz) and its second harmonic are also present in the signal (Fig. 6, b). The assumption of the uneven speed of the large gear wheel and its impacts on the gear teeth, observed in Fig. 5, b, can be traced only when a beat occurs in the signal (Fig. 6, b), which may indicate the position of the pinion and the large gear similar to Fig. 7, b). The signal between beats appears as the sine function with a frequency of 500 Hz, which indicates the position of the pinion and the large gear similar to Fig. 7, a). In the process of braking in the signal of vertical vibrations, beats appear at different intervals of time (Fig. 8, a), while the duration of the interval is not constant and varies in the range from 0.08 to 0.31 s. The non-stationary process of stopping the engine of the motor car does not allow uniquely identifying the causes of these beats. When scaling

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Fig. 6. Graph of dependence of vertical vibration acceleration of geared motor unit on time at constant engine speed (a) and illustration of frequencies occurring in it (b).

Fig. 7. Illustration of large gear shaft eccentricity.

the signal (Fig. 8, b), frequencies arising from collisions of the teeth of the large gear wheel and the pinion are visible. To analyze the frequency-and-time characteristics of the vertical vibration acceleration signal, a spectrogram (Fig. 9) was built using the Short-Time Fourier Transform method with a window width of 1.6 thousand points, which corresponds to revolution of one wheel at a speed of 5 Hz. The spectrogram identifies the processes of starting the engine, operating the engine at a constant speed and stopping it. When the engine is operating at the constant speed, the frequency 2f, equal to 350 to 500 Hz, has a maximum amplitude. On the spectrogram, frequencies of 700 to 800 Hz are traced. The occurrence of such frequencies is due to the backlash of junctions in the geared motor unit, the intrinsic frequencies of engine unit components or friction of the wheels against the brake pads.

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Fig. 8. Graph of dependence of vertical vibration acceleration of geared motor unit on time during engine shutdown (a) and illustration of frequencies occurring in it (b).

Fig. 9. Spectrogram of vertical vibration acceleration of geared motor unit.

Bearing failure frequencies are not traced on the spectrogram (Fig. 9), since the amplitude value of high frequencies is greater than the amplitude values of low frequencies. The low frequency domain was analyzed on a vibration velocity spectrogram. The transition from vibration acceleration to vibration velocity was achieved by dividing each frequency component by a circular frequency 2 · π · f . The vibration velocity spectrogram (Fig. 10) shows a low frequency (30 Hz), which appears during engine operation at a constant speed. It coincides with the friction frequency of the rolling body against the inner or outer ring. Physically, this corresponds to the number of rolling bodies passing through a given point in one turn of the wheel. The presence of this harmonic indicates a malfunction in the bearings of the gear motor unit.

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Fig. 10. Spectrogram of vertical vibration velocity of geared motor unit.

5 Conclusion The electric motor of the motor car of the ER2R electric train was tested in the motor car depot. The car was equipped with a vibration measurement system with a sampling rate of 8 kHz per channel. The value of the accelerometer calibration coefficient for the transition from relative values to acceleration was selected experimentally. The work considered the signal of vertical vibration acceleration. During the analysis, the signal was divided into three parts relative to the time axis: engine acceleration, engine operation at constant speed, engine deceleration and its stopping. Using the Short-Time Fourier transform, the frequency-and-time spectrum of the entire signal is obtained. The Hamming window was used as a windowed function. Frequencies occurring in the received signal were compared with theoretical frequencies occurring in the operation of the reduction gear. When the engine was started, the spectrum changed rapidly. After switching to a constant speed, the frequency (200 to 260) Hz and its harmonics appear. The maximum amplitude is the frequency (420 to 500) Hz. It is close to the gearing frequency (375 Hz) when the axis rotates at a frequency of 5 Hz. The real value of the frequency may deviate from the theoretical one, since during the experiment the axis rotation frequency could exceed the theoretical one by (1 to 1.7) Hz. The resulting harmonics were justified by the eccentricity of a large gear wheel or a pinion shaft, as well as the presence of backlash junctions in the geared motor unit. The patterns of vibrations in the engine shutdown process could not be described due to the transient process. The presence in the signal of the frequency of bearing rollers impact on the outer and inner rings indicates the presence of malfunctions. Vibration acceleration signals obtained during operation of the geared motor unit under operating conditions on the railway track will give information on frequencies occurring in bearings under dynamic load, which will increase the probability of detecting defects.

References 1. Kolomeets, A., Bekher, S.: Calibration methods of force control diagnostic system of a rolling stock on the run. J. Phys. Conf. Ser. 671, 012029 (2016). https://doi.org/10.1088/1742-6596/ 671/1/012029

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2. Stepanova, L.N., Kabanov, S.I., Bekher, S.A., Nikitenko, M.S.: Microprocessor multi-channel strain-gauge systems for dynamic tests of structures. Autom. Remote. Control. 74, 891–897 (2013). https://doi.org/10.1134/S0005117913050135 3. Stepanova, L.N., Grassman, S.A., Kabanov, S.I., Bobrov, A.L., Bekher, S., Bolchanov, A.A.: Acoustic-emission testing of solebars with boxlike cross sections. Russ. J. Nondestr. Test. 47, 158–163 (2011). https://doi.org/10.1134/S1061830911030090 4. Wang, Z., Cheng, Y., Allen, P., Yin, Z., Zou, D., Zhang, W.: Analysis of vibration and temperature on the axle box bearing of a high-speed train. Veh. Syst. Dyn. 58, 1605–1628 (2019). https://doi.org/10.1080/00423114.2019.1645340 5. Salzburger, H.J., Schuppmann, M., Wang, L., Gao, X.: In-motion ultrasonic testing of the tread of high-speed railway wheels using the inspection system AUROPA III. Insight: NonDestructive Testing and Condition Monitoring. 51, 370–372 (2009). https://doi.org/10.1784/ insi.2009.51.7.370 6. Brizuela, J., Ibañez, A., Nevado, P., Fritsch, C.: Railway wheels flat detector using doppler effect. Phys. Procedia 3, 811–817 (2010). https://doi.org/10.1016/j.phpro.2010.01.104 7. Yuen, K.K.: Novel application of a fibre optic-based train weigh-in-motion system in railway. HKIE Trans. Hong Kong Institut. Eng. 21, 272–280 (2014). https://doi.org/10.1080/102 3697X.2014.970752 8. Yuan, Z., Chen, X., Ma, L., Li, Q., Sun, S., Wei, Y.: A segmented load spectrum model for high-speed trains and its inflection stress as an indicator for line quality. Int. J. Fatigue 148, 106221 (2021). https://doi.org/10.1016/j.ijfatigue.2021.106221 9. Chen, Z., Zhai, W., Wang, K.: Locomotive dynamic performance under traction/braking conditions considering effect of gear transmissions. Veh. Syst. Dyn. 56, 1097–1117 (2017). https://doi.org/10.1080/00423114.2017.1406609 10. Wang, Z., Zhang, W., Yin, Z., Yao, C., Huang, G., Zou, H.: Effect of vehicle vibration environment of high-speed train on dynamic performance of axle box bearing. Veh. Syst. Dyn. 57, 543–563 (2018). https://doi.org/10.1080/00423114.2018.1473615 11. Liang, B., Iwnicki, S.D., Zhao, Y., Crosbee, D.: Railway wheel-flat and rail surface defect modelling and analysis by time–frequency techniques. Vehicle System Dynamics. 51, 1403– 1421 (2013). https://doi.org/10.1080/00423114.2013.804192 12. Murav’ev, V.V., Murav’ev, M.V., Bekher, S.A.: Condition loading effect upon informative parameters and spectrum of acoustic emission signals in carbon steel specimens. Defectoskopiya 7, 10–20 (2002) 13. Vernekar, K., Kumar, H., Gangadharan, K.V.: Gear Fault Detection Using Vibration Analysis and Continuous Wavelet Transform. Procedia Mat. Sci. 5, 1846–1852 (2014). https://doi.org/ 10.1016/j.mspro.2014.07.492 14. Murav’ev, V.V., Murav’ev, M.V., Bekher, S.A.: Effect of loading conditions on informative parameters and signal spectra of acoustic emission in samples of carbon steels. Russ. J. Nondestruct. Test. 38, 483–492 (2002). https://doi.org/10.1023/A:1022198003554 15. Cai, J., Li, X.: Gear Fault Diagnosis Based on Empirical Mode Decomposition and 1.5 Dimension Spectrum. Shock and Vibration 2016, 1–10 (2016). https://doi.org/10.1155/2016/ 5915762 16. Burdzik, R., Konieczny, L., Czech, P.: Influence of tire stiffness on acceleration of wheel in forced vibration test method. Vibroengineering Procedia 3, 219–223 (2014) 17. Boashash, B., Stevenson, N.J., Rankine, L.J.: Time-frequency methodologies in neurosciences. Time-Frequency Signal Analysis and Processing: A Comprehensive Reference, pp. 915–966 (2016). https://doi.org/10.1016/B978-0-12-398499-9.00016-9 18. Saruhan, H., Saridemir, S., Çiçe, A.: Vibration analysis of rolling element bearings defects. J. Appl. Res. Technol. 12, 384–395 (2014). https://doi.org/10.1016/S1665-6423(14)71620-7

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Determination of the Tightness of Bearing Rings of Axle Box Unit of Freight Car Bogie by the Method of Frequency Analysis of Free Vibrations Artem Popkov(B)

, Anna Ryzhova , and Vladimir Vyplaven

Siberian Transport University, Dusi Kovalchuk Street, 191, Novosibirsk 630049, Russia

Abstract. The destruction of the bearing ring of the axle box unit inevitably leads to the uncoupling of the car, which is the cause of time and material losses. The problem of determining the tightness of the bearing ring without removing it is urgent, its solution will improve the efficiency and reduce the time of testing. Experimental studies have been carried out to determine the frequencies of natural vibrations of samples with various interference forces, as well as free rings. The experiment consisted of exciting oscillations in the sample and recording the reflected pulses. Also, natural frequencies were calculated analytically using mathematical modeling tools. It is found that for samples with interference from 40 to 110 microns were not observed natural frequencies below 15 kHz. For free rings, the minimum natural frequency is 1.7 kHz. A method is proposed for determining the bearing ring tightness, which consists in exciting oscillations of the set duty cycle by a transducer installed on the surface of the sample. Recording of reflected pulses is carried out by an emitting transducer. After that, the dependence of the number of reflected pulses on the emitted frequency is determined, by the nature of which the value of the interference is determined. It was found that the quality of the acoustic contact has a significant impact on the results. Keywords: Bearing rings · Press connection · Interference · Frequency analysis · Free vibrations

1 Introduction Today, one of the topical areas in the field of railway transport is the increase in the weight of freight trains, which is directly related to the increase in the load on the parts of the freight car bogie, including the axle box. The bearing rings of the axle box of a freight car are pressed onto the axle with an interference fit, that is, the axle diameter is larger than the inner diameter of the ring. However, over time, the friction force in the press connection weakens due to wear, and the ring begins to rotate on the axis, which can lead, at best, to overheating and failure of the axle box unit, and at worst, to derailing of the rolling stock. At present, to determine the tightness, a complete disassembly of the axle box unit with unpressurization of the rings is required. Sometimes, after removing the rings and © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 324–330, 2022. https://doi.org/10.1007/978-3-030-96383-5_36

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measuring the difference in diameters, the obtained interference value is acceptable, therefore, there was no need to remove the rings. Thus, the determination of the interference fit of the press fit of the bearing ring on the axle without removal is an urgent task, the solution of which will reduce the testing time and increase its efficiency. The aim of the work is to create a method for determining the bearing ring tightness using the frequency analysis of free vibrations arising in the ring under external influence.

2 Research Methods Frequency Analysis of Free Vibrations. The standard press fit of the bearing rings on the axle assumes a difference in the diameters of the mating faces in the range from 45 to 110 microns, and the ring diameter should be less than the axle diameter [1]. Consequently, the ring is always in a stressed state, the degree of which depends on the tightness [2, 3]. It is known that the stress-strain state of an object affects its properties, including the frequencies of natural vibrations [4, 5]. The study of the regularities of the change in the frequencies of natural vibrations depending on the tightness is the main aim of the work. The frequencies of natural vibrations were determined experimentally. The sample, which was a bearing ring fitted on a part of the axle, was fixedly mounted on a damping support. Two piezoelectric transducers with a frequency band from 2 to 200 kHz were symmetrically installed on the sample, according to the diagram shown in Fig. 1, at an angle of not more than 60° to the normal. The sample was exposed to a strike of a metal ball weighing 10 g from different heights. The impact site was chosen in such a way as to prevent repeated collisions with the sample [6]. The signals from the piezoelectric transducers were recorded with a Tektronix oscilloscope with a time resolution of 1 ns. Metal striker Piezoelectric transducers

Bearing ring

Wheelset axle

Fig. 1. Scheme of the experiment to determine the free vibrations of the sample by the strike impact method.

A ring with an interference fit of 70 microns was used as a sample for the experiments. Figure 2 shows the amplitude-frequency characteristic of signals from piezoelectric

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Amplitude

transducers installed on the sample. In the range from 0 to 10 kHz, no maxima are observed on the frequency response graph, this range is not shown on the graph. The minimum natural frequency is 15.3 kHz. Also, this frequency differs in the maximum value of the signal amplitude.

15.3

17.6

21.4

23.4

30.2

33.4

36.4

Frequency, kHz

Fig. 2. Frequency spectrum of free vibrations of the bearing ring on the axle with an interference fit of 70 microns.

Amplitude

A similar experiment was carried out on a free ring that was not pressed onto the axle. Figure 3 shows the amplitude-frequency characteristic of signals from piezoelectric transducers installed on a free ring. Maximum limits on the graph are observed over the entire range of measured frequencies. Some of them correlate with the natural frequencies of the sample with an interference fit. At a frequency of 15.3 kHz, a maximum amplitude is observed, as for a sample with an interference fit.

0 1.7

10 4.7

11.4

20 13.3

15.3

19.1

22.4

30 24.5

28.9

Frequency, kHz

Fig. 3. Frequency spectrum of free vibrations of a free bearing ring.

The reliability of the results obtained is confirmed by their reproducibility under a series of impacts with a metal striker. Simulation of natural frequencies was also carried out using finite element models, the results of which correlated with the results of the experiment [7, 8].

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Dynamic action with a metal striker is capable of exciting only a certain and reliably unknown frequency range [9, 10]. Therefore, to standardize the frequency range in the following experiments, excitation was carried out by a series of meander-shaped oscillations launched into the sample using a piezoelectric transducer connected to the generator. The emitter was controlled using a microcontroller, which supplies a highlevel voltage to the piezoelectric transducer during time A, and then, during time B, supplies a low-level voltage (Fig. 4). In one series of radiation occurs C oscillations of the transducer. C A

B Fig. 4. Scheme of radiation of ultrasonic vibrations with a variable number of pulses (C) and time of high (A) and low (B) levels of the transducer.

Thus, the frequency of oscillations in the parcel is determined by the formula ω = The discreteness of changing parameters A and B is 1 µs. Therefore, with the increase of these parameters increases the sampling frequency. Parameters A and B can vary from 1 to 255 µs, so the maximum sending frequency is 500 kHz and the minimum is 1.96 kHz. 1 A+B .

3 Analysis of the Results and Key Findings Experiments to determine the dependences of natural frequencies on the interference were carried out on samples with an interference of 40 microns, 70 microns and on a free ring. An interference fit of 40 microns or less is considered unacceptable. A ring that rotates freely on its axis is also a critical defect. The radiation time parameters A and B varied in the range from 200 to 10 µs, which corresponds to the frequency range from 2.5 to 50 kHz. The number of pulses C in the parcel varied from 1 to 250. For a free ring (Fig. 5), a sharp increase in the number of reflections is observed, which gradually decays to a frequency of 5 kHz. At some frequencies also noticeable increase in the number of reflections depending on the number of pulses in parcel. The growth is explained by the rate of damping of oscillations of a certain frequency in the sample. For a sample with an interference fit of 70 microns (Fig. 6), there is a smooth increase in the number of reflections to a frequency of 3.3 kHz, which smoothly decays to a frequency of 10 kHz or more. For a sample with an interference of 40 microns (Fig. 7), the registration of reflections starts at a frequency of 10 kHz and gradually increases up to a maximum frequency of 50 kHz. High values of the number of reflections at a

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600 400 250 200

200 0

100

2.5

3.3

50

5

10

50

Fig. 5. Bar graph of the dependence of number of reflections on number of pulses and radiation frequency for a free ring.

frequency of about 5 kHz are a statistical error and do not affect the general trend of an increase in the number of reflections at high frequencies [11]. For all samples, an increase in the number of reflections is also observed, which is associated with a high decay time of oscillations at a certain frequency [12]. It was also found that the numerical values of the frequencies at which an increase or decrease in the number of pulses is observed can change on the same samples, but the shape of the dependence persists.

600 400 250 200

200 0 2.5

100 3.3

5

50 10

50

Fig. 6. Bar graph of the dependence of the number of reflections on the number of pulses and radiation frequency for a bearing ring with an interference fit of 70 microns.

Thus, according to the results of experiments on samples with acceptable and unacceptable values of interference, the fundamental dependences of the number of reflections on frequency were established. The free ring (Fig. 8, pos. 3) is characterized by an instant increase in the number of pulses and a smooth damping, with the subsequent exit to the plateau. For samples with an allowable interference of 70 microns (Fig. 8, pos. 2), there

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300 200 250 100

200

0 2.5

100 3.3

5

50 10

50

Fig. 7. Bar graph of the dependence of the number of reflections on the number of pulses and the radiation frequency for a bearing ring with an interference fit of 40 microns.

is a gradual increase in the number of pulses, a short plateau and a gradual decrease. Samples with an unacceptable tension of 40 microns (Fig. 8, item 1) are characterized by the absence or insignificant number of reflections at low frequencies and a sharp increase in the number of pulses at high frequencies.

Number of reflections

600 1

500 400 300 200

2

100 0 2.5

3 3.3

3 5 Frequency, kHz

10

50

Fig. 8. Principal forms of dependences of the number of reflections on the radiated frequency.

Based on the results of the work, a technique has been proposed that allows, by the nature of the dependence, to determine the probability of a particular value of the interference for samples, which consists in summing the number of reflections for different messages at each frequency, and approximating the obtained dependence with a standard. In the course of the experiments, it was possible to determine the interference fit of the samples with an error of no more than 10 microns in 95% of cases. The quality of the acoustic contact between the transducer and the sample has a significant impact on the stability of the results [13]. Maximum acoustic contact can be achieved by using specialized contact liquids and standardizing the force of pressing the transducer to the sample.

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References 1. Ryzhova, A.O., Bekher, S.A., Popkov, A.A.: Using the method of acoustoelasticity for evaluating elastic mechanical stresses in the material of bearing rings. Russ. J. Nondestr. Test. 56, 898–906 (2020). https://doi.org/10.1134/S1061830920110078 2. Stepanova, L.N., Kabanov, S.I., Bekher, S.A., Nikitenko, M.S.: Microprocessor multi-channel strain-gauge systems for dynamic tests of structures. Autom. Remote. Control. 74, 891–897 (2013). https://doi.org/10.1134/S0005117913050135 3. Ryzhova, A.O., Bekher, S.A., Bobrov, A.L.: The acoustic waves propagation laws in the forcefit connections for test of the interference fit. J. Phys. Conf. Series 1050(1), 010273 (2018). https://doi.org/10.1088/1742-6596/1050/1/012073 4. Wang, Z., Zhang, W., Yin, Z., Yao, C., Huang, G., Zou, H.: Effect of vehicle vibration environment of high-speed train on dynamic performance of axle box bearing. Veh. Syst. Dyn. 57, 543–563 (2018). https://doi.org/10.1080/00423114.2018.1473615 5. Wang, Z., Cheng, Y., Allen, P., Yin, Z., Zou, D., Zhang, W.: Analysis of vibration and temperature on the axle box bearing of a high-speed train. Veh. Syst. Dyn. 58, 1605–1628 (2019). https://doi.org/10.1080/00423114.2019.1645340 6. Bekher, S.A., Popkov, A.A.: Applying impact loading for revealing cracks in glass by acoustic emission method. Russ. J. Nondestr. Test. 54, 741–747 (2018). https://doi.org/10.1134/S10 61830918110025 7. Repetckii, O., Ryzhikov, I., Tien, Q.N.: Mathematical modeling and computer analysis of strength characteristics and sensitivity of high-loaded parts of power turbines. In: 2018 International Multi-Conference on Industrial Engineering and Modern Technologies (FarEastCon), 18361789 (2019). https://doi.org/10.1109/FarEastCon.2018.8602578 8. Boashash, B., Stevenson, N.J., Rankine, L.J.: Time-frequency methodologies in neurosciences. Time-Frequency Signal Analysis and Processing: A Comprehensive Reference 915–966 (2016). https://doi.org/10.1016/B978-0-12-398499-9.00016-9 9. Yuen, K.K.: Novel application of a fibre optic-based train weigh-in-motion system in railway. HKIE Trans. Hong Kong Institut. Eng. 21, 272–280 (2014). https://doi.org/10.1080/102 3697X.2014.970752 10. Yuan, Z., Chen, X., Ma, L., Li, Q., Sun, S., Wei, Y.: A segmented load spectrum model for high-speed trains and its inflection stress as an indicator for line quality. Int. J. Fatigue 148, 106221 (2021). https://doi.org/10.1016/j.ijfatigue.2021.106221 11. Murav’ev, V.V., Murav’ev, M.V., Bekher, S.A.: Condition loading effect upon informative parameters and spectrum of acoustic emission signals in carbon steel specimens. Defectoskopiya 7, 10–20 (2002) 12. Chen, Z., Zhai, W., Wang, K.: Locomotive dynamic performance under traction/ braking conditions considering effect of gear transmissions. Veh. Syst. Dyn. 56, 1097–1117 (2017). https://doi.org/10.1080/00423114.2017.1406609 13. Murav’ev, V.V., Murav’ev, M.V., Bekher, S.A.: Effect of loading conditions on informative parameters and signal spectra of acoustic emission in samples of carbon steels. Russian J. Nondestructive Testing 38, 483–492 (2002). https://doi.org/10.1023/A:1022198003554

Railway Safety Improvement System Aleksey Manakov , Ivan Kuten(B)

, Marina Kvint , and Egor Salomatov

Siberian Transport University, Dusi Kovalchuk Street, 191, Novosibirsk 630049, Russia

Abstract. This work is devoted to the development of an automated control system at level crossings. The number of vehicles in the world is increasing every day, as a result of which the likelihood of road accidents on the roads also increases. Safety systems at level crossings are technically outdated and do not always allow timely identification of malfunctions during the operation of equipment at level crossings. The purpose of the study is to create and implement complexes at the intersections of railways and highways that allow assessing the technical condition of automatic crossing signaling, as well as analyzing the traffic situation in crossing zones. In the course of the study, the work of security systems was studied, the analysis of existing methods for increasing the level of safety at level crossings was carried out, and safety assessment at level crossings of the West Siberian Railway was carried out. The result of the research is a system for monitoring the safe passage of railway crossings by road. The novelty of this development lies in the creation of a means of transmitting information about the technical condition of the level crossing and operational data about the traffic situation online to the transport monitoring services. Keywords: Safety of railway crossings · Security systems · Automatic crossing signaling · Monitoring of technical condition

1 Introduction Single-level railway crossings are complex and dangerous elements of the road network that have a significant impact on the operational efficiency and safety of road and rail transport. High rates of motorization (more than 1.8 million per year) and the appearance of high-speed trains create additional difficulties for ensuring traffic safety through crossings. According to the Federal State Statistics Service, there are more than 300 cars per 1 000 Russians, and this figure will grow in the coming years, which is characterized by a stage of “explosive growth”. This stage is characterized by a sharp complication of the situation when ensuring safe road traffic, including at railway crossings. The situation is complicated by the fact that the country’s transport infrastructure does not correspond to the intensity of traffic flows. The country’s road network is overloaded by 2–3 times [1]. The problem of ensuring the safety of railway crossings is relevant not only for Russia, but also for most of the industrialized countries of the World. Such objects of railway infrastructure are characterized by unjustified downtime of vehicles and a large number of road accidents, including with particularly serious consequences. © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 331–339, 2022. https://doi.org/10.1007/978-3-030-96383-5_37

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The main part of road accidents occurs due to violations of traffic rules by car drivers. Most of the violations are the passage of vehicles on a forbidding traffic light signal. The main causes of accidents at railway crossings are inattention, carelessness, haste, recklessness, and sometimes criminal negligence. According to “Russian Railways” JSC, road accidents at crossings have negatively affected the work of railways, more than 100 units of rolling stock are damaged annually. The total downtime of trains for one year is more than 200 h. This leads to significant material damage to the company. Today, more than 11 thousand railway crossings are operated on the Russian railway network, of which 2.3 thousand are serviced by railway transport workers [2]. In the current conditions, the tasks of ensuring traffic safety through railway crossings are of particular importance. Currently, the following methods of ensuring safety at intersections of highways and railways are used: Methods of increasing the level of safety at crossings based on infrastructure improvement: • Multi-level railway crossings. • Elimination of single-level crossings in general and the construction of highways without crossing railway paths. The disadvantage of the program is the expensive construction of overpasses and bridges at intersections. • Equipment of crossings with devices for additional notification of traffic participants. • Equipping the road section before crossing with light signals embedded in the asphalt surface, equipping the roadway with a rubber-cord flooring covered with mineral powder to increase the level of caution of drivers. The disadvantage is the cost of equipping all crossings with light signals and the low level of traffic safety when using rubber-cord coverings at the crossing [3]. • Use of crossing closing systems based on the use of “predictors.” Predictors are high-tech devices based on the use of rails as a means of transmitting information, activating crossing automation independently of the signaling system operating on the line. Predictors use rails to exchange information using tonal frequency signals in the directions from the crossing in both directions. The devices allow to estimate the speed of trains, 4 s after the train enters the area of operation, allow to predict the exact time of arrival of the train at the crossing. This allows to determine the moment of closing the barriers more accurately and thereby reduce the waiting time to a minimum [4]. The advantage of predictors is the ability to exclude the signal to close the barrier while the train is stopped at the station near the crossing, and not to keep the barriers closed until the train departs. The disadvantages of such a system are the high price of equipment and the inability to install it on unguarded railway crossings. Safety improvement methods at crossings based on the psychological factor.

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Such methods of ensuring safety at railway crossings are based on the introduction of laws and regulations governing the order of movement at crossings. The methods used should ensure that violations by traffic participants at crossings are recorded, which will allow sanctions to be applied to violators. • Use of photo and video recording systems for violations. In accordance with the amendments to Federal Laws No 508-FZ “On Amendments to Article 20 of the Federal Law “On Road Safety” and No 257-FZ “On Highways and Road Activities in the Russian Federation and on Amendments to Certain Legislative Acts of the Russian Federation”, railway crossings must be equipped not only with traffic safety devices, but also with special technical means that have the functions of photo and video recording for fixing violations of traffic rules. Such complexes allow to record traffic violations at railway crossings with simultaneous recognition of the license plates of violators’ cars, provide overview video surveillance of the road situation. The disadvantages of such systems are the high price of equipment, the need for periodic verifications. Also, in order to fix violations, there is a need for periodic maintenance of the crossing, including to ensure the visibility of the stop line on the road surface [5]. • The use of a system for monitoring the safe passage of railway crossings by road transport, based on the use of telematics data of vehicles. The principle of operation of this system is to compare and analyze the current coordinates of a vehicle equipped with GLONASS/GPS systems, and the coordinates and status of a railway crossing (closed/open). When detecting the movement of a vehicle through the zone of a closed crossing, the passage of the vehicle is recorded on a forbidding signal. The advantages of the system are the low price of crossing equipment, the absence of the need for periodic verification of the system, cleaning of the roadway is not required to fix violations, since there is no need to fix the stop line, the additional functionality of the system allows drivers to be notified about the imminent closure of the barrier in the crossing area. The disadvantages of this system are the low accuracy of determining the location of the vehicle, as well as the inability to fix violations by cars that are in personal use [6].

2 Research Methods Development and implementation of a system for monitoring the safe passage of railway crossings by road transport on the territory of the West Siberian Railway. Currently, 762 crossings are operated on the West Siberian Railway, 673 of them cross the main and station paths, 89 are located on access roads. The number of crossings equipped with an automatic crossing signaling was 599 crossings or 78.6%, 199 crossings with an employee on duty, 163 crossings are equipped with crossing barrier devices (CBD) (Fig. 1).

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Number of crossing

334

800 700 600 500 400 300 200 100 0

762 599

163

Equipped with crossing barriers

199

With the watchman at crossing

Equipped with automatic alarm

Total number of crossing

Fig. 1. The number of crossings on the West Siberian Railway.

Of the total number of crossings by category, depending on the traffic intensity of trains and vehicles, are: 1 category – 66 crossings, 2 categories – 117 crossings, 3 categories – 117 crossings, 4 categories – 462 crossings (Fig. 2).

462

Number of crossing

500 400 300 200 100

66

117

117

0 1

2

3 Category

Fig. 2. Number of crossings by category.

The categories of railway crossing are shown in Table 1.

4

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Table 1. Categories of railway crossings. The intensity of train traffic on the main path (in total in two directions) train./day

Traffic intensity of vehicles (total in two directions) cars/day Up to 200 inclusive

201–1000

1001–3000

3001–7000

More than 7000

Up to 16 inclusive, IV as well as on all station and access roads

IV

IV

III

II

17–100

IV

IV

III

II

I

101–200

IV

III

II

I

I

More than 200

III

II

II

I

I

Over the long-term period, the daily traffic intensity of cars has significantly increased, the number of trains by rail has increased with a simultaneous increase in traffic speeds [7]. Currently, at 20% of crossings, the traffic intensity exceeds 7 thousand cars per day, reaching thousands on the main federal roads in the zones of influence of large cities. Due to the low capacity of intersections of highways and railways at the same level, due to the frequency and duration of the closure of the crossing at high traffic intensity, long congestion forms, reaching several kilometers at the approaches to the crossings, which sharply exacerbates the problem [5]. In these conditions, the number of traffic violations at crossings increases, which significantly increases the likelihood of an accident risk. Railway crossings equipped with automatic signaling, functioning without a dispatcher, are objects of increased danger, where railway transport has an advantage in traffic over all other types of transport. They account for 79% of the total. According to the requirements of the Order of the Ministry of Transport of the Russian Federation dated July 31, 2015 N237 “On approval of the Operating Conditions of railway crossings”, railway crossings must be equipped with technical condition monitoring systems. If a malfunction occurs at the crossing, a signal is sent to the nearest dispatcher’s point, which allows to identify the malfunction in a timely manner and make a decision on the required repair. This makes it possible to significantly increase the level of safety at such facilities. However, such a system has a significant drawback – the equipment used is outdated. Taking into account that the technical condition monitoring systems used were installed in the last century, the signal transmission from the crossing to the dispatcher’s point requires laying a physical cable. Currently, these systems are mostly faulty, as in recent years, due attention has not been paid to complex re-equipment and repair. Restoring the functionality of the previous systems is almost impossible, since this will require significant costs [8]. The severity and urgency of the problem of improving road safety at crossings requires the development and approval of a long-term strategy for creating a unified

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system for monitoring the technical condition of railway crossings. To solve this problem, the Siberian State University of Railways, the Ministry of Transport and Road Management of the Novosibirsk region, “Russian Railways” JSC together with “VegaAbsolut” LLC are developing a system for monitoring the safe passage of railway crossings by road transport. The developed complex includes a railway crossing status module (MS RWC), a micro-SIM card with support for the GPRS function, and software for information processing. The main technical data of the equipment are presented in Table 2. Table 2. Main technical data of the equipment. Parameter

Value

Case dimensions, mm

80 × 60 × 30

Degree of protection of the housing

IP64

Supply voltage, V

9…36

Current consumption, mA - in sleep mode

1.5

- in active mode

40…300

Operating temperature range, °C

−40… +85

Digital inputs

3

GSM and GLONASS/GPS antennas

Built-in

Antenna LoRa

Built-in

SIM

1 SIM card

GSM-modem

4 - band

Micro-USB

Yes

Built-in black box

Up to 100 000 records

Case opening sensor

1

The crossing status module (Fig. 3) is mounted directly on the railway crossing in the crossing signaling board or relay cabinet. 12 V are enough to power the unit. The system can be connected to an automatic crossing traffic light signaling without auto barriers (ACS), an automatic crossing traffic light signaling with automatic barriers (ACB), a warning crossing signaling (WCS), which only gives a notification to the crossing about the approach of a train. The main functions of the implemented system: • ensuring the transmission of information about the technical condition of the crossing and the traffic situation without using a physical cable between the crossing and the dispatcher’s point;

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Fig. 3. The module of the technical condition of the crossing.

• control of passage to a forbidding traffic light signal by vehicles of railway crossings equipped with the GLONASS system, these cars were considered at this stage of research: • identification of dangerous crossings by analyzing recorded violations by private transport of citizens, without identifying the owners of the cars. • As additional functions of the system, the following can be distinguished: • warning drivers of cars equipped with the GLONASS system about approaching a closing/closed intersection of a highway with railway paths. This function is implemented using the LoRa technology; • display of open/closed railway crossings in navigation applications; • the ability to assess the impact of railway crossings in the city on the formation of congestion. To use the MS RWC, we need a micro-SIM card with support for the GPRS function. There must be funds in the account. PIN code protection must be disabled. We can configure the MS RWC both remotely via GPRS, and directly via a USB connection using the interface of the “Configurator” program. The program “Configurator” does not require installation and allows to: • • • • • • •

configuration of the MS RWC; diagnostics with recording the results in a file; software update MS RWC; view the current status of the MS RWC in real time. Advantages of the proposed system over existing solutions in this area: low cost; registering events in the internal memory and transmitting them online to transport monitoring services; • the ability to configure and reprogram the device by downloading new firmware via the built-in micro-USB connector and remotely via the GSM network; • the ability to work via the wialon protocol; • built-in “black box” for 100 000 records (if there is no connection);

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• • • • • • • •

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the ability to transfer data to 4 (four) different data collection servers; three digital inputs for recording and transmitting information from various sensors; built-in GSM, GLONASS/GPS and LoRa antennas; the ability to install 1 SIM card of any mobile operator for data transfer; 4-band GSM modem; execution in a small hard plastic case of protection class IP64; case opening sensor; the operating temperature range is from −40 to +85 degrees Celsius.

The transition to the use of modern diagnostic and control tools, as well as reducing the frequency of maintenance and repairs, along with the introduction of automated data acquisition and analysis tools, will minimize the impact of the “human factor” on the control results, increase the productivity of diagnostic operations, as well as the reliability of the final results.

3 Research Results Currently, together with “Russian Railways” JSC, active tests are being carried out on the territory of the Novosibirsk region. Since December 2019, 11 railway crossings have been equipped with the system, software has been developed, and 20 cars have been equipped with GLONASS units. The tests carried out proved the ability of the system to record violations during the passage of a railway crossing by transport. After identifying a number of violations, interviews were conducted with drivers who committed violations. Further observations showed a decrease in the number of violations when passing railway crossings by these drivers [9]. The next step was testing to identify a “malfunction” or “accident” by an automatic railway crossing signaling. In August 2020, railway crossings were equipped in the village “Kuibyshevo”, the village “Mochishche”, the village “Barlak” and the village “Matveevka”. The tests carried out have shown that the proposed system is able to detect a violation during the operation of an automatic crossing signaling and promptly transmit information to the dispatcher’s point. During the tests, the following drawback was revealed: information from the state module of the railway crossing arrives at the dispatcher’s point with a significant delay, which does not allow to track the malfunction at railway crossings in real time. This was due to the fact that information was transmitted from the module to the dispatcher’s point using a Wialon server that was unable to transmit information in real time. To solve the identified problem, it is necessary to create an autonomous server space that will allow to quickly receive information from the crossing without intermediaries, which will reduce the delay in transmitting information to a value equal from 3 to 15 s, in some cases, with a bad mobile signal up to 3 min [10].

4 Results Discussion The tests have shown that with certain modifications, the proposed system will allow to quickly receive information about the technical condition of the railway crossing, which will reduce the risk of accidents, will reduce the economic costs of the company to pay

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fines for faulty systems for monitoring the technical condition of the crossing. the use of the developed system will make it possible to record violations during the passage of crossings by commercial and municipal transport equipped with GLONASS modules, which will allow identifying potentially dangerous railway crossings.

References 1. Gutiérrez, J.: Transport and accessibility. International Encyclopedia of Human Geography. 410-417. https://doi.org/10.1016/B978-008044910-4.01030-0 2. Banister, D., Givoni, M.: High-speed rail in the EU27: trends, time, accessibility and principles. Built Environ. 39(3), 324–338 (2013). https://doi.org/10.2148/benv.39.3.324 3. Li, S., Gong, J., Deng, Q., Zhou, T.: Impacts of the Qinghai–Tibet railway on accessibility and economic linkage of the third pole. Sustainability 10(11), 3982 (2018). https://doi.org/ 10.3390/su10113982 4. Rungskunroch, P., Yang, Y., Kaewunruen, S.: Does high-speed rail influence urban dynamics and land pricing? Sustainability 12(7), 3012 (2020). https://doi.org/10.3390/su12073012 5. Bucsuházya, K., Matuchováa, E., Z˚uvalaa, R., Moravcováa, P., Kostíkováa, M., Mikulec, R.: Human factors contributing to the road traffic accident occurrence. Transp. Res. Procedia 45, 555–561 (2020). https://doi.org/10.1016/j.trpro.2020.03.057 6. Culver, G.: Death and the car: on (auto) mobility, violence, and injustice. ACME: An International E-Journal for Critical Geographies. 17, 144–170 (2018) 7. Vorobyov, V., Manakov, A., Yanshina, I., Repina, I.: Bases of the methodology of monitoring the impact of the human factor on the reliability of the railway infrastructure. In: Popovic, Z., Manakov, A., Breskich, V. (eds.) TransSiberia 2019. AISC, vol. 1116, pp. 691–706. Springer, Cham (2020). https://doi.org/10.1007/978-3-030-37919-3_69 8. Jahn, R.M., Syre´, A., Grahlea, A., Schlentherb, T., Gohlich, D.: Methodology for determining charging strategies for urban private vehicles based on traffic simulation results. Procedia Comput. Sci. 170, 751–756 (2020). https://doi.org/10.1016/j.procs.2020.03.160 9. Schrank, D., Eisele, B., Lomax, T., Bak, J.: Urban Mobility Scorecard. Texas A&M Transportation Institute (2015) 10. Seliverstov, S., Seliverstov, Y.: Developing principles for building transport networks of free continuous traffic. Transp. Res. Procedia 36, 689–699 (2018). https://doi.org/10.1016/j.trpro. 2018.12.122

Modeling of Management Decisions Based on Diagnostics of the Personnel Potential of Railway Transport Enterprises Elena Kosorukova(B)

and Elena Surikova

Siberian Transport University, Dusi Kovalchuk 191, Novosibirsk 630049, Russia

Abstract. Personnel diagnostics is an important element of the entire personnel management system, forms the basis for a comprehensive personnel certification, and serves as an information and analytical base for it. This is an effective mechanism for ensuring manageability and maintaining the efficiency of personnel. It allows to determine the personnel potential of the company using various social and psychological methods, specialized methods of collecting and analyzing information, sociometry, group assessment sessions, etc. The issues of personnel diagnostics in the personnel audit system in relation to employees of the highest levels of the management hierarchy have been studied in sufficient detail. However, one of the important components of the personnel audit system at railway transport enterprises is the diagnosis of the personnel potential of workers of the main professions. The comparison of the objects of professional activity with the requirements for the qualification of employees, the determination of deviations from the target parameters and the formation of a control effect in the real technological process. Personnel diagnostics allows, on the basis of a systematic analysis of social and personnel processes, to evaluate the effectiveness of the management apparatus, identify stagnation mechanisms, develop control actions in the real process, develop economically sound solutions for the development of human resource management mechanisms of the company from the standpoint of the effectiveness of personnel management technologies, social management, conditions, organization, labor incentives and motivation. Keywords: Personnel diagnostics · Personnel audit · Corporate competencies · Personnel potential · Labor potential · Step-by-step model · Information support for diagnostics · Personnel management decisions

1 Introduction The fundamental criterion for the development of any company is a long-term program to ensure economic sustainability and stability in the competitive market of services provided, which can be implemented only if the labor and resource potential is brought into line with the variability of the external environment. Any decision on human resource management should be based on previously achieved results in the field of personnel management. This determines the importance of diagnosing human resources in accordance with the requirements of business processes. © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 340–348, 2022. https://doi.org/10.1007/978-3-030-96383-5_38

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Currently, companies pay great attention to personnel policy in order to achieve a stable competitive advantage and high efficiency of business operations. The concept of human resource management arose from the idea of reasonable and effective use of human capital [1]. In the theory of management, starting with the doctrine of “human relations”, traditionally much attention has been paid to determining the place of a person in the production system. The entire production process is based on the use of a person’s abilities to work. The ability of a person to a certain type of labor, which is labor power as such, along with capital and land, is included in the production process as one of its factors. Innovative development requires the improvement of human resources, as well as the use of professional and creative, innovative potential of employees with a high level of managerial and professional competencies. Until recently, the assessment of the personnel potential of employees was based as follows: work tasks were defined, tests were created that measured the professional skills required to solve these work tasks. Along with the tests, an IQ assessment was carried out, the candidate’s academic grades were taken into account (the average score in the document on professional education). It was assumed that high results of such an assessment are a guarantee of success in professional activity. In the process of developing scientific and technological progress, the dynamically changing situation in the economy, in business and in society, the requirements for the quality of labor abilities increased, it became clear that the above-mentioned assessment methods are not enough. Since the 70s of the XX century, American and British researchers have been looking for answers to the questions: on the basis of what characteristics of an employee to predict his efficiency and success in a World with a high level of uncertainty and changing conditions, as well as how to train and develop an employee in such conditions. The analysis of modern foreign methods of personnel diagnostics has shown that the evaluation results are used by companies to justify management decisions in the field of personnel incentives, their promotion through the career ladder, the formation of a personnel reserve, the development of abilities, and further training. Among the key problems that a personnel manager faces are the issues of measuring competencies. In contrast to quantitative indicators, the measurement of qualitative impacts on an employee is more difficult [2]. For example, with a certain degree of probability, we can measure an employee’s motivation, satisfaction, and readiness for change. Diagnostics of human resources potential by US companies is carried out, most often, in order to determine individual performance results, as well as to assess the contribution of a particular employee to the overall performance results. The existing individual characteristics of an employee can be assessed by intellectual and leadership abilities, the amount of responsibility and independence, passion for work, the ability to create a team, etc. The evaluation criteria may change as necessary. The Japanese practice of personnel evaluation is based on the correspondence of the position, salary and promotion. Special attention in the Japanese system of personnel potential diagnostics is paid to the employee’s ability to learn, personal development and improve professional skills. The labor and creative potential of employees is measured by indicators widely used in domestic practice: the turnover and consistency of personnel, the level of qualification, labor productivity, the psychological climate in the team, the level of average salary, and others. Along with traditional indicators, the Japanese

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diagnostic system takes into account the individual characteristics of the employee, readiness for cooperation with colleagues, compatibility in working groups. The French diagnostic method is also based on the assessment of the strengths and weaknesses of the employee, the assessment of personal qualities, his ability to work in a team. However, the level of education, experience and knowledge of the employee are important. The German diagnostic system involves a comprehensive assessment of personal and professional qualities. The employee’s ability to work is measured and evaluated, and from personal qualities – temperament and stress resistance, which, according to German HR specialists, affect the ability to work in a team. The indicators obtained as a result of content analysis correspond to the six main development strategies mentioned in the literature, namely: selection, involvement, training, development and education, working conditions, competence-based performance assessment and remuneration [3]. Foreign diagnostic methods involve the use of various procedures and methods, such as certification, psychological and professional testing, expert observation, positioning according to the level of results achieved, control procedures and other methods. The disadvantages of the methods used, most often, include the high complexity and cost of the process. The company independently chooses a method for diagnosing human resources potential. The choice depends on the target indicators of the company’s activity as a whole, financial capabilities, and the professionalism of HR managers. That is, the validity and correctness of management actions and decisions in personnel policy matters depends on which diagnostic approach will be chosen, how well it will be applied and what results will be obtained. Many Russian companies use foreign approaches in personnel diagnostics. However, their practical application should be adapted to the external and internal environment of the company’s activities, conditions and features of functioning.

2 Research Methods To solve the research tasks, a wide range of general scientific and special methods and techniques were used, including: dialectical, logical, analytical, system-functional, comparative, economic and mathematical, the method of scientific abstraction, classification, grouping and comparison, analysis and synthesis, induction and deduction, graphical method, method of statistical analysis, as well as private methods of economic sciences, which ensured the reliability and objectivity of the scientific conclusions and results obtained.

3 Research Results The Russian Railways Company is dynamically developing a system of internal corporate research, which allows to ensure the adoption of more balanced management decisions aimed at increasing the satisfaction and involvement of personnel in effective activities. To obtain effective information based on the assessment of personnel, the company uses a competence-based approach. The competence model has been developed, which includes a set of knowledge, skills, business and personal qualities necessary for a company to achieve strategic goals, and for an employee to perform certain tasks.

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Corporate competencies are competencies that describe corporate requirements for the business and managerial qualities of employees of “Russian Railways” JSC, depending on the level of positions and taking into account functional specifics, reflecting how the brand values and strategic priorities of the company should be manifested in the behavior of employees. In other words, corporate competencies are “flexible, soft skills” or Soft skills [4]. They are not related to a specific profession, but they help you do your job well, and are important for your career. Soft skills is a very popular term currently used to refer to personal competencies, such as social abilities, language and communication abilities, friendliness and the ability to work in a team, and other personal qualities that characterize relationships between people. Soft skills are strategic for achieving success in personal and professional life, and then are necessary for a candidate when he is trying to get any job [5]. The functional specifics of Soft skills are revealed in the levels of positions with the consolidation of functional responsibilities, the scale of tasks to be solved, the horizon of decision-making. Currently, there are 4 levels of positions in “Russian Railways” JSC: strategic, tactical, operational and executive. Hard skills can be described in general terms and are also based on the specific context in which these skills are used. Hard skills are defined, most often, as skills related to the technical aspects of performing several tasks in the work. Basically, hard skills are cognitive, and depend on the intellectual factor. Hard skills are skills that can produce something visible and direct. They can be evaluated using technical tests or practical tests. Elements of hard skills are manifested in system thinking, which has indicators, namely: counting, analysis, design, comprehensive knowledge, modeling and critical thinking [6]. One of the tools of innovative technologies that meet the needs of the holding’s organizational development is personnel audit. Personnel audit is a kind of functional audit. Personnel audit consists of diagnostics, analysis, evaluation and estimation of future activities within the framework of human resources management [7]. Personnel audit focuses on improving the efficiency of HR functions. It provides an overview and evaluation of current personnel policies, systems and practices with the aim of making recommendations for their improvement. Its value lies in providing feedback to both HR managers and organizations about how well HR activities support the overall strategy of the organization [8]. Personnel audit in the Russian Federation has no direct legislative regulation and is only indirectly controlled by the State. Researchers and theorists of personnel audit do not have a common opinion about its essence and structure. N. L. Chumenko understands ersonnel audit as “identifying the compliance of the organizational structure and the organizational and administrative documentation regulating it with the scale and nature of the company’s activities”. A. Y. Kibanov, E. A. Mitrofanov believes that personnel audit is a system of consulting support, analytical assessment and independent examination of the effectiveness of the organization’s personnel management and regulation of social and labor relations. The issues of personnel assessment were considered in the scientific works of many domestic authors, for example, Y. G. Odegov, T. V. Nikonova, I. V. Mishurova, E. V. Maslov, I. B. Durakova, A. A. Krylov, Y.V. Prushinsky, V. S. Polovinko, however, a single comprehensive audit methodology was not created. Scientists believe

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that the basis of the audit is a detailed diagnosis. Therefore, the goals and objectives of the personnel audit in “Russian Railways” JSC are determined by the Company’s top managers. Personnel diagnostics is an important element of personnel audit, and forms the basis for comprehensive personnel certification, serves as an information and analytical base for it. This is an effective mechanism for ensuring manageability and maintaining the efficiency of personnel. It allows to determine the personnel potential of the company using various social and psychological methods, specialized methods of collecting and analyzing information, sociometry, group assessment sessions, etc. For greater reliability of the information used in the analysis and evaluation of the human resource, it is advisable to use complementary methods. In addition, during the personnel diagnostics, an analysis of the structure and number of personnel is carried out in order to identify the proportion between management and production personnel and check them for compliance with existing standards in the Company. One of the important components of the personnel audit system at railway transport enterprises is the diagnosis of the personnel potential of workers of the main professions, which includes: – assessment of the availability of personnel for the technological process; – assessment of the compliance of the level of personnel training with the requirements of the activity; – analysis of the personnel structure in accordance with the requirements of the technology and the classifier of positions [9]; – analysis of the level of productivity of his work. Methods of calculating the labor productivity of transport companies in Russia as a whole require a deeper method of measuring the efficiency of personnel work, based on the assessment of the level of human potential development of the company in modern economic conditions, when the relationship between the results of personnel work and the company’s targets determines its competitiveness [10]. If we consider personnel audit in the terminology of project management, it can be noted that there are two models of personnel development: step-by-step and evolutionary. In the step-by-step model, a promotion strategy is compiled, which is divided into stages and a clear range of actions is prescribed for each of them. In the evolutionary model, promotion is carried out spontaneously, based on available indicators and with an orientation towards the near future. In both of the above actions, the audit allows to adjust the work already done in the most correct way and to create an effective strategy for managing personnel potential. However, in our opinion, it is advisable to use a step-by-step model to design the process of personnel potential diagnostics. It should be based on a certain sequence of actions: preparation, diagnosis, planning of actions, implementation and completion. The “Preparation” step is extremely important, since the previously carried out creative work sets the entire structure of the subsequent diagnosis and development of managerial influences on the personnel policy of the enterprise. At the same stage, the company’s management determines the departments of the enterprise that must provide

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the required information. At this step, the planning and development of the form of the working documentation of the personnel auditor is carried out. The “Diagnosis” step includes, first of all, the identification of existing facts and their thorough analysis. The purpose of the “Planning of actions” step is to search for reliable information on the basis of which it is possible to diagnose human resources potential. The “Implementation” step is a diagnostic study based on the audit plan and the prepared working documentation. The “Completion” step is the last stage and includes the preparation of an audit report, as well as the auditor’s participation in the preparation and assessment of management impacts developed based on the results of diagnostics. It is this step that is essential and implements the main purpose and purpose of personnel audit as a management function. Based on the above, the authors propose a step-by-step model (Fig. 1) for conducting diagnostics of workers of the main professions in the personnel audit system. Diagnostics begins with the definition of an indicator and a reliable information base for its assessment. The next step is a comparative analysis of the indicator value with its base value. Deviations are grouped into three groups: zero, deviations up or down. And at the last step, control actions are developed. * Diagnostics

Indicator

Evaluation of the indicator

* Variants of deviations from the standard

* Managing influence

Variant 1

A set of tools for performing solution

Variant 2

Set 2

Variant 3

Set 3

Fig. 1. Step-by-step model of personnel diagnostics.

Let’s consider an example of the process of diagnosing the indicator qualification of work and qualification of employees of the main professions (Fig. 2). In case of detection of deviations exceeding the level of materiality, managing actions are formed. If the category of workers is lower than the standard value, then the personnel management department needs to develop measures for training personnel or hiring qualified workers. An important factor in meeting the requirements of the technological and labor process is diagnostics to assess the compliance of the qualification category of employees with the category of work performed (Fig. 2). The previously existing forms of control and

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evaluation of the quality of works had significant drawbacks: lack of specificity, periodicity, long breaks. Instead of the traditional, not always objective assessments of the results of work “excellent”, “good”, “satisfactory”, it is advisable to use the criteria: “appropriate” or “acceptable”. The assessment “appropriate” is given if the work is performed in compliance with the technology of the labor process set out in the technological and standardization map, and fully meets the technical requirements for product quality. The assessment “acceptable” by the auditor is given if the work is performed in compliance with the technology of the labor process set out in the technological and standardization map, and within the level of materiality of the qualification of employees provided for by the requirements of the technical regulations for equipping the workplace, industry rules and instructions. The normative quality assessment “acceptable” cannot exceed the level of 1.0. The assessment “appropriate” is increased and can be equal to 1.1–1.2 tariff units, which is taken into account when assigning the categories of qualification of employees of the 4th level. If one of the specified conditions is not met (deviation from the technology of the labor process or quality indicators), this type of work is considered to be performed “poorly”.

Average category The average category of workers of the technological process

Personnel training activities

Measures for the recruitment of qualified personnel

4 category

Average category of workers> standard

Revision of the standard

Changing the technological process

Changes in the number of employees

Changing the norms

Fig. 2. An example of the diagnosis of the qualification of works and the qualification of employees of the main professions.

The introduction of such a quality assessment system allows: – promptly (per working day, shift), if there are appropriate tools and information support, evaluate the quality of work;

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– to identify “high-quality” or “poor” performance of work from the point of view of the requirements of the technological process; – use it as a preventive measure to prevent failures of devices, technical means and defects in operation. The development of a new technological and standardization map for the workplace, the design of time standards based on the standard pace of work and the level of labor intensity, the introduction of indicators of the quality of work performed allow for a more objective assessment of the labor activity of workers and employees of the main professions. Based on the results of personnel diagnostics, we can recommend the following management actions aimed at improving the efficiency of labor activity: – – – –

review the pace of work performance established by the technological process; time of employment of employees during the working day or working shift; the level of performance of norms or standardized tasks and the quality of work; if the qualifications of employees do not meet the requirements of the technological process, bring in the shortest possible time the placement of personnel according to the tariff categories of the work performed; – if a violation of technical regulations is a system, then in accordance with the Labor Code, it is necessary to re-tariff works and workers, and eliminate the overstatement of the categories of workers; – if employees do not perform the specified amount of work for three months in a row and do not ensure the proper quality of the existing qualifications, then they should be sent for additional training, and if they disagree, they should be dismissed. To characterize the work activity, an assessment in points is put down for each diagnosed trait. We assume that the high level is 1.25, the average is 1.0, and the low is 0.75. The integral assessment of labor activity is calculated as the multiplication of the established points on the actually recognized coefficient of the level of assessment of the worker on one or another trait for a given period. This conclusion or recommendations, after the completion of the diagnostic process, are issued “to the hands” of the work managers (the master of the production site) and the performers of the work for the appropriate management actions through the system of organizational and technical measures. Fierce competition in the field of transport services requires a real assessment of labor costs at all stages of preparation and production, research, technical training, manufacturing of products, performing auxiliary works and management. The step-by-step model of personnel diagnostics proposed by the authors makes it possible to evaluate the results of the work of employees of the main professions of railway transport enterprises, and to develop managing actions based on them. Personnel diagnostics can be considered effective only if its results are used for the development of both employees and the organization. With the help of the diagnostic results, the employee will be able to justify the assessment of his work in a reasoned manner and determine career prospects, the amount of salary, set priorities in professional activities and in the personal development program. Personnel diagnostics should be carried out regularly so that employees see the results of their work, fairly evaluated by managers, and managers can better manage employees and use them more effectively based on

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the results of the evaluation. The diagnostic results can serve as a basis for optimizing the placement of personnel, planning measures to correct the social and psychological climate, the structure of subordination, management style and motivation of employees, optimizing interaction within and between departments.

References 1. Vardarlıer, P.: Strategic approach to human resources management during crisis. Procedia. Soc. Behav. Sci. 235, 463–472 (2016). https://doi.org/10.1016/j.sbspro.2016.11.057 2. Roman, Z.: The qualitative indicators in human resource accounting. Mark. Manag. Innov. 4, 325–341 (2016) 3. Demo, G., Neiva, E.R., Nunes, I., Rozzett, K.: Human resources management policies and practices scale (HRMPPS): exploratory and confirmatory factor analysis. BAR, Braz. Adm. Rev. 9(4), 395–420 (2012). https://doi.org/10.1590/S1807-76922012005000006 4. Dementyev, A.P., Ivanov, O.S., Lunina, T.A., Nikonova, Y.I.: Assessment of the level of intraindustry competition in the regional suburban passenger transport market. IOP Conf. Ser.: Mater. Sci. Eng. 918(1), 012209 (2020). https://doi.org/10.1088/1757-899X/918/1/012209 5. Cimatti, B.: Definition, Development, assessment of soft skills and their role for the quality of organizations and enterprises. Int. J. Qual. Res. 10(1), 97–130 (2016). https://doi.org/10. 18421/IJQR10.01-05 6. Sopa, A., Asbari, M., Purwanto, A., Santoso, P.B.: Hard skills versus soft skills: which are more important for Indonesian employee s innovation capability. Int. J. Control Autom. 13(2), 156–175 (2020) 7. Shiri, S.: Strategic role of HR audit in organizational effectiveness. J. Manage. Public Policy. 3(2), 39–45 (2012) 8. Kumar, P.G., Losarwar, S.G.: Role of HR audit in human resources management. CADEMICIA: Int. Multidiscip. Res. J. 1, 22–34 (2011) 9. Vorobyov, V., Manakov, A., Yanshina, I., Repina, I.: Bases of the methodology of monitoring the impact of the human factor on the reliability of the railway infrastructure. In: Popovic, Z., Manakov, A., Breskich, V. (eds.) TransSiberia 2019. AISC, vol. 1116, pp. 691–706. Springer, Cham (2020). https://doi.org/10.1007/978-3-030-37919-3_69 10. Davydov, A., Dementev, A., Burovtsev, V.: Reproduction of human potential of JSC “Russian Railways”-a source of increasing labor productivity. MATEC Web Conf. 239, 07005 (2018). https://doi.org/10.1051/matecconf/201823907005

Computer Simulation of Electric Heating of Concrete Column Sergey Korobkov1

, Alexey Gnyrya1

, and Sergey Kuznetsov2(B)

1 Tomsk State University of Architecture and Building, Sq. Solyanaya, 2, 634003 Tomsk, Russia 2 Siberian Transport University, Dusi Kovalchuk Street 191, 630049 Novosibirsk, Russia

Abstract. The paper discusses the results of computer modeling of electrical heating of monolithic reinforced concrete columns in the ELCUT Pro 6.3 softwarecomputing complex. The purpose of this work was to solve the thermodynamic problem of electric heating of concrete of a monolithic rectangular column at negative temperatures. The block section of the monolithic residential building under construction is taken as a basis. The relevance of these studies in the construction due to the need to ensure the temperature conditions required for hardening and a set of concrete strength in the winter. Thermal field modeling is based on the finite element method. In the Elcut Pro software package with the WinConcret add-in, the initial parameters were introduced for the structures being erected. As a result of the calculation, the step of placing single rod electrodes was determined, which leads to a uniform distribution of temperature fields over the section of the structure. The time of isothermal heating of concrete depending on the temperature of the outside air and the strength of concrete at the end of heating are determined. The substantiation of the insulation of the monolithic column formwork, depending on the outside air temperature, has been carried out. The obtained results of modeling in the Elcut Pro software package will be the basis for the development of a technology for concreting columns with electric heating of concrete at negative temperatures, which can be implemented in a construction site conditions. Keywords: Computer modelling · Concrete columns · Electric heating · Rod electrodes · Winter time

1 Introduction According to Russian building codes and, in particular, SP 70.13330.2012 “Bearing and Fencing Structures”, temperature-humidity curing of concrete of monolithic structures in a construction site in winter conditions is performed by one of the following methods: thermos method, with the use of antifreeze additives, electric heat treatment of concrete and heating of concrete with hot air in overall housing. The choice of the method should be made taking into account the recommendations given in Appendix P of SP 70.13330.2012, in which for columns of frame buildings with a surface modulus Ms = 6 ÷ 10 m−1 , characterizing the massiveness of the structure, the most preferable is the electric heat treatment of concrete. One of these methods is electrical heating of concrete with rod electrodes in the form of flat groups. The scope, essence, physical foundations © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 349–357, 2022. https://doi.org/10.1007/978-3-030-96383-5_39

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and methods of engineering calculation of electric heating of concrete are presented in detail in the works of Russian scientists – specialists in the field of winter concreting, such as A.S. Arbeniev, A.A. Afanasyev, V.S. Abramov, S.G. Golovnev, A.I. Gnyrya, B.M. Krasnovsky, B.A. Krylov, S.A. Mironov and others. A correctly calculated and applied concrete heat treatment regime significantly affects the strength of the structure as a whole, and, consequently, its durability [1]. This is especially true for monolithic reinforced concrete structures operating in extreme operating conditions [2, 3]. The preliminary calculation of the temperature and its subsequent control during concreting are important components of winter concreting. Thus, a preliminary calculation of concrete curing modes is a necessary condition for obtaining a high quality and durable monolithic structure. The use of electric current to heat concrete is based on the Joule-Lenz law Q = 3600 × I 2 × R × T ,

(1)

where Q – is the amount of heat released during the passage of current, kJ; I – amperage, A; R – resistance of heated concrete, Ohm; T – current flow time, h. Manual calculation of the thermal regime of electric heating of concrete structures is laborious, because for this you need to specify a large amount of initial data: type and brand of cement, cement content in the concrete, modulus of the structure surface Ms, formwork material and thickness, initial concrete temperature, the required concrete strength by the end of the heat treatment, outside air temperature, wind speed and direction, concrete curing mode, type of electrodes, etc. In addition, the calculations do not take into account the unevenness of the temperature field over the section and on the edges of the structure, especially in the first hours of warming up. All this leads to errors in the design of electric heating. As you know, in the manufacture of concrete structures, temperature gradients have a significant effect on the mechanisms of concrete hardening. [4–12]. The main factor that has a significant impact is to include the processes of heat and mass transfer [13]. At present, the tasks of formulating and implementing methods for computer modeling of the temperature and strength state of concrete are being dealt with by many domestic (M.V. Komarinsky, R.V. Oniskovets, L.V. Zinevich, S.G. Golovnev, G.A. Picus, K.M. Mozgalev, N.I. Vatin, Yu.G. Barabanschikov and others), as well as foreign scientists [14], but their developments are not systematized. At the first stage, the program Elcut Pro solves a stationary problem to determine the initial conditions. At the second stage, a number of non-stationary problems are solved with a given integration step and building of temperature fields over the section of a concrete structure. The exothermy of the hydration reaction is given as a function of time and temperature. Ultimately, the solution to the problem is presented in the form of a set of diagrams depicting temperature fields at different stages of heating, and the program also builds graphs of temperature changes at different points of the structure. However, this software package cannot build graphs of concrete strength development, therefore it is equipped with the WinConcret add-in. The purpose of this work was to solve the thermodynamic problem of electric heating of concrete of a monolithic rectangular column at negative temperatures.

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2 Research Methods A monolithic reinforced concrete column with dimensions in plan 250 × 1200 mm and a height of 3000 mm was chosen as the object of research (Fig. 1). The column surface modulus, which characterizes the degree of its massiveness, is Ms = 9.67 m−1 .

Fig. 1. General view of the cross-section of a reinforced concrete column.

The following tasks were set: to determine the pitch of electrodes in the column structure, the time of isothermal heating of concrete at different outside air temperatures, and also to give recommendations on ensuring a uniform temperature field in the section of the structure at low negative temperatures of the outside air. At the first stage, for the design of electric heating, it is necessary to determine the electrode pitch. Two options were accepted: option No. 1 - a diagram of the arrangement of 5 single rod electrodes with a diameter of 6 mm with a step of 250 mm; option No. 2 - a diagram of the arrangement of 6 single rod electrodes with a diameter of 6 mm with a step of 200 mm (Fig. 2). In the Elcut Pro software package, to solve the problem, a computational model of the column was created in compliance with the geometric dimensions and physical properties of its constituent materials. The division of the column section into finite elements is performed automatically with the formation of a mesh of finite elements (Fig. 3). Initial characteristics: concrete grade - B25, formwork - laminated plywood 18 mm thick, heat source - rod electrodes 6 mm in diameter, insulation - extruded polystyrene foam 20 mm thick. Moreover, the insulation of the structure was considered only at an outside air temperature below −15 °C. Initial conditions: temperature of the concrete mixture - +5 °C, ambient temperature - ±0 ÷ −25 °C at intervals of 5 °C, wind speed – 6 m / s (αc = 27 W/m2 °C), the operating voltage on the electrodes was 65 V. The temperature of isothermal heating was 50–60 °C. Physical characteristics of the materials accepted: reinforcement − coefficient of thermal conductivity – 58 W/(m2 °C), specific heat – 0.48 kJ/(kg °C), density – 7850 kg/m3 ; concrete – coefficient of thermal conductivity – 2.04 W/(m °C), specific heat – 0.84 kJ/(kg °C), density – 2400 kg/m3 ;formwork – coefficient of thermal conductivity – 0.17 W / (m °C), specific heat – 1.7 kJ / (kg °C), density – 600 kg / m3 ; insulation – coefficient of thermal conductivity – 0.032 W / (m °C), specific heat – 1,65 kJ / (kg °C), density – 35 kg / m3 .

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Fig. 2. Arrangement diagram of rod electrodes in a monolithic reinforced concrete column: a) option No. 1; b) option No. 2; 1 - rod electrodes.

Fig. 3. Computational model of the column in the Elcut Pro software package: a) option No. 1; b) option No. 2.

The time of electric heating of concrete was also set. Since the column is not a massive structure, the cooling time of concrete after the termination of electric heating is about 10–20 h and it is insignificant for making a decision on its accounting. Thus,

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by the time of isothermal heating termination, concrete must gain strength at least 70% of the design one.

3 Results of the Research As a result of simulating the electric heating at different electrode step in Elcut Pro, the following temperature fields were obtained (Fig. 4). Analysis of the data showed that Option No. 2 is more preferable for electric heating of this structure. With this arrangement of electrodes, the distribution of temperature (and, consequently, strength) inside the structure occurs more evenly than with Option No. 1. Also, during the same time of isothermal heating, the concrete of the structure under Option No. 2 gains strength higher than in Option No. 1.

Fig. 4. Temperature field in concrete after 32 h of isothermal heating at an outside air temperature of −15 °C: a) option No. 1; b) option No. 2.

In the future, when simulating electric heating, preference will be given to Option No. 2. Figure 5, a–c shows the graphs of the distribution of temperature fields in the concrete body of the column depending on the outside air temperature and the heating time.

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Fig. 5. Temperature field in concrete depending on the outside air temperature (to.a.) and isothermal heating time (τis): a) – after 18 h of isothermal heating at to.a. = ±0 °C; b) – after 22 h of isothermal heating at to.a. = −5 °C; c) – after 28 h of isothermal heating at to.a. = −10 °C; d) – after 32 h of isothermal heating at to.a. = −15 °C; e) – after 36 h of isothermal heating at to.a. = −20 °C.

4 The Discussion of the Results As a result of modeling, pictures of the distribution of temperature fields were built depending on the outside air temperature and heating time. The time of the temperature rise from the initial temperature of the laid concrete to the temperature of isothermal heating (about +60 °C) was approximately 5.5 h over the entire ambient temperature range. During the rise in temperature, concrete gains about 9% of the design strength. Concrete gains the remaining from 70% strength during isothermal heating. When the outside air temperature drops below −15 °C, further heating of concrete without insulation of the formwork leads to an increase in the unevenness of the temperature distribution over the section of concrete of the structure. In addition, as the moisture percentage decrease in concrete, its electrical resistivity increases sharply. The temperature rises in the area where the electrodes are located, and at the periphery it is not possible to raise the temperature above +30 °C. When the formwork is insulated with a layer of insulation of at least 20 mm, it is possible to reduce the voltage on the electrodes to 55 V and to reach up the temperature in the concrete-formwork contact zone to +40 ÷ 45 °C, thereby to obtain a more uniform temperature distribution. The second option is to increase the voltage on the electrodes to 75 V without insulation, but this leads to additional energy consumption.

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Figure 6, a-b shows the graphs of the distribution of temperature fields in the concrete body of the column at an outside air temperature of −20 ÷ (−25) °C with formwork insulation. In this case, it is possible to take into account the cooling of concrete after the termination of heating, the time of which is 1.5 ÷ 1.8 days, during which the concrete is gaining about 12–15% of the design value. Ultimately, from the start of heating to the moment it cools down to zero degrees, concrete gains the required 70% of the design strength.

Fig. 6. Temperature field in concrete depending on the outside air temperature (to.a.) and isothermal heating time (τis): a) – after 14 h of isothermal heating at to.a. = −20 °C; b) – after 16 h of isothermal heating at to.a. = −25 °C.

Thermal insulation according to the simulation results allowed to: 1. Provide a more uniform temperature field over the entire section of the concrete structure. 2. Provide more uniform strength throughout the entire section of the concrete structure. 3. Reduce the concrete heating time for about 1.5 times. Based on the obtained simulation results in the Elcut Pro software package, when designing the technology for concreting columns at negative temperatures, a scheme was adopted in the form of a single arrangement of six rod electrodes and concrete electric heating modes (see Table 1). In this case, the stripping strength of concrete in accordance with SP 70.13330.2012 is assumed to be at least 70% of R28 .

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Column cross-sectional dimensions, mm

The use of insulation

Outside air temperature, °C

Temperature rise-time (concrete heating time), hour

Isothermal heating time, hour

Concrete cooling time, hour

250 × 1200

without insulation

±0

5.5

18

20

with insulation

−5

5.5

22

16.5

−10

5.5

28

14

−15

5.5

32

12

−20

5.5

36

10

−20

5.5

14

42

−25

5.5

16

38

5 Conclusions The analysis of manual calculation of the main parameters of concrete electric heating is carried out. It was revealed that the unevenness of the temperature field over the section of the structure is not taken into account, especially in the first hours of heating. As a result of a computer calculation, the step of placing single rod electrodes, which leads to a uniform distribution of temperature fields over the section of the structure, was determined. The time of isothermal heating of concrete is determined depending on the temperature of the outside air and the strength of concrete at the termination of heating. The substantiation of the insulation of the formwork of monolithic columns, depending on the outside air temperature, has been carried out. Thus, Elcut Pro with the WinConcrete add-in allows designing electric heating of concrete using electrodes, taking into account the basic heating parameters. Also, the Elcut Pro software package facilitates the calculation of this problem in comparison with manual calculation and allows you to develop technological recommendations for electric heating of various concrete structures.

References 1. Efimov, S., Bokarev, S., Pribytkov, S.: Durability of operated reinforced concrete superstructures of railroad bridges. MATEC Web Conf. 216, 01005 (2018). https://doi.org/10.1051/mat ecconf/201821601005 2. Karpushchenko, N., Velichko, D., Trukhanov, P.: Service-life evaluation of reinforced concrete sleepers under various working conditions. In: Popovic, Z., Manakov, A., Breskich, V. (eds.) TransSiberia 2019. AISC, vol. 1116, pp. 125–141. Springer, Cham (2020). https://doi.org/10. 1007/978-3-030-37919-3_13 3. Tikhomirov, V.M., Samoshkin, A.S.: Study of interaction of reinforcement with concrete by numerical methods. J. Appl. Mech. Tech. Phys. 59(1), 168–175 (2018). https://doi.org/10. 1134/S0021894418010212

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4. Gnyrya, A.I., Abzaev, Y.A., Korobkov, S.V., Gauss, K.S.: Mechanical properties of cement paste curing at different isothermal conditions. IOP Conf. Ser.: Earth Environ. Sci. 193, 012010 (2018). https://doi.org/10.1088/1755-1315/193/1/012010 5. Dhananjay, M., Abhilash, K.: Study of thermal gradient in concrete slabs through experimental approach. GJRE: E Civ. Struct. Eng. 14(5), 1–17 (2014) 6. Khoa, H.N., Cong, V.C.: Analyzing temperature field and thermal stress in massive concrete by finite element method. J. Sci. Technol. Build. 14(12), 17–27 (2012) 7. Kamalakara, G.K., Srikanth, M.N., Sachin kumar BK, Vijaykumar SK, Siddharam BW, Sushmitha M,: Study of temperature differential in different types of concrete slabs. Int. J. Res. Anal. Rev. 5(2), 1022–1028 (2018) 8. Le, Q.X., Dao, V.T.N., Torero, J.L., Maluk, C., Bisby, L.: Effects of temperature and temperature gradient on concrete performance at elevated temperatures. Adv. Struct. Eng. 21(8), 1223–1233 (2018). https://doi.org/10.1177/1369433217746347 9. Hussein, H.H., Saeed, O.S.: Analysis of temperature gradients for mass concrete units by using polystyrene beads and perlite. Int. J. Eng. Innov. Technol. (IJEIT) 3(5), 86–93 (2013) 10. Math, V.B., Sheregar, A., Kavitha, G.: Study of temperature differential in different concrete slabs of varying slab thickness in different regions. European J. Appl. Eng. Sci. Res. 4(2), 35–43 (2015) 11. Vorobyov, V., Manakov, A., Yanshina, I., Repina, I.: Bases of the methodology of monitoring the impact of the human factor on the reliability of the railway infrastructure. In: Popovic, Z., Manakov, A., Breskich, V. (eds.) TransSiberia 2019. AISC, vol. 1116, pp. 691–706. Springer, Cham (2020). https://doi.org/10.1007/978-3-030-37919-3_69 12. Abramov, A.D., Ilinykh, A.S., Galay, M.S., Sidorov, J.S.: Investigation of termal conditions of the aluminothermic welding and their influence on the structure and properties of metal rails. Mater. Sci. Forum 906, 50–55 (2017). https://doi.org/10.4028/www.scientific.net/MSF. 906.50 13. Vijaya, K.C.S., Manjesh, L.: An experimental study and evaluation of thermal stresses in rigid pavements using FE method. Int. J. Sci. Res. Sci. Technol. IJSRST 3(7), 766–772 (2017) 14. Nassif, A.Y., Petrou, M.F.: Influence of cold weather during casting and curing on the stiffness and strength of concrete. Constr. Build. Mater. 44, 161–167 (2013). https://doi.org/10.1016/ j.conbuildmat.2013.03.016

Organizing Construction Logistical Support Sergey Kuznetsov1(B)

, Olga Demidenko2 and Vitaly Kazakov2

, Natalia Volovnik2

,

1 Siberian Transport University, Dusi Kovalchuk Street 191, Novosibirsk 630049, Russia 2 Siberian State Automobile and Highway University, Mira Ave., 5, Omsk 644080, Russia

Abstract. An overview of modern publications on the logistics of construction operations is presented. Practice of organizing the provision of construction facilities with material resources requires the coordination of their supply and consumption processes. It is essential in the organization of logistics to determine the required volume of supplies and their distribution over time. In conditions of non-stationary demand, the Wagner-Whitin procedure is proposed. The total costs for the entire planning period are taken as the target function. The proof of optimality is based on the formal interpretation of the concave programming problem. The optimal solution is achieved when the supply volumes coincide with the total volume of the specified schedule of construction and installation works for several consecutive planning periods. The choice of optimal supply volumes is reduced to sorting through a finite number of possible options for splitting the planning period into segments, each of which requires construction flows from the same supply. The dynamic programming method is used to organize the search. The proven recurring ratio made it possible to reduce the quantity of estimation iterations to find the minimum cost for the planning period and the appropriate optimal delivery schedule. The developed calculation algorithm is demonstrated using a numerical example. The method presented by the authors allows solving the problem of optimizing the delivery schedule of material resources, increasing the uniformity of construction flows, and reducing the amount of working capital in construction. Keywords: Logistics · Construction operations · Schedule of construction and installation works · Construction flow · Volume of supplies · Production stocks

1 Introduction Construction is one of the most important branches of material production, the products of which are completed buildings and facilities. The purpose of construction is an expanded reproduction of the country’s fixed assets. The costs of basic materials, structures and parts in construction reach 70% of the total cost of construction and installation work. Reducing material costs serves as the main reserve for reducing the cost of construction and installation work, and uninterrupted and complete logistics is a necessary condition and an essential prerequisite for the normal progress of construction production. In work [1], the authors emphasize that the reserve © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 358–366, 2022. https://doi.org/10.1007/978-3-030-96383-5_40

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for reducing costs in construction is the optimization of planning material and technical resources, the use of local materials, refusal to use building materials produced outside the region. Industrial methods of work impose exclusive standards on the construction supply system, since in the conditions of strict production process technology and the strict work sequence of various specialized performers it becomes especially necessary to accurately supply materials in a certain assortment within a given time frame. In works [2–5] authors note that construction activity of large-scale projects requires optimizing construction logistics. To increase the organizational and technological reliability of building the facilities, a model of optimal planning of production by construction industry enterprises in conditions of limited resources is proposed. In works [6–10], the authors note that interruptions in the supply of materials are the main reason for intra-shift outages of construction workers, machines, and mechanisms. Work [11] is devoted to the development of a logistics management system for the delivery of building material resources of dismantled buildings to a new construction site, contributing to the reduction of construction operating costs. The timescale of construction works may change due to weather conditions, disruption of deliveries, breakdowns of construction equipment, etc. [12–14]. Stocking will reduce the negative impact of stochastic factors. If production stocks are insufficient, a number of adverse consequences may arise for the builder in the event of a disruption in supply. The lack of necessary material resources causes a simple or incomplete load of work and machinery, results in the interruption of the production of construction and installation works, and when missing materials are replaced with other more expensive construction costs. Excessive stockpiling entails significant economic losses. The availability of surplus stocks slows the turnover of revolving funds and causes financial difficulties. The storage of production stocks in the warehouses of builders requires the construction of additional storage facilities and entails an increase in production and storage costs. The practice of planning the logistics of builders does not ensure the necessary full integration of material support planning with the planning of the builder’s production program. It requires strict harmonization of the production, transport and consumption of materials. In spite of the existing publications [15–20] on the provision of material resources for construction facilities, further research is needed in this area. The purpose of the study is to formalize the task of organizing the supply of material resources over time in accordance with the needs of the construction industry.

2 Methods of Research Logistics management plays an important role in ensuring the efficient operation of the construction enterprise. At the same time, it is essential not only to ensure the necessary volume of supplies for the construction period, but also to determine the nature of the distribution of supplies over time. We will assume that the intensity (rate) of the initial material resources costs is set by the schedule of construction and installation works and is described by the function α (t), and this is predetermined by the law of changing in time the demand presented

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by construction flows for the supplied material resources. The simplest solution in this case is the adoption of a schedule for the supply of material resources q (t), completely coinciding with α(t): q(t) = α(t), t ∈ [0, T ],

(1)

With such solution, there is no need to create reserves of material resources: they are launched “from the wheels” into construction operation. For the supplier such scheme is unprofitable: the supplier prefers not to deal with small volumes and with small parties of deliveries, owing to disproportion of transport costs to volumes of transportations. Therefore, the supplier imposes a fixed fee for each order to be executed in addition to paying for deliveries that are proportional to their volume. If there is an order fee charged to the consumer, the policy (1) may be disadvantageous for the construction enterprise. The criterion of minimum total costs for the entire planning period of time seems more reasonable. However, if the duration of the planning period T is multiple of τ 0 or, more importantly, T  τ0 , the cycle duration τ 0 optimizes the total costs. To consider non-stationary demand, the Wagner-Whitin procedure is proposed. Deliveries of material resources in the planning period are carried out at the moments t n , n = 1,…,N. The duration of the n-th stage corresponds to the following values: n = tn+1 − tn , n = 1, . . . , N ; tN +1 = T , The demand of construction flows for stage n is  tn+1 a(n)  α(t)dt.

(2)

(3)

tn

Taking the volume of available stock at the moment immediately preceding t n , through s(n), then the storage costs I h (n) for stage n are expressed through this value and the volume of supplies q(n):   tn+1 t Ih (n) = h(n) ∫ s(n) + q(n) − ∫ α(τ )d τ dt = tnt t  tn  = h(n)n s(n) + q(n) − h(n) tnn+1 dt tn α(τ )d τ . Even more conveniently, they are expressed in terms of the stock volume s(n + 1) at the end of stage n. Insofar as s(n + 1) = s(n) + q(n) − a(n),

(4)

then  Ih (n) = h(n)n s(n + 1) + h(n)



tn+1

t

dt tn

[α(t) − α(τ )]d τ .

(5)

tn

The second component of (5) is entirely determined by the construction and installation schedule and is independent of the construction logistics policy.

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Thus, the total cost for the T planning period is equal to N   

Ih (n) + K(n)1 q(n) ,

(6)

n=1

  Wherein 1 q 



1 if q > 0, minus constant parts can be written as 0 if q = 0, IT 

N 

 

h (n)s(n + 1) + K(n)1 q(n) ,

(7)

n=1

Wherein h (n)  h(n)n . The I T function is assumed as a target function to be minimized by retrieving the supply volumes q(n), n = 1,…,N, taking into account the limitation (4) where s(1) is given and the conditions q(n) ≥ 0, n = 1, . . . , N ; s(n) ≥ 0, n = 2, . . . , N + 1.

(8)

Fixing the grid of possible points of delivery is not essential if it is dense enough, since only points are important for which non-zero volumes of supply are really planned, and will also be found in the course of solving the problem: 

N h (n)s(n+1)+K(n)1[q(n)] = n=1 s(n+1) min . (9) = s(n) + q(n) − a(n), q(n) ≥ 0, s(n) ≥ 0 From a mathematical point of view, the problem (9) is a concave programming problem. The minimum (if reached) is the same as the value at one of the endpoints of the allowed set. In this case, the allowable set is given by the inequality system s(n + 1) = s(n) + q(n) − a(n) ≥ 0; q(n) ≥ 0, n = 1, . . . , N

(10)

and is a polyhedral set whose extreme point coordinates are easily determined. For ease of writing, we limit ourselves to the case where there is no initial stock, i.e. s(1) = 0 and a a(n) > 0. The coordinates of any valid point must satisfy the following obvious condition: if   n =0 , (11) N1  s(n) then q(n) ≥ a(n) > 0, n ∈ N1 . But at the extreme point corresponding to the basic solution, the number of positive coordinates should not exceed N, the number of equations in (10). Therefore, the condition must be met: q(n) = 0, n ∈ / N1 .

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This proves the following statement: in the optimal solution  q(n) = 0, if s(n) > 0, q(n) > 0 if s(n) = 0.

(12)

The meaning of the statement is simple, if building materials, products and structures are available in the warehouses of the construction site, then there is no need for receipts. For a more complete solution, note that if / N1 , i ∈ N1 , j ∈ N1 , j > i; {i + 1, . . . , j − 1} ∈

(13)

then from the balance equation and (17) follows: s(i + 1) = q(i + 1)-a(i), s(n + 1) = s(n)-a(n), i + 1 ≤ n ≤ j − 1, s(j) = 0, so that q(i) =

j−1 

a(n),

(14)

n=i

In this way, the optimal solution is achieved when the delivery quantities coincide with the total quantity of a certain construction schedule for several consecutive planning periods. The length of time between deliveries coincides with the total duration of a number of consecutive periods, and the volume of supply should coincide with the total consumption of material resources by construction flows over this period. The selection of optimal supply quantities is limited to the finite number of possible options for splitting the planning period into segments, during each of which the demand for construction flows is provided from the same delivery, or, the same way, looking over various options for choosing a set of moments of emptying the warehouse. Dynamic programming logic is helpful for organizing the search. Let be (15) wherein the indices i, j satisfy (18), so that

j−1 j−2  n=i h (n) l=n+1 a(l) + K(i), i < j − 1, Iij = K(i), i = j − 1.

(16)

The I ij values make sense of the variable portion of the cost of one delivery at the beginning of phase i covering the demand for construction flows up to and including phase j-1. Let us denote, through ψ i , the minimum value of variable costs for j initial stages, calculated provided that by the end of stage j the margin is completely exhausted (s(j + 1) = 0). Obviously, recurrence ratios are fair. (17)

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(Looking over is carried out according to various options for the duration of the last “non-delivery” segment adjacent to the moment j + 1, assuming that the policy was optimal before it). You can also prove a stronger statement: If   (18) ij  Arg min Ii.j+1 + ψi−1 , i

Then. (19)     By virtue of (17) we have ψj+1 = min Ij+1,j+2 + ψj ; min Ii,j+2 + ψi−1 1≤i≤j

Or on the basis of (16) ⎧ ⎡ ⎤⎫ j ⎨ ⎬  h (n) + Ii,j+1 + ψi−1 ⎦ ψj+1 = min K(j + 1) + ψj ; min ⎣a(j + 1) ⎩ ⎭ 1≤i≤j

(20)

n=i

By virtue of (18) Ii,j+1 + ψi−1 ≥ Iij,j+1 + ψij−1 , i < ij And therefore,

j

j a(j + 1) n=i h (n) + Ii,j+1 + ψi−1 > a(j + 1) n=i h (n) + Ii,j+1 + ψij−1 , since

ij−1  a(j + 1) n=i h (n) > 0, i < ij . Thus, in (20) the minimum cannot be attained with i < ij , which proves fairness of (19). Extension of the planning segment cannot move “back” the last delivery arrival. From a computational point of view, the transition from (17) to (19) makes it possible to essentially reduce the volume of calculated iterations, to find the minimum costs ψN +1 for the planning period and the corresponding optimal delivery schedule.

3 Results To demonstrate the computation algorithm, take an example. Planning is carried out for 12 months N = 12, K(n) = K = 300, h (n) = h(n)n = h = 2, n = 1,…,12. The demand volume given monthly is shown in Table 1, where the results of the calculations are also shown, with denoted Gij  Ii,j+1 + ψi−1 . Consider in more detail the first cycles. We have ψ1 == 300, i1 = 1.   ψ2 = min I1,3 ; I2,3 + ψ1 = min[K + h · a(2); 2K] = min[500, 600] = 500; i2 = 1.   ψ3 = min I1,4 ; I2,4 + ψ1 ; I3,4 + ψ2 = min[K + h(a(1) + a(2) + a(3)); 2K + ha(3); K + ψ2 ]. = min[1000, 850, 800] = 800; i3 = 3

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  ψ34 = min I3,5 + ψ2 ; I4,5 + ψ3 = min[K + ha(4) + ψ2 ; K + ψ3 ] and so on. = min[1000, 1100] = 1000; i4 = 3 The minimum cost for the entire planning period is ψ12 = 2950. The optimal delivery schedule is determined by “running back” taking into account the found moments in . For the entire 12-month planning period, the last delivery must be made at the beginning of period n = 12, since i12 = 12. This means that s(12) = 0, and a period of 11 months can be considered separately. The last delivery for this segment should come at the beginning of the 10th period (i11 = 10), after which the 9-month segment is considered, since s(10) = 0, etc. Table 1. Calculation results n

1

a(n) 80 Gij

2

3

4

5

6

7

8

9

10

11

12

100

125

100

50

50

100

125

125

100

50

100

300 500 600

1000 850 800

1000 1200 1100 1200 1400 1300 1400 1800 1500 1700 1700 1950 2450 2000 2250 2250 2450 2650 2550 2650 3050 2750 2950 2950

ψn

300 500 lePara> 800

1000 1200 1400 1700 1950 2250 2450 2650 2950

i4

1

3

1

3

4

5

7

7

9

9

10

12

Figure 1 presents the supply volumes calculated on the basis of the meeting demand condition until the next delivery. The optimal solution is ambiguous (perhaps, for example, not planning receipts at time 10).

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q(n) 300 200 100 0 0

1

2

3

4

5

6

7

8

9

10

11

12

Fig. 1. Optimal delivery arriving times.

4 Conclusion The task of construction logistics is to ensure uninterrupted and complete supply of construction in accordance with the approved activity program and the projected schedule of construction and installation work. The method presented by the authors allows solving the problem of optimizing the delivery schedule of material resources, increasing the uniformity of providing construction flows, and reducing the size of working capital in construction. In the future, the need to automate the algorithm developed by the authors and test at regional capital construction facilities is considered. Thus, the presented results of the study make it possible to predict the state of construction production in the studied period of time and optimize management decisions by choosing the most rational strategy.

References 1. Sokolnikov, V., Osipenkova, I., Stupakova, O., Nurgalina, R.: Organizational and technological decisions in the construction of transport infrastructure facilities. IOP Conf. Ser.: Mater. Sci. Eng. 918(1), 012015 (2020). https://doi.org/10.1088/1757-899X/918/1/012015 2. Volovnik, N., Demidenko, O., Kazakov, V., Gashkov, P.: Scientific and technical support at the construction and operation of cultural and sports facility. Bull. Civ. Eng. 2(79), 100–108 (2020). https://doi.org/10.23968/1999-5571-2020-17-2-100-108 3. Siu, M.F.F.: Resource budget for workface planning in industrial-construction. Facilities 37(5/6), 292–312 (2019). https://doi.org/10.1108/F-04-2018-0057 4. Ardila, F., Francis, A.: Spatiotemporal planning of construction projects: a literature review and assessment of the state of the art. Front. Built Environ. (2020). https://doi.org/10.3389/ fbuil.2020.00128 5. Bozejko, W., Hejducki, Z., Wodecki, M.: Flowshop scheduling of construction processes with uncertain parameters. Arch. Civ. Mech. Eng. 19(1), 194–204 (2019). https://doi.org/10.1016/ j.acme.2018.09.010 6. Xu, X., Wang, J., Li, C.Z., Huang, W., Xia, N.: Schedule risk analysis of infrastructure projects: A hybrid dynamic approach. Autom. Constr. 95, 20–34 (2018). https://doi.org/10.1016/j.aut con.2018.07.026 7. Chen, G.: Building construction: project management, construction administration, drawings, specs, detailing tips, schedules, checklists and secrets others don’t tell you. ArchiteG, Incorporated. 196 (2012)

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8. Chen, S.-M., Griffis, F.H., Chen, P.-H., Chang, L.-M.: Simulation and analytical techniques for construction resource planning and scheduling. Autom. Constr. 21, 99–113 (2012). https:// doi.org/10.1016/j.autcon.2011.05.018 9. Kasaev, B.S., Razakov, A.A.: The Problems of investment in innovations, range of products and technological re-equipment of the construction corporation. Studies Eng. Technol. 2(1), 111–123 (2015). https://doi.org/10.11114/set.v2i1.992 10. Tabrizi, B.H., Ghaderi, S.F., Haji Yakhchali, S.: Discount strategies investigation in integrated project scheduling and material procurement. Int. J. Simul. Process Model. 28(2), 67–82 (2017). https://doi.org/10.6186/IJIMS.2017.28.2.1 11. Hosseini, M.R., Chileshe, N., Rameezdeen, R., Lehmann, S.: Reverse Logistics for the construction industry: Lessons from the manufacturing context. Int. J. Constr. Eng. Manag. 3(3), 75–90 (2014). https://doi.org/10.1177/0734242X15584842 12. Koulinas, G.K., Xanthopoulos, A.S., Tsilipiras, T., Koulouriotis, D.E.: Schedule Delay Risk Analysis in Construction Projects with a Simulation-Based Expert System. Buildings 10(8), 134 (2020). https://doi.org/10.3390/Buildings10080134 13. Siu, M.-F.F., Lu, M., Abourizk, S.: Resource supply-demand matching scheduling approach for construction workface planning. J. Constr. Eng. Manag. 142 (1) (2016). https://doi.org/ 10.1061/(ASCE)CO.1943-7862.0001027 14. Marovich, I., Hanak, T., Perich, M.: (2021) A multi-criteria decision support concept for selecting the optimal contractor. Appl. Sci. Basel. 11(4), 1660, 1–18. https://doi.org/10.3390/ app11041660 15. Vitvitskiy, E.E., Fedoseenkova, E.S.: Descriptive model of scriptive model of functioning in aggregate of auto transportation system despatch of freight by vehicles in cities. IOP Conf. Ser.: Earth Environ. Sci. 7, 072013 (2018). https://doi.org/10.1088/1755-1315/194/7/072013 16. Yudina, A., Sychov, S., Gaido, A.: Construction system for the erection of prefabricated buildings out of factory-made modules. Archit. Eng. 5(2), 32–37 (2020). https://doi.org/10. 23968/2500-0055-2020-5-2-32-37 17. Liu, S.-S., Wang, C.-J.: Optimizing linear project scheduling with multi-skilled crews. Autom. Constr. 24, 16–23 (2012). https://doi.org/10.1016/j.autcon.2011.12.009 18. Anferov, V., Vasiliev, S., Kuznetsov, S.: Reliability of Technical Systems: A Tutorial. DirectMedia, Moscow, Berlin (2018). https://doi.org/10.23681/493640 19. Kuznetsov, S.: Justification of the reliability of the operation of mechanisms, machines, sets, complexes and systems. Issues Sustain. Dev. Soc. 1, 221–230 (2021). https://doi.org/ 10.34755/IROK.2021.38.80.003 20. Demidenko, O., Alekseev, N.: Logistics planning approach to transportation and technological support building flows. Sci. Pers.: Humanit. Res. 1(27), 195–199 (2017). https://doi.org/10. 17238/issn1998-5320.2017.27.195

Simulation of Heat Transfer Through External Enclosing Structures of Buildings Evgeny Petrov1(B)

, Sergey Korobkov1

, and Sergey Kuznetsov2

1 Tomsk State University of Architecture and Civil Engineering, 2 Solyanaya Square,

634003 Tomsk, Russia 2 Siberian Transport University, Dusi Kovalchuk Street, 191, 630049 Novosibirsk, Russia

Abstract. The paper presents numerical simulation results of the window block thickness influence of those installed in the outer wall structures on distributing the temperature fields and the magnitude of heat losses through window jambs of outer enclosing structures. When installing the window unit in the outer wall, without additional insulation of the window jambs, heat losses through them constitute a significant fraction of the total heat losses. Under certain conditions, the window block is placed in the area of lower temperatures. The simulation task is realized through external enclosing structures using a computer program. The calculations specified such parameters as: the temperature of the internal and external air, the thermal conductivity factors of the enclosures, the densities of the materials used, as well as the heat transfer factors from the internal and external surfaces of the enclosing structures. According to the results of calculations, it was found that with an increase in the thickness of the window casing, the temperature of the internal jamb near the window block increases, which favorably affects sanitary and hygienic conditions. This reduces heat loss through the window jambs. Based on the obtained data, heat flows through the surface of the wall and side window jambs at different thickness of the window block were determined. Based on results of the simulation, it was found that the use of narrow window casing leads to a significant increase in thermal losses through enclosing structures and an increase in the share of losses through window jambs. Keywords: External enclosing structures · Window structures · Temperature fields · Heat losses

1 Introduction One of the directions of improving the quality of life of society, as one of the priority tasks in our country, is the creation of comfortable sanitary and hygienic conditions in the premises of residential and public buildings. In order to achieve this, it is necessary to reduce the cost of building operation by increasing the level of thermal protection of the building shell elements, as well as on the basis of their joint work [1–3]. One of the effective solutions that allows to realize the exclusive standards for heat protection of windows and has in-creasing use in construction are windows in plastic cross casements using double-glazing units, solid or soft selective glass coatings, filling the interglass © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 367–375, 2022. https://doi.org/10.1007/978-3-030-96383-5_41

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space with inert gases [4, 5]. However, these window designs have an essential shortcoming in that today’s window blocks installed in the exterior walls of buildings often have narrow window casing. And this fact cannot be ignored when considering the joint work of the wall and the window, since as a result of the operation of buildings with narrow window casings, increased heat losses occur through the window jambs of the outer walls [6–8]. Therefore, studying the thermal regime of the junctions of window blocks with the outer walls is of great practical importance, since it directly affects the heat losses through the outer enclosing structures [9–11]. When installing a window in a single layer wall, without any additional measures for the insulation of window jambs, the heat loss through the window jambs is substantial. In addition, the window block is placed in the area of lower temperatures, and heat losses through the window jambs go into the wall thickness with lower temperatures, which leads to a decrease in the temperature of the internal jamb surface below the dew point temperature and condensate falling out on their surface [12–15]. This, in turn, leads to an increase in heat loss through the window jambs and, accordingly, a decrease in the reduced resistance to heat transfer of the wall. Thus, accounting for the joint work of the outer wall and the window is not only sanitary and hygienic importance, but has also economic significance, since this directly affects the heat loss through the enclosing structures. Several different techniques can be used to reduce heat loss through the window jambs of enclosing structures: • • • •

increase of window frame thickness; offset of the window casing to the center of the outer wall; insulation of window jambs on the inner or outer side; installation of thermostat liner in wall thickness and so on.

2 Research Methods Evaluation of efficiency of various solutions is made on the basis of calculation of temperature fields of units of conjugations of window blocks with external walls in two-dimensional setting based on finite elements method (Fig. 1). The program for calculating temperature fields is based on the solution of the differential thermal conductivity equation, which in a rectangular coordinate system in a general form has the form:  2  ∂ T ∂ 2T ∂ 2T ∂T =λ (1) + 2 + 2 + q(x, y, z, t) ρ·c ∂t ∂x2 ∂y ∂z wherein T(x, y, z, t) is the change in material body temperature from the initial; ρ is the density of the material; c is the heat capacity of the material; λ is the heat conductivity of the material; q is the specific power of internal heat sources. In the case of a two-dimensional problem and the absence of an internal heat source, Eq. (1) will take the form: ρ·c

∂ 2T ∂ 2T ∂T = λ( 2 + 2 ) ∂t ∂x ∂y

(2)

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Fig. 1. Temperature distribution between window block and outer wall.

The initial and boundary conditions must be set when setting the problem. The initial condition defines the temperature distribution at time t = 0 and shall be written as: T (x, y, 0) = f (x, y)

(3)

The basic boundary conditions on the body surface are: 1 Temperature distribution on the surface S of the body as a function of coordinates and time. 2 The normal component of the temperature gradient corresponding to the heat flow q through the boundary surface, that is, the heat flow values are given for each point of the body surface and any moment of time:  ∂T   (4) S = q(x, y, t) Sq ∂n q 3 Convective heat exchange. The ambient temperature and the law of heat exchange between the surface of the body and the surrounding medium are determined: −λ

 ∂T  ) Sc = α(T Sc − Tc ) (5) ∂n herein T c is the ambient temperature; T is the body surface temperature; α the heat transfer coefficient. 4 In case of contact of two solids on the surface of S 12 with temperatures T 1 and T 2 , interface conditions shall be set. Ideal contact between the bodies is assumed (the temperatures of the touching surfaces are identical):   T1 S12 = T2 S12 (6) −λ(

λ1 (

∂T1  ∂T2  ) S12 = λ2 ( )S ∂n ∂n 12

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The second condition fixes the equality of heat streams from one body to another. The thermal conductivity problem is implemented in a computer program using the finite element method. This method can be used to solve both stationary and nonstationary heat conductivity problems. If the geometric characteristics are highly variable (for example, changes in thickness), then the finite element method is perhaps the only one of the other numerical methods that provides a solution within a single design. For a two-dimensional stationary problem, the differential heat conductivity Eq. (2) will take the following form: ∂ 2T ∂ 2T + =0 ∂x2 ∂y2

(7)

The idea of the finite element method in the form, when the temperature is taken as an unknown function, looks like this. The volume occupied by the structure is divided into a fairly large number of elementary volumes, called finite elements. The degree of the grid density depends on the degree of change in the solution of the problem. The lines along which the end elements join are called node lines, and the places where several node lines converge are called node points. It is assumed that the temperature field of the entire structure can be represented with sufficient accuracy by the temperatures of the nodal points. Shape functions are introduced that approximate the temperatures inside each finite element through the temperatures of the nodal points.

3 Research Results In all calculations, the following temperature values were taken: internal air +20 °C, external air minus 40 °C, heat transfer factors from the internal and external surfaces of the enclosing structures 8.7 and 23 W/(m2 ·°C), respectively. When performing calculations, the main attention was paid to the change in temperature on the surface of the inner and outer jambs, the glazing temperature of the sash pulley, as well as thermal losses through the outer walls and window jambs. The calculations specified the following parameters: temperature of internal and external air, coefficients of thermal conductivity of enclosures materials, densities of used materials, as well as coefficients of heat transfer from internal and external surfaces of enclosing structures. Consider the effect of window casing thickness on heat loss through enclosing structures. We will calculate a 640 mm thick single-layer brick wall with a triple glazed window block. The distance from the outer face of the wall to the window block (Fig. 1) L 2 was 120 mm. The thickness of the window case (δ) in the calculations varied from 60 to 180 mm. Based on the results of calculations, a graph was drawn showing the change in the temperature of the internal jamb near the window block (at a distance of 1 cm from it) depending on the thickness of the window case (Fig. 2). The same figure shows the temperature of the inner surface of the glass while triple glazing (dashed line).

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Fig. 2. Temperature variation of inner jamb near window block depending on window case thickness.

4 Discussion of Results With a window casing thickness of 60 mm, the surface of the window jamb has the lowest temperature of the presented options, which indicates that in this case the heat loss is greater than in other options. The temperature distribution along the inner surface of the wall L 3 = 1 m and the side window jamb is shown in (Fig. 3.) As can be seen from the figure, the thickness of the window casing has little effect on the temperature distribution over the inner surface of the wall, while the surface of the side jamb near the window frame is significantly influenced with the thickness of the window casing (Fig. 3a). According to the results of calculations, it was found that with an increase in the thickness of the window casing, the temperature of internal jamb near the window block increases (Fig. 3b). At the same time, there is a decrease in heat losses through window jambs.

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Fig. 3. Effect of window casing thickness on temperature distribution on wall inner surface (a) and on jamb inner surface (b)

The temperature distribution along the outer surface of the wall and the window jamb is shown in (Fig. 4.) It follows from the figure that with a window casing thickness of 60 mm, the surface of the outer wall and the window jamb have the highest temperature of the presented embodiments, which indicates that in this case the heat loss is greater than in other embodiments.

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Fig. 4. Influence of window casing thickness on temperature distribution on wall outer surface (a) and on jamb outer surface (b).

Based on the obtained temperature data, heat flows through the surface of the wall and side window jambs at different thickness of the window casing were determined. Comparing of this heat loss with wall heat loss without window opening was made. Based on the results of calculations, the heat flow through 1 m2 of brick wall with a thickness of 640 mm is 63.3 W/m2 . When comparing heat losses of external walls with different thickness of window casing with heat losses of wall without window opening, it is found, that for a 60 mm thick brick wall with a window casing, additional losses through the surface of the wall and the window jamb are compared to a conventional wall without a window opening, increase by 26%, and with the thickness of the window casing of 120 and 180 mm, respectively, by 18 and 12% (Fig. 5).

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Fig. 5. Increase in heat losses (in %) through enclosing structures depending on window casing thickness: 1 - casing thickness is 180 mm; 2 - casing thickness 120 mm; 3 - casing thickness 60 mm.

5 Conclusion Thus, it is seen that the use of narrow window casing leads to a substantial increase in heat loss through the enclosing structures, that is, with a decrease in the thickness of the window block in single-layer brick walls, the share of losses through the window jambs increases. The influence of other factors on heat transfer through external enclosing structures of buildings will be considered in the course of further research.

References 1. Glazunov, Y.T.: The variational method for the solution of the combined heat and mass transfer problems. Int. J. Heat Mass Transf. 26(12), 1815–1822 (1983). https://doi.org/10. 1016/S0017-9310(83)80152-5 2. Jamal, B., Boukendil, M., Zrikem, Z.: Numerical simulation of coupled heat transfer through double solid walls separated by an air layer. Int. J. Therm. Sci. 156, 106461 (2020) 3. Nizovtsev, M.I., Sterlygov, A.N., Belyi, V.T.: The facade system with ventilated channels for thermal insulation of newly constructed and renovated buildings. Energy Build. 75, 60–69 (2014). https://doi.org/10.1016/j.enbuild.2014.02.003 4. Haris, M., Usman, S., O’Donnell, A.J.: A framework for uncertainty quantification in building heat demand simulations using reduced-order grey-box energy models. Appl. Energy 275, 115141 (2020) 5. Diomidov, M.V., Nizovtsev, M.I., Terekhov, V.I.: Ventilation of window interpane cavity aimed at a higher temperature of the inter pane. Therm. Sci. 6(1), 15–22 (2002). https://doi. org/10.2298/TSCI0201015D 6. Georgiou, L., Panteli, C., Fokaides, P.A.: Thermal performance of brick and stone masonry: Cumulative heat flux dataset for main orientations and under diverse seasonal conditions. Data Brief 33, 106599 (2020) 7. Nizovtsev, M.I., Letushko, V.N., Borodulin, Y., Sterlyagov, A.N.: Experimental studies of the thermo and humidity state of a new building facade insulation system based on panels with ventilated channels. Energy Build. 206, 109607 (2020). https://doi.org/10.1016/j.enb uild.2019.109607

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8. Shen, P., Wang, Z.: How neighborhood form influences building energy use in winter design condition: Case study of Chicago using CFD coupled simulation. J. Clean. Prod. 261, 121094 (2020) 9. Kisilewicz, T., Fedorczak-Cisak, M., Barkanyi, T.: Active thermal insulation as an element limiting heat loss through external walls. Energy Build. 205, 109541 (2019) 10. Abramov, A.D., Ilinykh, A.S., Galay, M.S., Sidorov, J.S.: Investigation of termal conditions of the aluminothermic welding and their influence on the structure and properties of metal rails. Mater. Sci. Forum 906, 50–55 (2017). https://doi.org/10.4028/www.scientific.net/MSF. 906.50 11. Mashukov, V.I.: An algorithm of linear combinations: thermal conduction. Numer. Anal. Appl 11(4), 323–331 (2018). https://doi.org/10.1134/S1995423918040055 12. Dobrosel’sky, K.G., Antipin, V.A., Yudin, P.V., Sukhorukov, G.S.: Application of passive schemes for pyroelectric conversion of low-potential heat. J. Eng. Thermophys. 27(1), 51–57 (2018). https://doi.org/10.1134/S181023281801006X 13. Vorobyov, V., Manakov, A., Yanshina, I., Repina, I.: Bases of the methodology of monitoring the impact of the human factor on the reliability of the railway infrastructure. In: Popovic, Z., Manakov, A., Breskich, V. (eds.) TransSiberia 2019. AISC, vol. 1116, pp. 691–706. Springer, Cham (2020). https://doi.org/10.1007/978-3-030-37919-3_69 14. Liu, Y., Wang, X., Chen, H.: Enhancing public building energy efficiency using the response surface method: an optimal design approach. Environ. Impact Assess. Rev. 87, 106548 (2021) 15. Thomas, L.P., Marino, B.M., Muñoz, N.: Steady-state and time-dependent heat fluxes through building envelope walls: a quantitative analysis to determine their relative significance all year round. J. Build. Eng. 29, 101122 (2019)

Specific Features of the Railway Polygon Operation with Empty Car Traffic Olga Yugrina1 , Larisa Zharikova1(B) , Aleksey Bessolitsyn2 Kirill Godovany3 , and Gelera Chekmareva3

,

1 Siberian Transport University, Dusi Kovalchuk Street 191, 630049 Novosibirsk, Russia 2 Emperor Alexander I St. Petersburg State Transport University, Moskovsky Avenue, 9,

190031 Saint Petersburg, Russia 3 Rostov State Transport University, Rostovskogo Strelkovogo Polka Narodnogo Opolcheniya

Square, 2, 344038 Rostov-on-Don, Russia

Abstract. Freight transportation optimization and the need for rational use of railway infrastructure actualize the issue of organizing the movement of car flows with the lowest cost. This is especially true for empty cars. The purpose of the research is to single out some elements of freight traffic, to consider the variants of different technologies of transportation process application, taking into account minimization of operational costs and mutual interests of carrier and consignors of goods. Methods to research freight traffic operations and mathematical modelling of the transportation process were used in implementing the technological measures developed: concentration of car traffic flows at the stations with sufficient technical capacities, ensuring the minimum number of repetitions en route with division of carriages by operator affiliation. As a result, an algorithm for decisionmaking on the operational work arrangement was developed, taking into account the infrastructure load on each calculated day. Keywords: Private car fleet · Train formation plan · Railway direction · Car flows arrangement

1 Introduction Optimization of freight transportation and the need for rational use of railway infrastructure updates the issue of organizing the movement of car flows with the lowest cost. This is especially true for empty cars. Currently, rail transport is carrying out carriage activities using a private wagon fleet. This moment brings with it a complete change in the technology of work of railroads and empty cars after unloading. According to the Instructional Directions for Transportation of Carriages on the Railways of JSC Russian Railways of 29.12.18, there are several ways of organizing the transportation of empty cars. However, in any case the use of a private fleet of cars leads to an increase in empty runs. This fact has a negative impact on the loading of elements of the railway transport infrastructure. And it also leads to the need to increase the wagon fleets of rolling stock owners [1]. © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 376–384, 2022. https://doi.org/10.1007/978-3-030-96383-5_42

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Scheduling of empty runs is now carried out in a different order in the planned and operational mode. As a consequence, the load on the infrastructure has increased and the order of interaction between the carrier and the rolling stock owner has changed. There are no effective measures to optimize this process yet [2–4]. It is advisable in the current situation to combine planning of operational work with dispatcher control in order to use the available infrastructure rationally. In this case, the method of balance calculation should prevail in planning, and in the dispatcher control–targeted reference of car resources to applications for transportation. For this purpose, when developing technical norms of operational work, the correspondences of empty cars are established on the basis of the regulation gap. That is, the number of cars brought to the loading region is determined in the monthly planning by the difference between loading and unloading. During operational management, the number of these cars is determined by the difference between the normative and actual availability of empty cars. This method enables to reduce empty running of the rolling stock, but its application is very difficult in conditions of the private railcars use. Foreign railroads are in a highly competitive environment for the customers with other transport modes. This factor obliges to work according to the established technology with the maximum observance of cargo owners’ interests and minimization of wagon-hours downtime at the stations [5–9]. In addition, foreign authors also note the presence of problems with unscheduled downtime of cars in terms of fulfillment of obligations on transportation and excessive loading of station tracks [10–12]. Thus, the relevance of this problem study is to increase the competitiveness of railroads by minimizing the costs of the carrier and owners of the car fleet by means of the design of regulations of work with empty cars in the new conditions and, consequently, reducing the load on the infrastructure. The subject of the research is the principles of empty cars transportation organization of private park taking into account cargo transportation technology and rail transport operating costs. The aim of the present research is to consider application variants of different technologies for transportation process, highlighting separate elements of freight transportation and taking into account minimization of operational costs and mutual interests of carrier and consignors of goods.

2 Research Methodology It is known that the useful work of transport in terms of freight transportation is the process of movement of goods in cars. The transportation plan as a set of technical norms developed on the basis of applications for transportation submitted by consignors of goods and the plan of freight trains formation allows ensuring the rational use of the available infrastructure. Data on the volume and direction of loaded car flows are determined on the basis of consignors’ applications. Based on the developed “chessboard of loaded car flows”, the calculation of technical standards of operational work, which determines the costs of all components for the planned freight traffic. The sequence of applying the individual components of the technological process in the freight transportation organization on the railroad network depends on the belonging of cars to different owners and the way they are used. Each component plays its own role in the overall process, as it regulates the order of participants in the use of rolling stock and establishes the required parameters for freight transportation.

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In the current plan of the train formation, on the basis of the Order of JSC “Russian Railways” №2786r of 28.12.12 “On the Unified network technological process of rail freight traffic”, corrections are made after the monthly plans of freight traffic are adopted, and the analysis is constantly underway to identify the discrepancies between the size of the wagon traffic flow and the specific purpose of the formed trains; imbalances in the loading and use of the processing capacity of stations and marshalling yards; causes of allowed deviations from the formation plan and the order of directing the wagons. But determining volumes and directions for empty car flows is difficult because of the presence of various rolling stock owners and contradictions between them. Also, inability to plan transportation, especially of empty cars in advance leads to unreliability of calculated indicators of technical rationing. There are currently three main variants of private railcar fleet operation technology: – own cars are handled on assigned polygons, and exit to other polygons occurs when no third-party cars are handled; – own cars are used in the same way as the exchange fleet except for the enterprises with the submission for loading in the absence of third-party cars; – own cars are transferred to the common scheme of handling and regulation with the third-party cars But for successful organization of operational work it is necessary to regulate wagon fleets of different proprietors according to the principles approximating to complex regulation. In contrast to loaded cars that are included into trains according to the destination plan depending on the destination stations indicated in transportation documents, empty cars of the same specialization may receive a destination station during accumulation or upon completion of accumulation of a train according to the established characteristics, which is already fixed in the Directive of Russian Railways №4/r of 09.01.20 “On introducing changes to Directive of Russian Railways №2786r of 28 December 2012”. Optimization calculation of correspondences of empty car traffic flows between stations for collection and distribution of empty cars can be performed by solving transport linear programming problem in network formulation (Order of Russian Railways No.290/r of 14.02.18 “Methodology of development of planned “chessboard” of car traffic flows in “station–station” section and transition to loading planning for the coming month with detailing by loading and unloading stations in technical standardization of railroad network operation work”. But this form of work with empty cars cannot be used due to the significant irregularity of freight traffic during the month, week and day. As a consequence of the unevenness during the day and shift (12 h) delivery of cars from loading stations and arriving at joints, there is a surplus of car fleet, which significantly complicates the transportation process. The presence of uneven operation is influenced by a large number of factors that form the random nature of fluctuations by day. This has a significant impact on the necessary transportation capacity of railway lines, stations and individual sections, as well as on the transportation process organization as a whole [13]. The unevenness of transportation also has a great impact on the size of transportation facilities required for the transportation of given volumes of work. The need for wagon

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and locomotive fleet directly depends on the size of the work of cars and locomotives and the efficiency of their use. Therefore, even a temporary increase in the volume of transportation entails an increase in the need for transportation facilities, an increase in unproductive costs for the movement of rolling stock in an empty state and the need to have excessive track capacity. As a consequence, there is a need to have a capacity reserve. Studying the problem of irregularity and creating appropriate mechanisms to reduce it can drastically improve the use of transportation facilities and reduce the need for traction and wagon rolling stock [14]. There are difficulties when using private railcar fleet: 1. The oversaturation of stations with cars leads to the exclusion of a part of their track development from operation and reduces the ability to pass and process car flows; 2. Excessive saturation of network sections with trains leads to the need to put some trains without locomotives at intermediate stations and aggravates the traffic organization [15].

Number of trains

An example of an uneven supply of trains to the junction stations of K region for a period of 12 h is shown in Fig. 1. 14 12 10 8 6 4 2 0

12 8 7 6

11.11

8 7 6

9 7 6 3

9 8 7

12.11

13.11

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8 5

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Period, days 18:01 - 21:00

21:01 - 00:00

00:01 - 3:00

3:01 - 6:00

Fig. 1. Reception at junction A2 for the first shift.

Reception at the A2 junction varies from 3 to 12 trains per day. Based on the data obtained, the coefficient of non-uniformity was calculated: - non-uniformity of transportation in time - the ratio of the maximum value to the average for the period. For the mentioned example, this coefficient varies from 1.2 to 1.67, which makes it necessary to significantly increase the fleet of locomotives in use. The relationships between station parks, locomotives, the size of freight traffic and the sectional speed indicate that the required size of freight traffic, which can be provided by trains and locomotives, with the existing limitations of station parks lead to an increase in the need for track reserves. These relationships provide a comprehensive assessment of the achievable level of use of track capacity based on the availability of infrastructure and traction resources. They can be represented as a cyclic dependence of cause-and-effect relationships, reflected in the authors’ work [15].

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In order to de-cyclize and overcome the difficulties, it is necessary to eliminate the resulting shortage of track development capacity. There are 2 ways: 1. extensive - physical expansion of track development; 2. intensive - improvement of technology, which replaces track capacity reserves by management reserves. The intensive way assumes, first of all, an increase in the “forecast depth” of upcoming events, i.e. the development of information technologies providing the necessary information for the entire technological process of freight transportation. Since the significant factor is the use of private rolling stock and its access to the railway infrastructure, the main influencing element is the technological possibility of empty car traffic of major owners on the basis of logistical schemes of rolling stock operation. But the goals of wagon fleet regulation by the operator and the carrier are not the same, and the limitations are also different: For the carrier: 1. permissible loading of stations and sections; 2. capacity of car preparation points for transportations. For the rolling stock operator: 1. the maximum permissible fleet of cars on an empty trip; 2. minimum permissible reliability of supply of bids. To optimize the transportation process, it is advisable to combine the efforts of various operators by using an exchange fleet, which reduces the load on the infrastructure and reduces empty car mileage. The technological chain can be represented as a scheme shown in Fig. 2

Categories of freight car fleet

Principles of different freight car fleet categories’ operation

De-loaded car fleet (balance adjustment)

Co-operated rolling stock operators' fleet

Urgent return of cars

Fig. 2. Technological chain of logistic schemes for rolling stock operation.

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The organization of freight transportation adopted in the country takes into account the peculiarities of the geographical location of loading and unloading places (a significant distance of transportation) and the ownership of the infrastructure by one owner JSC Russian Railways (selection of the traffic direction) by the sections and technical stations based on the load of facilities. Therefore, management of the entire transportation process is carried out by technical rationing of operational work, i.e., the optimal distribution of the means of transportation for the planned volume of transportation is achieved and the normative indicators on the use of the car fleet and, on its basis, the locomotive fleet are determined. The efficiency of the transportation process management is assessed with the help of indicators of their use. But at present, there are a number of shortcomings in the methods of technical rationing. Determination of such indicators as the volume of car fleet by stations, the size of train flow transfer by junction stations, sectional speed, idle time of transit and local cars at stations, downtime of cars under one freight operation is performed without taking into account their dependence on the size of traffic and the degree of infrastructure loading. This also applies to other indicators that reflect the operation of empty cars. Due to the aforementioned disadvantages, operational management methods using information systems come to the fore. But, due to the significant amount of information about car flows at all points of their location, operational mode uses data on upcoming events only for 3–4 h in advance. Increasing the forecast depth to 6–8 h will only slightly reduce the existing unevenness, but will not solve the problem dramatically. And the main drawback is the discrepancy between the transportation volumes planned in advance for the month based on shippers’ requests in average daily terms and the actual state. The system of calculating monthly planning was developed in times of sufficient transportation stability and the lack of information technology to make any calculations in the shortest possible time.

3 Research Results It is currently advisable to consider the existing volumes of transportation as consignors’ applications are received separately for each day of loading. The algorithm for making decisions on the organization of operational work is the following sequence: 1. Processing of consignors’ applications for each day to develop a planned “checkerwork of loaded car flows” in the section “station – station” with detailing by stations of loading and unloading:    N=f m (1) where N is the number of routes of dispatched correspondence in a given day; m is the number and types of applications for transportation, taking into account the number of cars.

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2. “Overlay” of correspondence dispatches on the current plan of formation of trains in order to determine the route and the dependent operating transportation costs:    (2) Eoper = f Mtfs where Eoper defines the dependent operating costs for transportation; Mtfs shows the variants of the routes of consignments according to the train formation schedule. 3. Calculation of time and costs for the correspondence on the sections and the downtime for technological operations:     m (3) nt = f Mtfs ;  where nt is wagon-hours of correspondence. As a result of the calculation, “checker-work of loaded wagon flows” in the section “station – station” is generated in the format “road – road”. The formation of “checkerwork” of empty wagon flows in the section “station – station” is made taking into account the balance method (criteria: shortest distance, minimum operating dependent costs, normative plan of formation). Car traffic flows obtained in this way characterize the network load as a whole and contribute to the subsequent calculation of technical standards with a sufficient degree of accuracy. Allocation of time by the day to the elements included in the route, in order to determine their workload in each day when taking into account the calendar of departures:     N; m (4) γ =f Mtfs ; The availability of such information will indicate the degree of loading of facilities in all periods of time, make it possible to make timely adjustments to the direction of car traffic flows and facilitate decision-making on changing them in advance in the planned mode. For the carrier company in this approach, the economic result of implementing technological measures can be represented in the form of solving a problem with the target function of minimizing the dependent operating costs of transportation. 4. Determination of the working fleet of cars and locomotives:   n, M = f (γ )

(5)

 where n defines wagon fleet; M denotes locomotive fleet. The result of this function solution depends on the quality of practical implementation of the following criteria: consignments to follow the shortest distance with the minimum possible number of car flow alterations and specificity of car flows by cargo type, type of rolling stock and owner companies. As we receive the applications from consignors (rolling stock operators), who currently find it difficult to accurately plan the transportation of empty cars in advance, it is necessary to compare these applications by the period with the “base checker-work”.

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This will make it possible to determine the paths of the planned empty wagon traffic in comparison with the optimal one according to the previously selected criteria. If there are significant differences between the empty wagon paths of each operator and the optimal one for the carrier, it is advisable to consider the order of changing the initial variant for the operator. To motivate operators to accept the empty cars diverting plan offered by the automated system, instead of the one calculated by the operator himself, it is necessary to apply economic incentives, i.e., to compensate the excessive costs of individual operators. In addition, it is advisable to compare the resulting infrastructure load with the available load for the selected element in order to reduce unproductive downtime of cars and locomotives: γest ≤ γav

(6)

where γest shows the estimated load of infrastructure elements; γav is the available load of infrastructure elements.

4 Conclusions All the proposed contributes to the implementation of technological solutions in the planning period, especially the “just-in-time” logistics principle required to maintain the appropriate infrastructure reserves and more regulated interaction with the port [16]. Incentive encouragement for operators is possible within the sum of the cost savings and is comparable with the savings of operating costs from skipping the empty wagon flow. The use of a dynamic model leads to a reduction in car turnover, the main qualitative indicator of operational work, because it allows the use of more accurate data on planned car flows. The listed factors of influence on car turnover reflect components of transportation process technology. But it requires the transition of the technical rationing order to a shorter term: a decade, five days, etc. Further research of the authors is reduced to the development of the criterion for minimizing operating costs - reduction of the number of car turnover in the route.

References 1. Borodin, A., Kozlov, P., Kolokolnikov, V., Osokin, O.: Construction of efficient railway operating domains based on a simulation examination. In: Popovic, Z., Manakov, A., Breskich, V. (eds.) TransSiberia 2019. AISC, vol. 1116, pp. 1143–1151. Springer, Cham (2020). https:// doi.org/10.1007/978-3-030-37919-3_112 2. Zubkov, V., Ryazanova, E., Chebotareva, E., Bakalov, M., Gordienko, A.: Capacity and traffic management on a heavy-traffic railway line. In: Popovic, Z., Manakov, A., Breskich, V. (eds.) TransSiberia 2019. AISC, vol. 1116, pp. 934–949. Springer, Cham (2020). https://doi.org/10. 1007/978-3-030-37919-3_92 3. Nikitin, A., Manakov, A., Kushpil, I., Kostrominov, A., Osminin, A.: IEEE East-west design and test symposium (EWDTS) 2020. In: Proceedings 9224707 (2020). https://doi.org/10. 1109/EWDTS50664.2020.9224707 4. Badetskii, A., Medved, O.: Improving the stability of the train formation plan to uneven operational work. Transp. Res. Proc. 54, 559–567 (2021). https://doi.org/10.1016/j.trpro.2021. 02.108

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5. Xiao, J., Lin, B.: Comprehensive optimization of the one-block and two-block train formation plan. J. Rail Transp. Plan. Manag. 6(3), 218–236 (2016). https://doi.org/10.1016/j.jrtpm.2016. 09.002 6. Hosseini, S.D., Verma, M.: Equitable routing of rail hazardous materials shipments using CVaR methodology. Comput. Oper. Res. 129,(2021). https://doi.org/10.1016/j.cor.2021. 105222 7. Talebian, A., Zou, B.: Integrated modeling of high performance passenger and freight train planning on shared-use corridors in the US. Transport. Res. B: Meth. 82, 114–140 (2015). https://doi.org/10.1016/j.trb.2015.10.005 8. Cacchiani, V., Caprara, A., Toth, P.: Scheduling extra freight trains on railway networks. Transport. Res. B: Meth. 44(2), 215–231 (2010). https://doi.org/10.1016/j.trb.2009.07.007 9. Lin, B., Zhao, Y., Lin, R., Liu, C.: Integrating traffic routing optimization and train formation plan using simulated annealing algorithm. Appl. Math. Model. 93, 811–830 (2021). https:// doi.org/10.1016/j.apm.2020.12.031 10. Zhang, J., Yang, H., Wei, Y., Shang, P.: The empty wagons adjustment algorithm of Chinese heavy-haul railway. Chaos Solitons Fractals 89, 91–99 (2016). https://doi.org/10.1016/ j.chaos.2015.10.011 11. Beloševi´c, I., Ivi´c, M.: Variable neighborhood search for multistage train classification at strategic planning level. Comput.-Aided Civ. Infrastruct. Eng. 33, 220–242 (2018). https:// doi.org/10.1111/mice.12304 12. Bohlin, M., Gestrelius, S., Dahms, F., Mihalák, M., Flier, H.: Optimization methods for multistage freight train formation. Transp. Sci. 50(3), 823–840 (2016). https://doi.org/10. 1287/trsc.2014.0580 13. Borodin, A., Panin, V.: The distribution of marshalling work of industrial and mainline rail transport. Transp. Probl. 13(4), 37–46 (2018). https://doi.org/10.20858/tp.2018.13.4.4 14. Anoopa, K.P., Panicker, V.V.: Redirecting freight trains: an exact optimization approach. Transp. Res. Proc. 48, 137–149 (2020). https://doi.org/10.1016/j.trpro.2020.08.012 15. Tanaino, I., Yugrina, O., Zharikova, L.: Assessment criteria for decisions in the field of rail freight transportation. MATEC Web Conf. 216, 02015 (2018). https://doi.org/10.1051/mat ecconf/201821602015 16. Tanaino, I., Yugrina, O., Zharikova, L.: Routing of freight transportation in logistics of agriculture. IOP Conf. Ser. Earth Environ. Sci. 403(1),(2019). https://doi.org/10.1088/1755-1315/ 403/1/012192

Information Modeling of Human Factor Influence on Organizational and Technological Reliability of Infrastructural Processes of Linearly Dispersed Objects Valery Vorobyov1(B) , Irina Gudkova1 , Irina Repina1 Konstantin Gromenko2 , and Alexey Konkin2

,

1 Siberian Transport University, Dusi Kovalchuk Street, 191, 630049 Novosibirsk, Russia 2 Territorial Administration of Highways of the Novosibirsk Region,

630009 Novosibirsk, Russia

Abstract. The concept for the development of the transport system in Russia, including railways and highways, is based on the digitalization of production organization methods that ensure efficient production processes based on the development of the field of virtual, augmented and mixed reality. The proven statement makes it possible to calculate the timing of the execution of organizational and technological processes and the likelihood that they do not exceed those specified for any information links: a set of processes, line graphs, matrices. The following is an example of using the proposed method for calculating the graph of information links specified by the operogram of the organizational and technological process. An algorithm has been developed for calculating the duration of the process, which does not exceed the actual one with a given probability, and for calculating the probability that the actual duration of an organizational and technological operation performed by some performer will not exceed the calculated one. The proposed method makes it possible to calculate the main indicators of the organizational and technological reliability of the systems functioning according to the availability factor, the average time spending for scheduled preventive maintenance, the distribution function of the uptime of the production process, the average time of unscheduled emergency preventive works and a number of other indicators aimed at solving the problem of optimizing the average specific losses. Keywords: Infrastructure · Linearly dispersed objects · Information · Flow · Modeling · Human factor · Reliability

1 Introduction One of the directions of the transport system development concept in Russia is the digitalization of methods of organizing production and industrialization 4.0 [1]. Infrastructure processes in the implementation of the life cycle stages of linearly dispersed objects, which include railways and highways, are determined by technology, © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 385–393, 2022. https://doi.org/10.1007/978-3-030-96383-5_43

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organization and resources. Human resources make up a significant part of these processes. The concept of improving higher education provides for the training of personnel in the transport industry in the digital economy, including the evolution of information educational technologies [2]. At the same time, the human factor, qualification, physical and psychological state of the participants has a significant impact on the elements of the organizational and technological chain, leading to either a decrease in efficiency or failures. For railway transport infrastructure in recent years, quite a large number of studies have been carried out on the impact of the human factor (HF) on technical equipment failures [3, 4]. The complex of tasks of human factor influence on organizational and technological reliability of infrastructure processes of linearly dispersed objects remains relevant. As a rule, among the main indicators of organizational and technological reliability of the systems, the availability factor, the average time of planned preventive repairs, the functions of distributing the time of failure-free operation of the production process, the average time of unscheduled emergency preventive work and a number of other indicators aimed at solving the problem of optimizing average specific losses are identified. On railways, optimization of losses is achieved by optimization of organizational and technological processes based on the cost management model [5], selection of optimal supply schemes [6], improvement of control systems [7]. At the same time, the selection of criteria for assessing decisions in the field of rail freight transport remains an important element of research [8].

2 Research Methods One of the effective means of assessing the influence of the human factor on the organizational and technological processes of the infrastructure of linearly dispersed objects is information modeling, represented by operograms. The essence of constructing operograms is reduced to a matrix representation of information flows circulating between the performers of operations to implement the operations of the process. In the matrix, events that lie at the intersection of the process operation horizontally and the executor of the operation vertically are usually denoted by circles, and informational links between events by arrows indicating the direction of information transfer. The execution time of the process operations is a random variable. The last column of the matrix indicates the most probable time of execution of this or that event by the corresponding executor for this or that operation. The time of information transmission between the events is taken into account in the duration of the event. As a result, the information process is represented by a graph with dangling vertices.

3 Problem Statement As an example of building up an operogram, we give a graph of the process of eliminating a failure in the operation of the CTC. Performers are indicated by the abbreviation adopted on the railways of Russia. The main goal of building up operograms is to streamline process operations, avoid duplication and increase the efficiency of management of organizational and

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technological processes. [3] The minimum process execution time is accepted as a criterion. As follows from the operogram, each operation is performed by one performer, on which the duration of its execution depends, which at best is determined by experts and has an average statistical value. Consequently, in the cyclical execution of operations, there is always a statistical sample of operations having different distribution laws. Therefore, the current task is to develop a method for calculating graphs of information links on a different mathematical basis using other parameters that characterize the processing of the information flow. The main parameter in the proposed method is the productivity of the performers or the pace of work. As noted above, these indicators are influenced by both the professional qualities of the performers and the human factor leading to errors, and therefore to an increase in the execution time of operations. From the above it follows that labor productivity (pace of work performance) is a random variable with distribution functions that differ between performers and operations. Mathematical Model of Method for Assessing Operation Performance on Time with Given Probability or Calculating Probability of Performing Each Operation on Given Time To solve this problem, we will use the following approach. We describe the graph of information links forperforming operations of the organizational and technological  process in the form G X ,U , wherein: X — event vector; U — operation vector; Qi — volume of i-th operation, i = 1, N ; N — set of operations; M — variety of performers; rij — rate of information conversion during execution of i-th operation by j-th performer; i = 1, N , j = 1, M . The productivity of organizational and technological process is the implementation of a random variable Rij ; f (Rij ) is the distribution density of information conversion rate of j-th performer on i-th process, i = 1, N , j = 1, M ; τij is the duration of i-th process execution by j-th i = 1, N , j = 1, M ; (τij is implementation of random   performer, variable Tij ); ϕ Tij is the distribution density of the duration of i-th process execution by j-th performer, i = 1, N , j = 1, M ; mij is the time limit for ending of i-th process by j-th performer, i = 1, N , j = 1, M ; Pi is probability that the actual ending time of i-th process will not exceed Tij , i = 1, N , j = 1, M . The problem of calculating the parameters of the graph of process information links is to find the values mij and Pi ∀i = 1, N , j = 1, M for each process; The duration of the process is related to the conversion rate of the performer information as follows: τij = Q/rij , i = 1, N , j = 1, M .

(1)

The information conversion rate Rij in the production practice of carrying out organizational and technological processes varies within Rmin , Rmax , determined by organizational conditions, technical equipment of performers and other factors. Rmin ≤ Rij ≤ Rmax , Then Tmax = Q/Rmin ,

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Tmin = Q/Rmax , Tmin ≤ τij ≤ Tmax , Or Q/Rmax ≤ τij ≤ Q/Rmin . From this itfollows that  if the information conversion rate rij is not lower than the sp

specified value rij ≥ Rij , then the duration of the process τij will not exceed the value sp

Tijmax = Qi/Rij min, and also, if the information conversion rate rij is not higher than the given R3a∂ ij max(rij ≤ sp Rij max), then the duration of the organizational and technological process τij will not be less than the value sp

Tijmin = Qi /Rij min . The probability that the information conversion rate is not lower than the given one is ∞ P(R ≥ Rmin ) =

f (R)dR. Rmin

The probability that the information conversion rate is not higher than the given one is R max

P(R ≥ Rmax ) =

f (R)dR, 0 R max

P(Rmin ≤ R ≤ Rmax ) =

f (R)dR. Rmin

The probability that the duration of the organizational and technological process is not less than Tmin and not more than Tmax is T max

P(Tmin ≤ T ≤ Tmax ) =

ϕ(T )dT . Tmin

Let us prove that P(R ≥ Rmin ) = P(T ≤ Tmax ).

(2)

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Proof: As is known from the probability theory that ϕ(T ) = g((T ))|(T )|, or ϕ(T ) = f (T )|(T )|, since T = Q/R, (T ) = − Q/R2min , then ϕ(T ) = f (T )Q/R2min . ∞ f (R)dR = 1.

(3)

0 R min

P(R ≥ Rmin ) = 1−

0 Q/R  min

R min

1−

f (R)dR,

f (R)dR = 0

(4)

ϕ(T )dT . 0

Obviously, equality (4) is true if the integrand ϕ(T ) is equal to expression (2). Since the limit of integration Rmin is an arbitrary continuous value, it is possible to differentiate expression (4) with respect to it, i.e. ⎡ ⎤ Q/R R min  min ⎢ ⎥ 1− f (R)dR = ⎣ ϕ(T )dT ⎦d /dRmin , 0

0



− f (Rmin ) =

d

Q Rmin

dRmin

 ϕ(Rmin ),

Or −f (Rmin ) = −

Q ϕ(Rmin ), R2min

ϕ(Rmin ) = f (Rmin )Rmin /Q, Or ϕ(Rmin ) = f (Rmin )Rmin /Q, The proven statement makes it easy to calculate the timing of organizational and technological processes and the probability that they do not exceed those specified for any information links: a set of processes, line graphs, matrices. Hereinafter is an example of using the proposed method for calculating the graph of information links given by the operogram of the organizational and technological process. Initial data for calculating the graph in terms of events are: 1. previous and subsequent events < i, j > of information link;

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2. parameters of the distribution law of the information conversion rate of the performer < j >, performing the operation < i > (they might not be specified); 3. lower limit of the expected information conversion rate of the performer < j > when performing the organizational and technological operation < i > (R); 4. probability that the actual labor productivity of the performer < j > when performing the organizational and technological operation < i > will not be lower than the assumed one (P); 5. scope of the process performed by the performer < j > when performing the organizational and technological operation < i >. In this case, the 2nd, 3rd and 4th variables are interconnected by the ratio: ∞ f (r)dr.

P(r ≥ R) = R

Therefore, either P or R should be specified. P and R can be specified in a table.

4 Research Results The calculation of the information graph is reduced to finding: 1. 2. 3. 4.

duration of the process; early date of event occurrence; late date of event occurrence; probabilities of the early and late timing of event occurrence; The algorithm for finding these parameters is as follows.

1. Calculate the duration of the organizational and technological process. At the same time, due to (2), the actual duration of the process will not exceed the calculated one with probability P in accordance with (1)). 2. Define the due date for the initial event (0 or T). Calculating Early Deadlines 3. Determine the timing of event occurrence: T pj(i) = T pi + tij. 4. The probability that the actual timing of the event occurrence performed by the < j > -th performer on the organizational and technological operation < i > will not exceed the calculated one, determined by the formula: p

p

Pj = Pi Pij . If the event performed by the < j > -th performer is also preceded by an event performed by the performer kj, Then p

p

Tj (k) = Tk + τkj ,

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and p

p

Pj (k) = Pk Pkj . Since an event performed by < j > -th performer can only occur when < i > and < k > processes are completed, then p

p

p

Tj = max{Tj (i), Tj (k)}, p

p

p

and Pj = min{Pj (i), Pj (k)}. And if p

p

Tj (i) > Tj (k) p

p

p

p

and Pj (i) > Pj (k), then Pj (k) recalculate for Tj (i). 5. Assume the difference in time of the operation performance by < k > - th and < j > - th performers is equal to τkj = Tj (i) − Tk = tkj + (Tj (i) − Tj (k)). p

p

p

p

6. Find a margin of productivity 

Rkj =

Qkj τkj

and a probability that the actual process duration will not exceed τ kj : P(τkj ≤

τkj )

∞ =

f (r)dr  Rkj

and p

p

Pj (k) = Pk P. And further

 p p p Pj = min Pj (i), Pj (k) .

Similarly, the dates and probabilities for events preceded by 3, 4, etc. processes are calculated. Calculating late timing of operations and probabilities is carried out in the same way as the above from the last event to the first one. Table 1 shows the results of calculating the information graph of four operations.

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Initial data

Calculated indicators

Preceding event

Subsequent event

Probability that labor productivity not lower than specified

Labor productivity

Process scope

Subsequent event occurrence probability

Early timing of subsequent event occurrence

Process duration

Late timing of event occurrence

Probability of late event occurrence

1

2

0.9

10

30

0.9

3

3

6

0.95

1

3

0.8

5

50

0.8

10

10

10

0.8

2

3

0.7

15

60

0.7*0.9 = 0.63

3+4=7

4

10

0.95*0.7

2

4

0.9

7

70

0.9*0.9 = 0.81

3 + 10 = 13

10

18

0.8*0.9

3

4

0.5

8

64

0.7*0.5 = 0.35

10 + 8 = 18

8

18

0.35

5 Discussion of Study Results Information flows are formed within the framework of existing or projected organizational structures of management depending on the relationships of participants in the implementation of organizational and technological processes. Information flows in such systems can be described by logical information models (LIMs) based on complexes and task groups for control functions presented in matrix form. At the same time, it is necessary to ensure organizational, technological and economic reliability of the system [9], which can be achieved by information modeling of processes in space and in time with building up operograms. Reducing the impact of the human factor on the information processes of the system can be achieved by training personnel in virtual learning environments based on ontology for joint management of academic knowledge [10]. Information modeling of human factor influence on organizational and technological reliability of infrastructure processes of linearly dispersed objects acquires high significance of increasing reliability, timeliness and completeness of information when improving existing and newly designed systems.

References 1. Komarov, K.: Development of transport systems as one of the areas of Industry 4.0. MATEC Web Conf. 216, 04002 (2018). https://doi.org/10.1051/matecconf/201821604002 2. Khabarov, V., Volegzhanina, I.: Training of transport industry personnel in the digital economy: the evolution of information educational technology. MATEC Web Conf. 239, 07001 (2018). https://doi.org/10.1051/matecconf/201823907001 3. Vorobyov, V., Manakov, A., Yanshina, I., Repina, I.: Bases of the methodology of monitoring the impact of the human factor on the reliability of the railway infrastructure. In: Popovic, Z., Manakov, A., Breskich, V. (eds.) TransSiberia 2019. AISC, vol. 1116, pp. 691–706. Springer, Cham (2020). https://doi.org/10.1007/978-3-030-37919-3_69

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4. Vorobyov, V., Manakov, A., Repina, I.: Economic assessment of the control of human-factor impact on faults of technical facilities in railway-transport technological processes. MATEC Web Conf. 239, 08011 (2018). https://doi.org/10.1051/matecconf/201823908011 5. Vorobyov, V., Manakov, A., Reger, A., Tanaino, I.: Optimization of processes in railways based on the cost management model. MATEC Web Conf. 216, 02009 (2018). https://doi. org/10.1051/matecconf/201821602009 6. Kurbatova, A., Kurenkov, P., Safronova, A., Tanaino, I.: Selection of optimal supply schemes. IOP Conf. Series: Earth Environ. Sci. 403, 012231 (2019). https://doi.org/10.1088/1755-1315/ 403/1/012231 7. Koryagin, M., Dementiev, A., Sokolov, V.: Management system of urban transport market. Transp. Res. Proc. 36, 334–340 (2018). https://doi.org/10.1016/j.trpro.2018.12.104 8. Tanaino, I., Yugrina, O., Zharikova, L.: Assessment criteria for decisions in the field of rail freight transportation. MATEC Web Conf. 216, 02015 (2018). https://doi.org/10.1051/mat ecconf/201821602015 9. Vladimirova, T., Manakov, A., Sokolov, V.: Conceptual framework of economic reliability of production processes. MATEC Web Conf. 216, 02008 (2018). https://doi.org/10.1051/mat ecconf/201821602008 10. Volegzhanina, I.S., Chusovlyanova, S.V., Bykadorova, E.S., Pakhomova, J.V.: Ontologybased virtual learning environment for academic knowledge co-management (by an example of transport universities). Soc. Sci. Arts Human. Astra Salvensis 6, 787–796 (2018)

Sustainability of Plans to Implement Large-Scale Railway Projects in the Eastern Part of the Russian Federation Evgeny Kibalov1

and Dmitriy Shibikin2(B)

1 Institute of Economics and Industrial Engineering of the Siberian Branch of the RAS, 17

Academician Lavrentyev Avenue, Novosibirsk 630090, Russian Federation 2 Siberian Transport University, 191 Dusi Kovalchuk Street, Novosibirsk 630049, Russian

Federation [email protected]

Abstract. The article deals with the problem of integrating logical-heuristic and economic-mathematical models of coalition games concerning the distribution of limited investment resources of the state-investor between the performers (contractors) of competing railway projects. Using the example of the latter, which are planned to be implemented in the east of the country in the future, the task is to find such a distribution of limited investment resources that would ensure the maximum possible stability of a particular system of construction contractors. For these purposes, it is proposed to use a modified Shapley algorithm and a software product developed in the SGUPSE that works on expert information. The experimental calculation shows the efficiency of the created system and its usefulness in finding the most allocatively efficient allocation of resources between coalitions of action (contractors). Keywords: Shapley vector · Coalition games · Large-scale investment projects · Railway lines · Logical-heuristic model · Allocative efficiency

1 Introduction The theoretical scheme of coalition games is superimposed in this article on the problem of transport development of Russian Asia, which has a long history but has not been solved so far. Leaving aside the reasons for this situation, analyzed in detail in the literature of the issue (see, for example), attention is further concentrated on the problem of integrating logical-heuristic and economic-mathematical models of strategic decisionmaking concerning the distribution of limited investment resources of the state-investor between executors (contractors) of competing railway projects (hereinafter - CRP) and the systems of such projects. The task is to find such an allocation which would ensure the maximum possible stability of one or another system of construction contractors. In other words, we will talk about finding the option which has the greatest allocative efficiency of the coalition structure of project contractors by the stability criterion. Research Object Description. © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 394–401, 2022. https://doi.org/10.1007/978-3-030-96383-5_44

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Specifically, the following CRP, which form a skeletal system of transport support strategy of Russia in Siberia and the Far East in the long term (see Fig. 1), will be discussed. This strategy is ambivalent: on the one hand, it is focused on the sustainable socioeconomic development of the country’s eastern macro-region, which has so far been only focally developed in economic terms and sparsely populated in social terms. On the other hand, the strategy aims to ensure national security, reflecting the possibility of an adequate response to any attempts by some aggressive neighbors to restrain Russia’s development by military means. 1. Transpolar Railway (TR) of CRP, which is a continuation to Uelen of the Stalin’s project of the early fifties in the last century, partially implemented from Salekhard to Igarka (see Fig. 1), and now reanimated as a continuation of the Northern Latitudinal Railway (NLR) project [1]. 2. The Mainland-Sakhalin Railway (MS), as well as the TR, started to be built in Stalin’s times and is now considered not only as a means of stable land connection of the island with the Far East economy and society, but also as a possibility of connection with the Japanese railway network through the La Perouse Strait with all the economic and political positive effects for Russia [2]. 3. The North Siberian Railway (SevSib) connects (see Fig. 1) the Trans-Siberian Railway (via the meridional branch Tomsk - Bely Yar) with the Sverdlovsk Railway (via the branch Nizhnevartovsk - Strezhevoy). Sevsib can be considered as a double of Transsib, as the railroad completing the formation of the second latitudinal transport interregional corridor from the Okhotsk Sea to the Baltic Sea [3]. 4. The Lensko-Kamchatsky Railway (LKR) crosses Eastern Siberia from Ust-Kut at the western end of BAM to Magadan, then along the coast of the Sea of Okhotsk goes to Kamchatka and to the ice-free port of Petropavlovsk-Kamchatsky. The idea of laying the main line belongs to E. Norman and has been actively discussed for the last 10 years (see, [4–6]). Now the interest in LKR has aggravated [7], because the route of the main line passes near or even through the Penzhinskaya Bay itself, where the construction of a tidal hydroelectric power plant of unique capacity is possible. Its electric power may be used for obtaining hydrogen, strategic resource of 21st century [8]. 5. CRP (hereinafter referred to as PO) from Polunochnoye station (Sverdlovsk railroad) to Obskaya-2 station (Northern railroad); the project is part of the transport support of the program (mega-project) “The Industrial Urals - The Polar Urals”. Both the program itself and the PO railroad are multi-vector enterprises, the results of which are multidimensional and of strategic importance for Russia as a whole. The documentation on the PO project was ready back in 2009, but for various reasons (see, for example, [9, 10]), the financing of the project was closed. Nevertheless, we include it in the list of five large-scale projects under analysis, because without its implementation, neither a full-fledged transport access to the Arctic, nor further effective use of the unique resource potential of the Urals, in our opinion, is possible.

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Fig. 1. System of large-scale railway projects in Siberia and the Far East in the long term

2 Methods 2.1 Toolkit and Results of the Computational Experiment Even from the brief description of the CRP system analyzed below with the help of coalition game theory schemes, it can be seen that behind each project there are powerful “interested parties” - subjects of the Federation, state corporations, and private investors. Game theory distinguishes between coalitions of interest and coalitions of action. Under the assumption of “interested parties” and construction contractors in our case are united and form competing action coalitions. The sustainability of the multitrillion-dollar program implementation financed by the state for the transport development of Siberia and the Far East depends on the composition of such coalitions and their configuration. In the applied aspect, the problem is reduced to the problem of finding the distribution of public funds between the coalitions of action, as defined above. To solve the problem, we use the Shepley algorithm in the format described in [10] with one exception. In [10], as well as in other primary sources known to us, it is not explained where the values of the characteristic functions of the coalitions come from. It turns out that this most important indicator, indicating what the guaranteed gain of a particular coalition is equal to, appears as if “out of the picture,” which reduces the applied value of sharing according to the Shepley price. To eliminate this drawback, we define the values of the characteristic functions using the software product ORDEX [11, 12]. The program implements an approach that allows, using a logical-heuristic model, to determine the relative numerical estimates of the importance of CRP from the above list of 1–5, using the expert ordering of the group of experts, produced by the non-growth of their quality in terms of the importance of the project to achieve the goal of transport development of Siberia and the Far East.

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3 Results The use of this approach and product in assessing the relative importance of the projects in the list 1–5 provided the following result (see Table 1). Table 1. Coefficients of relative significance The Purpose of the CRP projects system

Transport development of Siberia and the far east

1. TR

0.37

2. MS

Coefficients of relative significance 0.25

3. SevSib 4. LKR 5. PO

0.18 0.12 0.08

Let us put the data of Table 1 into the format of Shepley algorithm [10] but for five participants. TR = ν(0, 37) MS = ν(25) SevSib = ν(18) LKR = ν(0, 12) PO = ν(0.08) ν (∅) = 0 ν (1) = 0 ν (2) = 0 ν (3) = 0 ν (4) = 0 ν (5) = 0 ν (12) = 0.365304 + 0.253207 = 0.62 ν (13) = 0.365304 + 0.175509 = 0.54 ν (14) = 0.365304 + 0.121655 = 0.49 ν (15) = 0.365304 + 0.084325 = 0.45 ν (23) = 0.253207 + 0.175509 = 0.43 ν (24) = 0.253207 + 0.121655 = 0.37 ν (25) = 0.253207 + 0.084325 = 0.34 ν (34) = 0.175509 + 0.121655 = 0.30 ν (35) = 0.175509 + 0.084325 = 0.26 ν (45) = 0.121655 + 0.084325 = 0.21

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ν (123) = 0.365304 + 0.253207 + 0.175509 = 0.79 ν (124) = 0.365304 + 0.253207 + 0.121655 = 0.74 ν (125) = 0.365304 + 0.253207 + 0.084325 = 0.70 ν (134) = 0.365304 + 0.175509 + 0.121655 = 0.66 ν (135) = 0.365304 + 0.175509 + 0.084325 = 0.63 ν (145) = 0.365304 + 0.121655 + 0.084325 = 0.57 ν (234) = 0.253207 + 0.175509 + 0.121655 = 0.55 ν (235) = 0.253207 + 0.175509 + 0.084325 = 0.51 ν (245) = 0.253207 + 0.121655 + 0.084325 = 0.46 ν (345) = 0.175509 + 0.121655 + 0.084325 = 0.38 ν (1234) = 0.365304 + 0.253207 + 0.121655 + 0.121655 = 0.92 ν (1235) = 0.365304 + 0.253207 + 0.175509 + 0.084325 = 0.88 ν (1345) = 0.365304 + 0.175509 + 0.121655 + 0.084325 = 0.75 ν (1245) = 0.365304 + 0.253207 + 0.121655 + 0.084325 = 0.82 ν (2345) = 0.253207 + 0.175509 + 0.121655 + 0.084325 = 0.63 ν (1, 2, 3, 4, 5) = ν (N) = 1 For player 1 (project TR) the following possibilities are available:

ν ({1}) - ν ( ) = 0 – 0 = 0 ν ({1,2}) - ν ({2}) = 0.62 - 0 = 0.62 ν ({1,3}) - ν ({3}) = 0.54 - 0 = 0.54 ν ({1,4}) - ν ({4}) = 0.49 - 0 = 0.49 ν ({1,5}) - ν ({5}) = 0.45 - 0 = 0.45 ν ({1,2,3}) - ν ({2,3}) = 0.79 – 0.43 = 0.36 ν ({1,2,4}) - ν ({2,4}) = 0.74 – 0.37 = 0.37 ν ({1,2,5}) - ν ({2,5}) = 0.70 – 0.34 = 0.36 ν ({1,3,4}) - ν ({3,4}) = 0.66 – 0.30 = 0.36 ν ({1,3,5}) - ν ({3,5}) = 0.63 – 0.26 = 0.37 ν ({1,4,5}) - ν ({4,5}) = 0.57 – 0.21 = 0.36 ν ({1,2,3,4}) - ν ({2,3,4}) = 0.92 – 0.55 = 0.37 ν ({1,2,3,5}) - ν ({2,3,5}) = 0.88 – 0.51 = 0.38 ν ({1,3,4,5}) - ν ({3,4,5}) = 0.75 – 0.38 = 0.37 ν ({1,2,4,5}) - ν ({2,4,5}) = 0.75 – 0.46 = 0.29 ν ({1,2,3,4,5}) - ν ({2,3,4,5}) = 1 – 0.63 = 0.37 Similar calculations are performed for all other project players using the formula γn (S) =

S!(n − s − 1)! n!

(1)

where n is the set of players-projects, s is the number of players in the coalition S. The choice of such weighting multipliers is due to the following circumstances: a coalition of n players can be formed in n! different ways; there are s! different ways of organization for s players in the coalition S before player i joins it; players not in the extended coalition,

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whose number is n-s-1, can be organized in (n-s-1)! different ways. Hence, if we assume that all n! ways of forming coalitions consisting of n players are equally probable, then γn(S) is nothing but the probability of player i joining the coalition S. In the game, each player is given four possibilities [11]. The weights corresponding to each of these four possibilities are as follows: γ4 (S) =

4!(4 − 5 − 1)! s!(n − s − 1)! = = 0.20 n! 5!

γ3 (S) =

3!(3 − 5 − 1)! s!(n − s − 1)! = = 0.05 n! 5! γ2 (S) = 0.03 γ1 (S) = 0.05

Let us determine the Shepley price. Assume that each player has a payoff equal to the average of his contributions to all the coalitions he could have joined. The i-th player’s gain is equal to the weighted average of v (S ∪ {i}) - v (S), where S - is any subset of players that does not contain a player i, and S ∪ {i} the same subset including the players. The weighted average according to [11] is equal to the payment of Pi =



γn (S)[v(SY {i}) − v(S)]

(2)

S⊂N

Consequently, the winnings for the players will be: for player 1 P1 =(0.20 · 0.37) + (0.05 · 0.37 + 0.05 · 0.37 + 0.05 · 0.37 + 0.05 · 0.37) + (0.3 · 0.37 + 0.3 · 0.37 + 0.3 · 0.37 + 0.3 · 0.37 + 0.3 · 0.37 + 0.3 · 0.37) + (0.05 · 0.62 + 0.05 · 0.54 + 0.05 · 0.49 + 0.05 · 0.45) = 0.32; for player 2 P2 = 0.24; for player 3 P3 = 0.18; for player 4 it will be: P4 = 0.14; for player 5 P5 = 0.11. Total P = 0.32 + 0.24 + 0.18 + 0.14 + 0.11 = 1 So, in this game, the vector of division corresponding to Shepley price is shown in Table 2.

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MS

SevSib

LKR

PO

0.32

0.24

0.18

0.14

0.11

4 Acknowledgements and Discussion In terms of content, the result means that any amount of government funds allocated to contractors to implement the five projects examined should be divided among them in the proportion shown in Table 2. If we compare the result of Table 2 with the sharing of funds among the contractors in proportion to the coefficients in Table 1, we see that the sharing in Table 2, which takes into account the “strength” of the coalitions, is “fair” to the LKR and PO contractors. In fact, this is the result that ensures the stability of the contracting system when the analysis of the characteristic function of the game describes all possible coalitions, namely, specifies the maximum total gain that each coalition can guarantee itself [10].

References 1. Kazaryan, R.: The concept of development of the integrated transport system of the Russian Federation. Trans. Res. Procedia. 54, 602–609 (2021). https://doi.org/10.1016/j.trpro.2021. 02.112 2. Brezhneva, V.A., Abramsonb, V.M., Zemelmanb, A.M., et al.: Russian underwater tunnels in the system of international transportation ways. Tunn. Undergr. Space Technol. 20(6), 595–599 (2005). https://doi.org/10.1016/j.tust.2005.08.002 3. Mishenin, S.E.: Railway transport of western Siberia in the context of the USSR railway network monitoring in the 1960s–1980s (on materials of the gudok newspaper). Vestnik Tomskogo gosudarstvennogo universiteta 410, 118–122 (2016). https://doi.org/10.17223/156 17793/410/19 4. Fortescue, S.: Russia’s economic prospects in the Asia Pacific Region. J. Eurasian Stud. 7(1), 49–59 (2016). https://doi.org/10.1016/j.euras.2015.10.005 5. Dudnikov, E.E., Kosmin, V.V.: Development of a railway system of Siberia. In: The Industrialization and Urbanization Development Annual Conference: proceedings of the International Forum on New Industrialization Development in Big-data Era, China, 2015, vol. 1. pp. 450–454. Science Press (2015) 6. Dudnikov, E.E.: Advantages of a new hyperloop transport technology. In: Management of Large-Scale System Development (MLSD): Proceedings of the 10th International Conference (2017). http://ieeexplore.ieee.org/document/8109613/ 7. Dudnikov, E.E.: The problem of ensuring the tightness in hyperloop passenger systems. In: Management of Large-Scale System Development (MLSD): Proceedings of the 11th International Conference, Moscow (2018). https://ieeexplore.ieee.org/document/8551881 8. James, D., Joseph, J.M.: The sea of Okhotsk: a window on the ice age ocean deep sea research. In Part I: Ocean. Res. Pap. 51(4), 593–618 (2004).https://doi.org/10.1016/j.dsr.2004.02.001 9. Nekrasova, A.V., Romanenkovb, D.A.: Impact of tidal power dams upon tides and environmental conditions in the Sea of Okhotsk. Contin. Shelf Res. 30(6), 538–552 (2010). https:// doi.org/10.1016/j.csr.2009.06.005

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10. Sergeeva, V., Ilina, I., Fadeeva, A.: Transport and logistics infrastructure of the arctic zone of Russia. Trans. Res. Procedia. 54, 936–944 (2021). https://doi.org/10.1016/j.trpro.2021. 02.148 11. Intriligator, M.D.: Mathematical Optimization and Economic Theory. Society for Industrial and Applied Mathematics (2002). https://doi.org/10.1137/1.9780898719215 12. Shibikin, D.D.: RF patent No. RU 2018660190, GLOBALD. Patent of Russia No. 2018618087, 16 July 2018

Ensuring Hygienic and Environmental Safety at Transport Facilities Oksana Sachkova1

, Vladimir Aksenov2

, and Viktoria Shevchenko2(B)

1 VNIIZhG, Warehouse Highway d 1, k. 1, 129851 Moscow, Russia 2 Russian University of Transport (MIIT), Obraztsova 9, 127994 Moscow, Russia

Abstract. Due to the constant and significant migration of the population, transport facilities are objects of mass concentration of people. In such conditions, it is most likely to have people in the stage of the disease or prodromal stage of the disease, as well as relatively susceptible to certain infections. The current epidemic situation is characterized by the activation of natural foci of infections. The probability of spreading infectious diseases through passenger transport facilities adjacent to natural foci of particularly dangerous infections increases. There is an increase in the incidence of airborne infections. The analysis of the presented data shows that almost 90% of cases of infectious diseases are caused by airborne infections. In the group of infections transmitted by airborne droplets, 95% are occupied by diseases that are not effectively susceptible to the effects of specific prophylaxis, influenza and especially acute respiratory viral infections. To prevent the spread of diseases, it is necessary to carry out sanitary and hygienic measures. In order to prevent the occurrence of morbidity among the population, citizens should be informed about proper hygiene and the use of personal protective equipment. On transport, it is necessary to carry out a comprehensive sanitary treatment before each flight. Keywords: Health · Pathogens · Specific prevention · Transport · Sanitary and microbiological indicators · COVID-19

1 Introduction The rapid spread of coronavirus infection in the world has led to the development of a global health crisis, the overload of national health systems and serious economic consequences. A notable downside of the measures to contain the infection was, in particular, the drastic restriction of transport activity. In such conditions, the development of effective ways to prevent the occurrence and spread of infectious diseases transmitted by airborne droplets, which are not controlled by means of specific prevention, is particularly relevant. Such methods include air disinfection. In the context of the need for prompt and continuous provision of preventive measures aimed at reducing the risk of infection of the population and preventing the spread of socially significant diseases in the transport complex of the Russian Federation, the effective implementation of measures using non-contact disinfection methods and ensuring effective monitoring of the © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 402–410, 2022. https://doi.org/10.1007/978-3-030-96383-5_45

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quality of its implementation is of particular relevance. Provisions on the obligation to carry out preventive anti-epidemic measures on vehicles, as well as on transport infrastructure facilities that are objects of mass congestion of people are fixed in the documents of sanitary legislation [1]. In the interior of public transport with outdoor air, bacteria, fungal and mold spores, and a variety of pollutants get into the interior. High humidity and lack of light in air conditioners in some types of transport leads to the fact that all these microorganisms begin to multiply intensively. The configuration of transport networks determines the spread of pandemics (Luke, T. C. and J-P Rodrigue). In the United States and Europe, research has begun, and methods and recommendations are being developed to improve the quality of the indoor aerobic environment. The technical guidelines of European and North American organizations involved in air treatment technology, for example, provide recommended levels of microbial contamination of air and levels of mold contamination that are considered safe (acceptable) for public spaces. In most of these guidelines, according to the data set out in the “Nudiepic maintenance of office ventilation ductwork” CIBSE (Great Britain), the range below 100–1000 CFU/m3 is accepted for the total microbial number of patients. If the amount of CFU/m3 is less than 100, the level of contamination is considered low, if from 100 to 1000–medium and high-if the level is more than 1000 (Breitner S., Stolzel M., Cyrys J. et al.) [2].

2 Materials and Methods To date, the most effective way to prevent the occurrence and spread of infectious diseases transmitted by airborne droplets (aerosol), not controlled by means of specific prevention, is to disinfect the air supplied to the premises on the basis of modern ultraviolet technologies, as well as timely cleaning and disinfection of ventilation and air conditioning systems (Fedorov Yu. N.; Knox E. G.). The solution of this problem should be carried out on the basis of considerations of ensuring the required level of biological safety with the assignment of vehicle interiors to rooms of cleanliness class (B) “Conditionally clean” according to GOST ISO 14644–1-2002, which must be provided, should not exceed the permissible values given in Table 1. Table 1. Maximum permissible levels of bacterial contamination of air in rooms of class B cleanliness. Sanitary and Microbiological Indicators Total number of microorganisms Number of Staphylococcus in 1 m3 of air (CFU/m3 ) aureus colonies in 1 m3 of air (CFU/m3 )

The amount of mold and fungi in 1 dm3 of air

before the start of operation

during operation

No more than No more than 750 1000

before the start of operation

during operation

before the start of operation

during operation

It shouldn’t be

No more than 2

It shouldn’t be

It shouldn’t be

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To meet these requirements, the outside air supplied by the supply units must be treated with air decontamination devices that ensure the inactivation efficiency of microorganisms and viruses in the treated air stream of at least 95% and fine filtration with an efficiency of at least 80%. The volume of recirculating air should not exceed 70%. The amount of supply air per person must be at least 20 m3/h. In some cases, decontamination of recirculating air alone may be insufficient due to the uncertainty of the degree of biological contamination of the incoming outdoor air, contamination of the air conditioner, filters and internal surfaces of air ducts (Onishchenko G. G., Yudaeva O. S.). Urban public transport is the most socially significant component of the urban transport complex. In Russia, 75% of the population lives in cities, and this share is growing. Most of the population uses public transport, with more than 115 million trips per day. Public passenger transport provides about 85% of household trips of the population in urban and suburban communication, being also the most important component of the urban infrastructure. Transport infrastructure no longer just serves as a link between individual parts of the city, but is a formative element that creates the city as a whole. This imposes special requirements on the passenger transport system: in terms of speed of movement, comfort and safety [3]. The standards for the intervals of movement and saturation of routes by buses for different passenger flows, which affect the duration of the passengers’ stay in the vehicle and its occupancy, are established according to the industry standard R 3112178-0343-95 «Urban passenger transportation. Quality of service». The timely provision of services is ensured by extending the working hours of buses and observing the traffic schedule through the use of modern information management systems. Bolshakov A.M. recommends determining the indicator of the quality of transport services in cities according to the expression: KH =

tH γH · R, tf γf

(1)

where t - is the ratio of time spent by the passenger for the trip, min (was supposed to be set 40 min for cities with population over 1 million, 35 min from 500 thousand to 1 million, 30 min from 250 to 500 thousand, 25 min–less than 250 thousand); t f – the time actually spent by the passenger on the trip, min; γn –the standard filling factor recommended for urban transport is no more than 0.3 on average, and 0.8 during peak hours; γf –actual value of the filling factor; R – indicator of the regularity of movement. The author offers a differential quality assessment in the form of the ratio of the standard level of the indicator to the actual one (the coefficient of relative provision of the standard). In order to conduct a comparative assessment of the quality of transportation, a four-level rating system is established: exemplary, good, satisfactory and unsatisfactory quality levels. The route network should also provide the least interchange of messages, which provides not only an increase in the overall level of comfort of movement, but also a decrease in the number of contacts of passengers. The main transport microdistricts should have a direct connection to the city center, the objects of the external transport hub and, if possible, to each other. In cities with a significant number of transport neighborhoods, it is almost impossible to organize a non-stop connection, since the number of possible routes increases dramatically. A more compact development of the urban area helps to reduce the transfer rate [4].

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The transfer rate decreases with the optimization of the route system, the rational arrangement of main streets, the introduction of high-speed and express modes of communication. This makes it possible to reduce the travel time of passengers from the point of departure to the destination. For a more complete description of the comfort of the passengers’ trip, it is necessary to know the value of the capacity utilization factor not only the average daily, but also necessarily during the «peak» hours in the busiest direction of the route. In foreign practice, the quality of transport services is usually evaluated by the level of service (Level of Service – LOS). LOS indicators were extended to the assessment of the quality of passenger transport services and included in the HCM-2000 Manual. A little earlier, this assessment was discussed in the special TCQSM manual («The Transit Capacity and Quality of Service Manual, First Edition»; «Transit Capacity and Quality of Service Manual. Transit Cooperative Research Program Web Document No. 6. TRB, National Research Council, Washington, D.C., 1999».) In addition, a number of studies on this problem have been carried out in Florida (FDOT Quality/Level of Service Handbook). When developing the evaluation concept, the principle of «evaluation from the user’s point of view» was observed. In accordance with this, criteria were selected that characterize all the components of a trip using passenger route transport. The levels of passenger service by road in accordance with the NSM-2000 are presented in Table 2. Table 2. Levels of passenger service by road transport in accordance with the NSM-2000. Service level

Specific area of the passenger compartment per 1 passenger, m2

Number of passengers per 1 seat

Note

A

more 1,2

no more than 0,5

Large choice of seating, passengers can not sit next to each other

B

0,8–1,19

0,51–0,75

Selection of seating positions

C

0,6–0,79

0,76–1

All passengers can sit

D

0,5–0,59

1,1–1,25

Rated load level

E

0,4–0,49

1,26–1,5

Maximum load level

F

less than 0,4

more 1,5

Overflow

An important aspect of the development of the assessment of transport quality indicators is the integration of the presented service level criteria with the methods of traffic safety assessment. In 1987, the Research Institute of Road Transport (NIIAT) created a comprehensive system for managing the quality of passenger transport (CS UKPP). It provides for the introduction of a system of indicators for evaluating the activities of the production, technical and operational services of the enterprise, a number of its structural divisions. It is planned to link the incentive system of the staff with the achieved level of the corresponding indicators of the quality of work. According to the “Standard project

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of an integrated quality management system for passenger transportation in all types of communications”, the indicators of the quality of passenger service are: number of standing passengers per 1 m2 of free floor space; capacity utilization factor; regularity; safety of the movement of rolling stock [5]. As a result of the passenger survey conducted in 2017 in Krasnoyarsk, the relevance of the problem of ensuring the comfort of trips was confirmed. The study allowed us to rank the significance of the indicators of the quality of trips for passengers. Passengers pay special attention to unsatisfactory ventilation of vehicle interiors: 36.7% of negative ratings. A certain range of quality indicators that are most important for passengers is as follows (Table 3): time indicators – availability indicators; regularity; filling the bus; non-stop travel. Table 3. Importance of quality indicators for passengers. Indicator

Importance, %

Minimum waiting time for transport at a stop

13.7

Regularity

10.1

Environmental safety

1.8

Frequency of movement

5.7

Bus stop equipment

4.0

Minimum travel time

20.3

Seat softness

0.9

Interior light level

1.8

Non-stop travel

6.2

Declaring stop names

5.3

Proximity of the house to the bus stop

9.3

The cost of travel

3.5

External attractiveness of transport

1.3

Information about the timetable

2.2

Availability of route maps in the cabin

0.9

Filling the interior

9.3

Driver’s skill

3.1

Convenient door width

0.9

3 Results and Discussion Today, we can distinguish the following general trends in the development of urban public transport, aimed at improving the quality of public transport services: 1-Creating a unified transport system; 2 - Speeding up the movement of passengers; 3-Modernizing

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transport infrastructure; 4 - Developing alternative modes of transport; 5 - Introducing information technologies in transport; 6 - Ensuring transport safety; 7 - Improving the environmental component of transport. In this context, one of the key documents is the Global Mobility Report, which was presented in 2017. Tracking Sector Performance”, based on the Sustainable Development Goals. As part of the preparation of the report, the main goals of sustainable mobility were developed: universal access, efficiency, safety, and environmental friendliness. Each of these Goals intersects with several Sustainable Development Goals and their objectives [6]. The rapid spread of coronavirus infection in the world had a significant impact on these trends. A notable downside of the measures to contain the infection was, in particular, the drastic restriction of transport activity. The dynamics of passenger traffic in public transport in Russia is shown in Fig. 1.

80 60

billion. passyear

40 20 0 2018

2019

2020

Fig. 1. Dynamics of passenger traffic in public transport in Russia.

Today, the transport sector is adapting to the updated operating conditions and gradually recovering from the crisis. However, a number of risks remain. At the same time, the uncertainty concerns not only the timing of the return to pre-crisis indicators, but also the future image of the transport sector in the post-coronavirus world as a whole. In economic terms, the COVID-19 pandemic has led to a drastic reduction in the revenue of public transport companies from ticket sales, in exceptional cases reaching 90%, as well as an increase in additional costs associated with disinfection measures and ensuring social distance both in the transport itself and in infrastructure facilities. However, the pandemic has drawn more attention to another type of risk: the possibility of transmission. Transportation quickly became associated with the potential risks of spreading the virus, especially public transport. This is the most acute problem that transport systems have faced since the beginning of the pandemic. Operators had to take emergency measures to protect their staff, as well as passengers. Measures to disinfect, maintain distance, and even track contacts of potential carriers of the virus will remain regular even after the pandemic [7]. It has long been known that respiratory viruses can be transmitted through saliva particles when coughing, sneezing, or even normal speech. As we speak, thousands of droplets of saliva, ranging in size from one to 500 μm, are released into the air every second. These drops may contain particles

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of various viruses and bacteria, including the SARS-CoV-2 coronavirus. However, the role of small droplets that form during speech in the transmission of the virus is poorly understood. The rate at which a drop settles to the surface depends on its size and the content of non-volatile substances (e.g., proteins, sugars, DNA). In the air, water quickly evaporates from the drop, and it begins to fall more slowly: if a particle of 50 μm in size dries to 10 μm, the speed of its fall will decrease from seven to 0.35 cm per second. The smaller the drop and the higher its content of non-volatile substances, the longer it will remain in the air. The probability of transmission of infection by airborne droplets is also affected by the number of viral particles that will be in the drop. In this case, the size dependence is as follows: the larger the drop, the more virus it contains and the higher the chance of infection. The average viral load of one milliliter of saliva from a COVID-19 patient is 7 million particles. The probability that a drop with a diameter of 50 μm contains at least one viral particle is 37%; for particles with a diameter of 10 μm, the probability is reduced to 0.37% [8]. Researchers at the National Institutes of Health of the United States found that 10 s after the end of speech, 60 thousand particles are in space. One phrase is accompanied by the release of 2.5 thousand drops. Large drops settle within 8 min, small ones remain in the air for up to 14 min [9]. Based on the time of droplet deposition, the authors calculated the average rate of fall of a large particle (4 μ) - 0.06 cm per second. If the viral load of the saliva of a COVID-19 patient is 7 million particles, then in one second of loud speech, a person releases at least a thousand virus-containing drops, which continue to remain in the air for at least eight minutes [10]. Initial data for the calculation: With calm breathing, 50 drops of saliva are released. When talking, 120 drops are released. Drop size 50%>60 μ, 30% 20–60 μ, 20% less than 20 μ. The air flow rate “in the nostril” according to hygienic standards is 1.25 m/s. When coughing 3 000 at a speed of 80 km/h. When 30 000 sneezes at a speed of 300 km/h. a 10-min conversation with a person leads to the appearance of an invisible «cloud» of approximately 6000 conditional aerosol particles. According to Italian researchers, about 1,000 conditional aerosol particles are enough to infect a viral infection. Calculation results: The presence of a virus-releasing person in a closed space of the passenger compartment of a ground vehicle leads to the formation within 5 minutes of a zone with a radius of 1.35 m with a concentration of virus-containing components sufficient for infection. Within 10 min, a zone sufficient for infection is formed with a radius of 1.5 m. Under the conditions of a properly worn and properly operated mask, the infection zone is not formed. In the conditions of using a mask only for closing the oral cavity and open nostrils, the infection zone for 5 and 10 minutes does not differ from the zone in the absence of a mask. Loud conversation in the cabin increases the radius of the infection zone by 0.75 m in the direction of the person’s gaze and is 2.1 m after 5 minutes and 2.25 m after 10 minutes of conversation. Sneezing and coughing without using a mask leads to the simultaneous spread of the infecting material at a distance of 6 and 4 m, respectively. The risk of infection is estimated according to a scale from 0.067–0.6 and a color indication. Shades of blue – acceptable, green – medium, yellow – high, red – extreme [11]. In the drawings, the lines indicate the surfaces that carry a sufficient amount of material for infection.

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The speed of their movement exceeds 30 cm/s, so they can disperse over long distances. This phase represents the greatest epidemiological danger, since most of the pathogens of airborne infections are spread in its composition. Reducing the risk of spreading infectious diseases is achieved in this case by effective ventilation, during which a sufficient amount of potentially infected air is constantly removed from the room and a sufficient amount of external microbiologically safe air is supplied [12]. The analysis and calculations presented above determine the priority areas for ensuring sanitary and epidemiological well-being in the transport services of the population by urban road and land electric transport along the routes of regular transportation. On their basis, it is necessary to form a set of preventive sanitary and hygienic measures to prevent the threat of mass diseases transmitted by contact and airborne droplets [13]. Epidemic danger and the threat of infection and spread of infectious diseases is created only in the presence of a person (a patient and/or carrier) when talking, coughing and sneezing with exhaled air, as well as from the skin with epidermis particles, from the clothing of passengers and service personnel. At the same time, microorganisms in the air of the vehicle remain in a viable state for a long time, which causes a high prevalence of the airborne pathway of infection transmission [14, 15]. Therefore, the process of disinfection of the air environment and disinfection of surfaces on vehicles, as well as other anti-epidemic (preventive) measures should be aimed at the destruction of pathogenic and potentially pathogenic groups of microorganisms that pose a danger to the health of passengers and industry workers. Methods of preventive disinfection that use air disinfection equipment can be classified according to the type of exposure as follows: ozonation and ionization of air (in air conditioners, in salons and cabins, in rooms); ultraviolet radiation of the air; spraying of liquid disinfectants and disinfectant aerosols of various types and dispersities («irrigation»).

4 Conclusions 1. A fully functioning transport network of urban passenger transport that meets the accepted quality standards, along with other factors, is a factor of environmental, sanitary, hygienic and epidemiological stability of the urban environment. 2. The specific nature of transport objects (the accumulation of a large number of people in a limited area, their prolonged presence in these conditions (exposure) during the trip or waiting for the trip) leads to an increased risk of negative exposure to pathogenic microorganisms. 3. Increasing the efficiency, accessibility and diversity of passenger transport flows directly affects the rate of spread of infectious diseases in the world, which makes measures to disinfect vehicles and transport infrastructure necessary to ensure safety. 4. The formation of an infection zone when an infected person is in the passenger compartment of a vehicle largely depends on the duration of his stay in the passenger compartment, the intensity of breathing and the use of personal protective equipment.

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References 1. Reznik, A., Gritsenko, V., Konstantinov, V., Khamenka, N., Isralowitz, R.: COVID-19 fear in Eastern Europe: validation of the fear of COVID-19 scale. Int. J. Ment. Heal. Addict. 19(5), 1903–1908 (2020). https://doi.org/10.1007/s11469-020-00283-3 2. Vil’k, M.F., Sachkova, O.S., Levanchuk, L.A., Latynin, E.O.: Peculiarities in assessing occupational health risks for workers who are in contact with aerosols containing fine-dispersed dust particles. Health Risk Anal. 4, 107–112 (2020). https://doi.org/10.21668/health.risk/ 2020.4.12.eng 3. Afrin, L.B., Weinstock, L.B., Molderings, G.J.: Covid-19 hyperinflammation and post-covid19 illness may be rooted in mast cell activation syndrome. J. Infect. Dis. 100, 327–332 (2020). https://doi.org/10.1016/j.ijid.2020.09.016 4. Schiff, M., Zasiekina, L., Pat-Horenczyk, R., Benbenishty, R.: COVID-related functional difficulties and concerns among university students during COVID-19 pandemic: a binational perspective. J. Community Health 46(4), 667–675 (2020). https://doi.org/10.1007/s10900020-00930-9 5. Lazarus, J.V., et al.: Keeping governments accountable: the covid-19 assessment scorecard (covid-score). Nat. Med. 26, 1005–1008 (2020). https://doi.org/10.1038/s41591-020-0950-0 6. Shoenfeld, Y.: Corona (covid-19) time musings: our involvement in covid-19 pathogenesis, diagnosis, treatment and vaccine planning. Autoimmun. Rev. 19(6), 102561 (2020). https:// doi.org/10.1016/j.autrev.2020.102538 7. Becker, R.C.: COVID-19 update: Covid-19-associated coagulopathy. J. Thromb. Thrombolysis 50(1), 54–67 (2020). https://doi.org/10.1007/s11239-020-02134-3 8. Luciani, L.G., et al.: Guess who’s coming to dinner: covid-19 in a covid-free unit. Urology 142, 22–25 (2020). https://doi.org/10.1016/j.urology.2020.05.011 9. McMahon, D.E., et al.: Long covid in the skin: a registry analysis of covid-19 dermatological duration. Lancet. Infect. Dis 21(3), 313–314 (2021). https://doi.org/10.1016/S1473-309 9(20)30986-5 10. Daw, M.A., Zgheel, F.A., El-Bouzedi, A., Ahmed, M.O.: Spatiotemporal distribution of tuberculosis and covid-19 during the covid-19 pandemic in libya. Disaster Med. Public Health Prep. 15(4), 1–3 (2020). https://doi.org/10.1017/dmp.2020.458 11. Pakpour, A.H., Griffiths, M.D., Lin, C.-Y.: Assessing psychological response to the covid-19: the fear of covid-19 scale and the covid stress scales. Int. J. Ment. Heal. Addict. 19, 2407–2410 (2020). https://doi.org/10.1007/s11469-020-00334-9 12. Pardhan, S., Vaughan, M., Zhang, J., Smith, L., Chichger, H.: Sore eyes as the most significant ocular symptom experienced by people with covid-19: a comparison between pre-covid-19 and during covid-19 states. BMJ Open ophthalmol. 5(1), e000632 (2020). https://doi.org/10. 1136/bmjophth-2020-000632 13. Rodriguez-Nava, G., Yanez-Bello, M.A., Trelles-Garcia, D.P., Chung, C.W., Friedman, H.J., Hines, D.W.: Performance of the quick covid-19 severity index and the brescia-covid respiratory severity scale in hospitalized patients with covid-19 in a community hospital setting. J. Infect. Dis. 102, 571–576 (2021). https://doi.org/10.1016/j.ijid.2020.11.003 14. Caminati, M., et al.: Asthma in a large covid-19 cohort: prevalence, features, and determinants of covid-19 disease severity. Respir. Med. 176, 106261 (2021). https://doi.org/10.1016/j.rmed. 2020.106261 15. Li, F., Valero, M., Shahriar, H., Khan, R.A., Ahamed, S.I.: Wi-covid: a covid-19 symptom detection and patient monitoring framework using wifi. Smart Health 19, 100147 (2021). https://doi.org/10.1016/j.smhl.2020.100147

Results of Research on Toxicological and Biological Safety of Ahglomerating Hydrosorption Emulsator Designed for Dust Suppression During Coal Transportation Oksana Sachkova1(B)

and Vadim Samoilov2

1 VNIIZhG, Warehouse Highway 1, k. 1, 129851 Moscow, Russia 2 Russian University of Transport (MIIT), Obraztsova 9, 127994 Moscow, Russia

Abstract. Currently, there are various methods and technologies of dust suppression. Transportation of goods by transport, including rail, is associated with increased danger. For each type of cargo, it is necessary to provide for measures to ensure the safety of the transportation process, as well as measures to prevent various emergency situations. The Gorenje coal transportation by rail is also dangerous due to the impact on the environment of such consequences as the spread of dust particles, in case of accidents-the occurrence of fires with the release of combustion products. The authors conducted studies in the conditions of coal transportation of a drug designed to reduce dust particle emissions during the movement of a freight train transporting coal in open wagons. In order to ensure the safety of coal transportation, it is necessary to develop a specialized preparation for dust suppression and conduct studies to confirm its effectiveness and safety. A biological product has been developed - agglomerating hydrosorption emulsifier (AGE), which provides dust suppression and is safe for the health of workers and the environment. The most important characteristics of the AGE dust suppressor are its non-toxicity, complete biodegradability, explosion and fire safety. The considered preparation prevents the release of dust particles into the atmosphere, thereby reducing the possibility of emergency situations. Keywords: Dust suppression · Labor protection · Biological product · Ecology

1 Introduction Today, the transportation of coal makes up a significant part of the cargo transported in the Russian Federation. Coal in the process of transportation is regularly blown out and, accordingly, 3–5% of the transported cargo is lost. In addition to economic losses, coal dust affects the health of workers and the environment. The currently used solutions for dust suppression do not give the desired result, so we have developed a new AGE preparation that comprehensively solves this problem. On the basis of the laboratory of communal hygiene and epidemiology, studies were carried out to assess the integral indicator of the toxicity of the AGE preparation by the method of determining the toxicity of chemicals, polymers, materials and products using the Ecolum biotest MR 01.018–07. © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 411–418, 2022. https://doi.org/10.1007/978-3-030-96383-5_46

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2 Research Methods Based on the studies carried out, it was found that the value of the toxicity index of the AGE preparation was 18.6%, with the norm not exceeding 20% [1, 2]. There are several classifications of industrial dust: by the method of formation, by chemical composition, by dispersion (Table 1). Table 1. Classification of industrial dust. Dust classification

Dust type

Description of the species

By way of appearance

Disintegration aerosol

Dust is formed due to mechanical action on a solid (crushing, abrasion)

Condensation aerosol

Formed from vapors of a substance upon cooling

Inorganic

Mineral

Mixed

a) Mineral-metal (a mixture of iron dust and silicon compounds; quartz and coal, etc.); b) A mixture of organic and inorganic

Visible (coarse and fine dust)

Falls out of thin air quickly

Microscopic (fine dust)

Drops slowly out of the air, can be viewed under a microscope;

Ultramicroscopic (very fine dust)

Hovers in the air for a long time, obeying the laws of Brownian motion, can be detected using an electron microscope

By dispersion

As part of the work, the analysis of the results of experimental studies on the study of the pathogenic properties of strains of microorganisms was carried out, which were evaluated in accordance with the methodological recommendations “Criteria for assessing the pathogenic properties of producer strains proposed for use in the industry of microbiological synthesis” (M., 1992), as well as the guidelines of the Ministry USSR No. 2620–82 and No. 4263–83 and WHO recommendations (WHO Bulletin, 1981) [3–5].

3 Results of the Study By particle size, dust is divided into 4 groups [Polonsky] (Table 2): 1. Coarse dust - 50–150 µm; 2. Fine dust - 10–50 µm; 3. Fine dust - 0.1–10 µm;

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Table 2. Characteristics of test facilities. Name monitored indicator

Name of measuring instruments Main characteristics (SI) and test equipment (IO) measuring instruments

Toxicity index value

Environmental control device “Biotox-10M” No. 155

1. The measurement range of the pulse repetition rate of the measured light radiation is from 1 to 100,000 pulses/sec 2. The level of intrinsic noise of the device (pulse repetition rate X0 in the absence of a light source in the cell compartment) does not exceed 200 pulses/sec 3. The standard deviation (RMS) of the random component of the relative measurement error of the pulse repetition rate is no more than 10%

Electronic scales KERN 442-43N Head WCO737192

Graduation 0.1 g Weighing range from 0 to 300 g Calibration range 300 g

Biosensor drug “Ecolum” (manufactured according to TU 2639–236-00209792–01)

Lyophilized extract from non-pathogenic bacteria

Suspension of bacteria

4. Very fine dust - less than 0.1 µm. Dust can have a negative effect on the body: irritant, allergenic, fibrogenic, toxic. Dust particles are capable of carrying on their surface (in their composition) molecules of gases (CO, CO2 , CH4 ) and microorganisms. Gases can lead to intoxication of the body, and pathogenic and opportunistic microorganisms can cause a number of diseases. The size of dust particles that are in the air of the working area can vary from fractions of a micron to large particles. For the human body, the greatest danger is posed by small dust particles, when inhaled, they immediately enter the lungs. On the basis of the laboratory of communal hygiene and epidemiology, studies were carried out to assess the integral indicator of the toxicity of the AGE preparation by the method of determining the toxicity of chemicals, polymers, materials and products using the Ecolum biotest MR 01.018–07. Based on the studies carried out, it was found that the value of the toxicity index of the AGE preparation was 18.6%, while the norm was not more than 20%. As part of the work, the analysis of the results of experimental studies on the study of the pathogenic properties of strains of microorganisms was carried out, which were evaluated in accordance with the methodological recommendations “Criteria for assessing

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the pathogenic properties of producer strains proposed for use in the industry of microbiological synthesis” (M., 1992), as well as the guidelines of the Ministry of Health USSR No. 2620–82 and No. 4263–83 and WHO recommendations (WHO Bulletin, 1981). To study the pathogenic properties of determining the dose of microorganisms administered intraperitoneally to white mice, 1 ml of the drug was titrated with 10-fold dilutions of sterile saline. From 8.9 and 10 dilutions of 0.1 ml, the suspension was hot-plated on MPA (meat-peptone agar), cultured in a thermostat for 48 h, and the total number of microorganisms in the original preparation was determined [6, 7]. It was shown that the original preparation contains 2 × 1010 cells/ml. When studying the pathogenic properties of microorganisms, it was shown that the bacteria included in the AGE preparation are not virulent for warm-blooded animals. The introduction of a sterile suspension of bacteria containing 109, 108, and 107 cells/ml did not cause death of mice during the entire observation period (1 month) (Table 3). Table 3. Determination of the average virulent dose (DV50) with a single intraperitoneal injection of the AGE preparation. Animal species

1010

109

108

107

Control

Mouse

1/8

8/8

8/8

8/8

8/8

Note: in the numerator - the number of animals that survived after the introduction of the strain, in the denominator - the number of animals in the group. The general condition, appearance and behavior of the experimental animals did not differ from those of the control group during the entire observation period.

With the intraperitoneal administration of the undiluted drug, the death of almost all mice (88%) in the group was observed within 1–2 h after injection, which can be explained by the unfavorable effect of glycerol, which is contained in the drug in large quantities (50%) [8, 9]. Thus, the average virulent dose of a consortium of microorganisms of the drug when administered intraperitoneally to mice is more than 1010 cells/live, i.e. more than the maximum administered dose. Determination of the “threshold” (Limbact) dose of microorganisms was carried out 30 min after intraperitoneal injection of 1 ml of a suspension of the microorganism in various dilutions (109–107 cells/live) by inoculating blood from the tail vein of experimental mice on MPA and further incubation at 320C for 2 –4 days. Experience has shown that bacteremia developed in animals with the introduction of a suspension of microorganisms of the drug in doses of 109 and 108 cells/live (Table 4). Thus, the “threshold dose” in the experiments was 108 cells/live with a single intraperitoneal injection.

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Table 4. Determination of the “threshold” dose of the consortium of microorganisms of the AGE preparation after a single intraperitoneal injection. Dose, cell/alive

109

108

107

control

severity of reaction

+++

+––

– –––

– –––

Legend in the table: + + + many grown colonies in blood smears – absence of colonies in blood smears.

Fig. 1. Inoculation of bacteria from blood smears of mice 30 min after intraperitoneal injection at a dose of 108 cells/ml.

4 Discussion of the Results When determining the toxigenicity of a consortium of microorganisms, it was shown that the death of animals or pronounced changes in behavior and appearance were not observed with the introduction of a pure centrifugate and its two fold dilutions. This suggests that exotoxins of the studied microorganisms, secreted into the culture fluid in Table 5. Evaluation of toxigenicity after intraperitoneal injection of the drug bacteria consortium centrifugate in various dilutions into mice. 2-fold dilutions

Change in appearance

Behavior change

Death

Centrifugate

0/4

0/4

0/4

1st dilution

0/4

0/4

0/4

2nd dilution

0/4

0/4

0/4

Control

0/4

0/4

0/4

Note: the numerator is the number of animals that have a reaction was noted after the introduction of the centrifugate, the denominator is the number of animals in the group.

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relatively large quantities, are not capable of causing death of animals or altering their physiology. Thus, the toxicity for mice in this case is 0 (Table 5 and 6). Table 6. Evaluation of toxicity after intraperitoneal injection of a centrifugate of a consortium of bacteria of the preparation in various dilutions to mice. 2-fold dilutions

Change in appearance

Behavior change

Death

centrifugate

0/4

0/4

0/4

1st dilution

0/4

0/4

0/4

2st dilution

0/4

0/4

0/4

3st dilution

0/4

0/4

0/4

control

0/4

0/4

0/4

Note: the numerator is the number of animals that have a reaction was noted after the introduction of a suspension of the strain, in the denominator - the number of animals in the group.

When assessing the toxicity of microorganisms of the drug, it was shown that the death of animals, changes in the behavior and appearance of animals were not observed with the introduction of a pure centrifugate and its three fold dilutions after the destruction of cells by heating. This suggests that the endotoxins of the studied microorganisms, secreted into the culture fluid in relatively large quantities, are also unable to cause death of animals or change their physiology [10]. According to the results of the studies, it was found that the composition of the drug, the action of which is aimed at reducing dust of anthropogenic origin in environmental objects, includes a consortium of microorganisms of various species of the genus Bacillus (B. subtilis subsp.subtilis, 1.2 × 109 cells/ml; B. subtilis subsp. inaquosorum, 1.2 × 109 cells/ ml; B.megaterium, 3.1 × 108 cells/ml; B.licheniformis, 1.6 × 106 cells/ml; B.amyloliquefaciens, 2.8 × 105 cells/ml), which is the active substance of the AGE preparation.

5 Conclusions The study of the pathogenic properties of microorganisms of the drug was carried out according to the following indicators: integral toxicity, virulence, “threshold” dose, toxicity, toxicity and dissemination into the blood and internal organs in accordance with the guidelines “Criteria for assessing the pathogenic properties of producer strains proposed for use in the microbiological synthesis industry “(M., 1992), as well as guidelines of the Ministry of Health of the USSR No. 2620–82 and No. 4263–83, WHO recommendations (WHO Bulletin, 1981). The evaluation of the bacterial virulence of the preparation was determined by the value of DV50 with a single intraperitoneal injection of a suspension in saline to outbred white mice at doses of 109, 108, and 107 cells/live. During the observation period (1 month after administration), no death of animals was observed (DV50 109 cells/live. The “threshold” dose (Limbact) was determined as the minimum

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when bacteria were inoculated from the blood of the tail vein 30 min after administration, which was 108 cells/live. The bacterial toxicity of the preparation was studied by intraperitoneal injection of a warmed-up (80 °C, 1 h) and washed with physiological solution of a two-day culture in the highest dose of 1010 cells/live to white mice and its dilutions. The death of animals during the observation period was not noted (DL50 1010 cells/live.). The bacterial toxicity of the preparation was studied by intraperitoneal injection of sterile filtrates of two-day-old broth cultures in 3 dilutions: 0.5 ml of each dilution was injected into 3 mice. Control animals were injected with sterile nutrient broth or saline. The death of animals during the observation period was not noted. On the 2nd, 5th, 7th, 9th and 11th days after the injection, bacteria of the preparation were inoculated from the blood and internal organs by the method of imprints on meatpeptone agar (MPA, nutrient agar). No dissemination of bacterial strains was detected. Thus, the consortium of bacteria included in the AGE preparation is non-virulent, nontoxic, non-toxic, and is not capable of dissemination in the blood and internal organs. It belongs to non-pathogenic strains for warm-blooded animals and can be recommended for use in biotechnology. Based on the results of comprehensive studies on the AGE preparation, an expert opinion was issued by the Federal State Unitary Enterprise VNIIZHG of Rospotrebnadzor, confirming the hygienic safety and the certificate of compliance with the ecological safety of the EcoSafety system.

References 1. Popova, A.Y.: Risk analysis as a strategic sphere in providing food products safety. Health Risk Anal. 4, 4–12 (2018).https://doi.org/10.21668/health.risk/2018.4.01 2. Musin, L.I., et al.: Simple methods for the separation of various subfractions from coal and petroleum as-phaltenes. Energy Fuels 34(6), 6523–6543 (2020). https://doi.org/10.1021/acs. energyfuels.9b03283 3. Coal dust: environmental impacts and good coal dust management. https://www.enviro nment.com.za/environmental-issues/coaldust-environment-20impacts-and-good-coal-dustmanagement-practices.html 4. Podobrazhin, S.N.: Improving the efficiency of moistening coal seams to prevent dust formation. Lab. Safe. Ind. 6, 28–30 (2010) 5. Vil’k, M.F., Sachkova, O.S., Levanchuk, L., Latynin, E.O.: Peculiarities in assessing occupational health risks for workers who are in contact with aerosols containing fine-dispersed dust particles. Health risk Analy. 4, 107–112 (2020). https://doi.org/10.21668/health.risk/2020.4. 12.eng 6. Vil’k, M.F., Sachkova, O.S., Khamanov, I.G., Alekhin, S.Y., Aksel’rod, V.A., Koroleva, A.M.: How to reduce risks related to biological factor impacts on railway transport workers. Health risk Anal. 2, 78–86 (2018). https://doi.org/10.21668/health.risk/2018.2.09.eng 7. Sheina, N.I., Skryabina, E.G., Pivovarov, Y.P., Budanova, E.V.: Microorganism bacillus amyloliquefaciens OPS-32. Toxicol. Bull. 4, 54–56 (2016). https://doi.org/10.36946/0869-79222016-4-54-56 8. Kuznetsov, P.N., Avid, B., Fan, X., Perminov, N.V., Kuznetsova, L.I., Korolkova, I.V.: Thermal dissolution of bituminous coal in heavy coal semicoking tar and in binary blends with the anthracene oil. J. Siberian Fed. Univ. Eng. Technol. 13(8), 1018–1027 (2020). https://doi.org/ 10.17516/1999-494X-0282

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9. Mkrtchyan, E.S, et al.: Comparative analysis of the adsorption kinetics of the methylene blue dye on graphene aerogel and activated coconut carbon. Adv. Mater. Technol. 4(20), 21–28 (2020). https://doi.org/10.17277/amt.2020.04.pp.021-028 10. Dinzhumanova, R.T., Bayakhmetova, B.B., Kassenova, N.B., Klivenko, A.N.: Physicochemical investigation of stone coals of karazhyra field. Bull. Karaganda Univ. Chem. Ser. 4(96): 98–104 (2019). https://doi.org/10.31489/2019Ch4/98-104 11. Kopylov, N.I.: Phase decomposition of coals of the tavantolgoyskoye deposit of Mongolia during their roasting. Bull. Karaganda Univ. Chem. Ser. 1(93): 78–84 (2019). https://doi.org/ 10.31489/2019Ch1/78-84

Algorithm for Evaluating the Effective Methods of Staff Organization Anatoly Davydov1(B)

and Igor Parshukov2

1 Siberian Transport University, Dusi Kovalchuk 191, Novosibirsk 630049, Russia

[email protected] 2 West-Siberian Railway, Vokzalnaya Magistral 14, Novosibirsk 630004, Russia

Abstract. Formation of a new remuneration transport ideology makes new approaches to the importance and size of the tariff rate as the main regulator of the growth of professional development and growth of labor productivity. It is necessary to form a new ideology of remuneration in the company that led to the formation of a new wage system as the primary regulator of the growth of labor productivity and economic efficiency of the company as a whole, and to revive the function of wages. The objectivity of labor potential evaluation is an extremely difficult question both for workers and evaluators. There is a danger that evaluation will be used only as a bureaucratic method and will give managers an opportunity to make any decision they want. In this case, it is possible to use a performance assessment tool that reflects multiple points of view - a manager, foreman, general director of an enterprise or a higher-level manager. To ensure a qualitative measurement of labor potential, there must be sufficient criteria to eliminate the possibility of a lack of factors when considering the most important properties of its influence on the results of the enterprise. Moreover, all the criteria should be weigh to minimize the mispresentation, which happens because of nonconforming or unacceptable rate. After we identificate the amount of criteria which will be used for workers potential evaluation, it will be necessary to develop credible and reliable rating scales. Keywords: Staff management · Motivation · Stimulation · Optimal value · Normative values · Innovative type

1 Introduction Comparative rating of how strong is influence of motivation on the results of employees work will depend on the implications of the result. Thus satisfaction or dissatisfaction of workers on the results of their work effects with regard to their expectations may be related to satisfaction or dissatisfaction of the effort to achieve the results, the results achieved in their consequences, or unsatisfactory value of these effects [1–5]. The most important condition for the resulting effect should be building the system of workers motivation based on improving of the labor organization, caused by technical modernization and technological changes in the production processes. In modern conditions the information about results of work of staff is presented in the form of customized tables and charts, which are formed by a certain algorithm. © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 419–428, 2022. https://doi.org/10.1007/978-3-030-96383-5_47

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2 Research Methods This algorithm allows choosing a priority direction of improving mechanism of labor management: – Improvement of the remuneration system for the purpose of greater differentiation of wages depending on the effort and the results of work; – Improving the system of objective performance parameters and procedures of the assessment of labor results, affecting employees payroll. – Significant wage differentiation with obligatory preservation of average earnings.

Coefficient of justice on the factor «My wages do not correspond to the volume of work done» is less then 0.85

Coefficient of justice on the factor «There are no clear job descriptions or they are not performed, planning and organization of work is low, and, as a result, I can not fully perform my obligations»

is more then 0.85

Coefficient of justice on the factor «evaluation of the quality of my work in making stimulation about promotion depends on the subjective opinion of the head»

is more then 0.85

Improving the system of remuneration for the purpose of higher differentiation of wages depending on the employee's efforts

is less then 0.85

Improving the system of objective performance parameters and procedures of the assessment of labor results, affecting employee’s payroll.

Fig. 1. Algorithm of managing motivation of labor.

3 Results Achieved results of the article can be used in applied character when developing the procedures of evaluating the staff labor result for analysis.

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The author offered an algorithm and method of evaluating the staff motivation level which can add the current theoretic base of regulating the work and exposing the list of factors and confirm the level of staff results reliability. In assessment of work potential, it is advisable to use a system of coefficients, allowing to reflect the qualitative condition of the labor force, which characterizes overall level of their development and potential opportunities [4–8]. For example, such as educational and qualification level of personnel, compliance between the staffing structure and the needs of enterprises, stability and loyalty of staff, security and mechanization of labor, etc. Table 1. The structure of the implementation of the work environment factors. Work environment factors

Good chances for promotion High salary

Group of factors Motivating Quantity people

Implementation of factors «Health»

%

Quantity people

%

96

4.6

156

36

211

49

218

51

Payments related 228 to the job performance

53

178

42

Recognition and approval of a job done well

207

48

209

47

The job, which help to develop workers skills

180

42

227

53

Complex and difficult work

206

48

154

36

The work, which 161 allows to think

38

211

79

The high degree of responsibility

235

55

166

39

Interesting job

149

35

211

49

Work that requires a creative approach

43

3.3

180

42

The high and prestigious position

46

3.4

129

30

Motivating

«Health»

Russia, point

%

Russia, point

%

205

48

224

52

200

46

275

64

(continued)

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A. Davydov and I. Parshukov Table 1. (continued)

Work environment factors

Group of factors Motivating Quantity people

Implementation of factors «Health»

%

Quantity people

%

Motivating

«Health»

Russia, point

Russia, point

%

%

The ability to manage people

38

3.2

124

29

Work without much tension and stress

20

2.8

187

44

In the workplace, there is no noise and pollution

29

3.0

166

39

211

4.9

283

66

299

70

0.47

225

52

248

58

199

46

Good relationships with colleagues A good relationship with supervisor

4

Sufficient information on the work of enterprise

188

44

227

53

Flexible work pace

31

3.0

188

44

Flexible working day

37

3.2

172

40

5

0.48

242

56

227

53

Significant additional benefits The stable state of the organization

187

44

257

60

255

59

Prestige of the organization

187

44

240

56

264

61

88

44

210

49

The guarantee not to lose job in a short time

(continued)

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Table 1. (continued) Work environment factors

Group of factors Motivating Quantity people

Equitable 200 distribution of the scope of work

Implementation of factors «Health»

%

Quantity people

%

47

215

50

Motivating

«Health»

Russia, point

Russia, point

%

212

49

%

This assessment should be carried out in three main components: – Qualifying potential; – Social potential; – Motivational potential. Each component should be represented by a consolidated index, formed on the basis of partial indicators. The formation of a complex indicator is based on the condition of equivalence of private parts. Consolidated comprehensive indicator should be the arithmetic mean of private indicators included in it. For enterprises with specific numerical values of complex parameters the graphic interpretation of scientific, technical and institutional capacity will be presented as a set of triangles with the vertex coordinates X, Y, Z [3, 7]. It is difficult to set standard values of indicators for effective human resource management due to the diversity of professions, working conditions, the characteristics of the functions, tasks, features regional labor markets. In most cases, the limit value of indicators can be regarded as the unit [9, 10]. Rational indicators for assessment of labor potential and calculated relations are given below. Qualifying Potential: Ratio of educational level of personnel: Reducationallevel = (Bi Pi )/Paverage ,

(1)

where Bi- number of points of the i educational level (0.15 - for people with incomplete secondary education; 0.60 - average 0.75 - specialized secondary and incomplete higher education; 1.0 - higher 1.25 - academic degree on the specialty); Pi - average number of employees the i group (people); P average - the average number of employees in enterprises (people). Ratio of professional prospects:    (2) Rprofessional = Reducational level (L/4)/ Aaverage /18 , where: L - the average length of work of staff in the enterprise, years. In accordance with the recommendations of the Scientific Research Institute of Labor it is divisible by 4 (the

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length of work have 4 times less impact on the productivity of labor, than education); Aaverage - average age of personnel, years. In accordance with the recommendations of the Scientific Research Institute of Labor it is divisible by 18. Ratio of personnel qualification:   (3) Rqualification = Gaverage /Gmax , where: Gaverage - the average qualifying grade in the enterprises; Gmax - the maximum qualifying grade. Ratio of the utilization time of staff shift: Rshift = Ftotal /(Fmls ∗ P)

(4)

where: Ftotal - the total actually spent time fund (people/days); Fmls - actually spent time fund in the most loaded shift (person/days); P - the number of shifts per day. Ratio of labor discipline:   (5) Rlabor discipline = 1 − Lviolat /Fplan , where: L violat - loss of working time due to violations of labor discipline, (person/days); Fplan - planned fund of working time in the period, (people/day.) Ratio of staff stability:   (6) Rstable = 1 − Presign /Paverage , where: Presign - the number of resigned employees, people; Paverage - the average number for employees in the period, (people). Social Potential: Ratio of staff orientation:   Rorientation = Pnip /Pip ,

(7)

Where: Pnip - the average number of non-industrial personnel, (people); Pip -average number of industrial staff, (people). Weight of non-productive fixed assets:   (8) dsfa = FAnon−prod /FA , Where: FAnon-prod - the value of non-production fixed assets (thousand rubles); FA - the value of all fixed assets of enterprises (thousand rubles). Ratio of expiration of social fixed assets:   (9) Rexpiration = 1 − dsfa /FAnon−prod , where: dsfa - the amount of depreciation of fixed assets of the social sphere, (thousand rubles); FAnon-prod - the value of fixed assets of non-production sphere, (thousand rubles). Weight of costs of the enterprise for the maintenance of social sphere: dsc = (Csocial /Ctotal ),

(10)

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where: Csocial - current cost of maintaining the social sphere, (thousand rubles); Ctotal Total expenses, (thousand rubles); Weight of workers treated in sanatoriums:   (11) dtreat = Ptreat /Pip , where: Ptreat - the number of workers treated in sanatoriums, (people); Pip - the average number of production staff, (people). Ratio of personnel health:   (12) Rhealth = 1 − Lillness /Fplan , where: Lillness - loss of work time due to illness, (person/days); Fplan - planned fund of working time in the period, (person / day). Ratio of labor safety.   (13) Rsafety = 1 − Linjury /Fplan , where: Linjury - loss of working time due to employment injury, (person/day); Fplan planned fund of working time in the period, (person/day). Motivational Potential: Ratio of average wages:   Rwages = 1 − Wregional /Waverage ,

(14)

where: Waverage - the average monthly salary in the enterprise, (rub); Wregional - the average monthly salary in the region, (rub). Ratio of personnel retraining:   (15) Rretrain = Pimprove−skills /Pip , where: Pimprove-skills - number of employees improved their skills in the period, (people); Pip - the average number of production staff, (people). Ratio of staff promotion:   (16) Ppromotion = Ppromote − Pn−promote /Pip , where: Ppromote - number of employees, promoted with an increase in salary, (people); Pip the average number of production staff, (people). Weight of employees working in normal (harmless) conditions:   (17) dnormal conditions = 1 − Pharmful /Pip , where: Pharmful - average number of employees working in harmful conditions, people; Pip - the average number of production staff, people. On the basis of rational indicators of labor potential and calculated dependencies, above mentioned, assessment of labor quality in relation to such groups of staff as

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managers, professionals, employees and workers was carried out (Table 2). According to Table 2, the most efficient is the use of labor potential of employees, less efficient managers and professionals, the least effective - labor potential of workers. This ratio can be explained due to the orientation of the proposed method to the innovative type of development in which conditions education, system of training and retraining plays a significant role. With the described method for calculating the work potential of employees on the basis of the integral index, we offer to do this assessment in three main indicators, which in its structure contains 15 private design quantities: 1. Qualifying potential; 2. Social potential; 3. Motivation potential. Consolidated comprehensive indicator should be the arithmetic mean of private indicators included in it. It is difficult to set standard values of indicators for effective human resource management due to the diversity of professions, working conditions, the characteristics of the functions, tasks, features of regional labor markets [4, 5]. In most cases, the limit value of parameters can be the unit (1.0). The weighted average value of the complex indicator of labor potential is calculated on the example of a single structural unit locomotive depot “N-Sib” (Table 2), taking into account the number of different groups of personnel is determined by the formula: Rcomplex = Rij ∗ Wi ,

(18)

where: Rij - value of the i coefficient of the j group of workers; Wi - the weight of j group of workers. In the result: Rqualification = 0.89 ∗ 0.86 ∗ 0.092 + 0.136 + 0.056 + 0.72 ∗ 0.61 ∗ 0.766 = 0.71;

Rsocial = 0.49 ∗ 0.092 + 0.136 + 0.47 ∗ 0.61 ∗ 0.050.45 ∗ 0.766 = 0.47; Rmotivation = 0.27 ∗ 0.27 ∗ 0.064 + 0.067 + 0.001 + 0.49 ∗ 0.31 ∗ 0.868 = 0.29.

A comprehensive index of labor potential is: Rcomplex = (0.66 ∗ 0.25 ∗ 0.31) 1/3 = 0.37. According to Table 2, the most efficiently the labor potential of employees is used, less efficient - managers and experts, the least effective is labor potential of workers. This ratio is caused by the orientation of the proposed method to the innovative type of development, in terms of which education, training and retraining in order to promote qualification of workers have a significant role [6, 10]. Lag of income growth from price increase led to a sharp drop in demand in the consumer market, which is largely the reason for the decline in production, increase

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of non-payments and decline in profits of several successful companies. All of these reasons are fully affected the economy of the transport companies have reduced their effectiveness and impact the real incomes of railway workers. However, taking into account costs which appear during the economic reforms in the country, it must be said that the beginning of the market process at labor sphere - is the adoption by the companies of the new employees social role and of the wage received adequate to the quality of workforce and quality of work. Nowadays, the need to change the course of social reforms is dictated by the situation in the sphere of incomes of all categories of workers in all sectors of industrial production. The need for this is confirmed by the experience of countries that have passed the way to a developed market economy [2, 9]. In conditions of market relations, involving the most qualified, proactive and capable part of the workers in the sphere of business. Care about providing a decent standard of living for workers in order to increase efficiency and competitiveness of joint-stock enterprises becomes top priority in their sustainability. Please note that the first paragraph of a section or subsection is not indented. The first paragraphs that follows a table, figure, equation etc. does not have an indent, either. Subsequent paragraphs, however, are indented. Table 2. – Calculated index of manpower potential. Criteria for evaluation

Categories of staff

Total

Managers

Specialists

Employees

Workers

Staff, percent

9.2%

13.6%

0.56%

76.64%

R educational level

1.00

0.93

0.97

0.57

0.86

R professional

0.77

0.84

0.73

0.34

0.67

R qualification

0.83

0.50

0.46

0.26

051

R labor discipline

0.89

0.95

0.89

0.79

0.88

Rstable

0.90

0.98

0.28

0.88

0.76

Rshift

1.00

1.00

1,00

0.83

0.55

Rqualification

0.89

0.86

0.72

0.61

0.71

Rorientation

0.12

0.16

1.00

0.09

0,09

dsfa

0.17

0.11

0.12

0.12

0,09

Rexpiration

0.89

0.89

0.95

0.98

0,95

dsc

0.19

0.14

0.18

0.13

0,12

dtreat

0.11

0.10

0.07

0.07

0,08

Rhealth

0.99

0.89

0.93

0.86

0,90

Rsafety

1,00

1.00

1,00

0.92

100.0%

0,93 (continued)

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Criteria for evaluation

Categories of staff Managers

Specialists

Total Employees

Workers

Rsocial

0.49

0.47

0.61

0.45

0.47

Rwages

0.81

0.56

0.69

0.33

0.61

Rretrain

0.07

0.06

1.00

0.26

0.34

Ppromotion

0.08

0.12

0.07

0.12

0.09

dnormal conditions

1.00

1.00

1.00

0.38

0.84

Rmotivation

0,26

0.24

0.55

0.26

0.29

Rcomplex

0.54

0.52

0.62

0.44

0.53

References 1. Vladimirova, T., Chistyakova, I.: Impact of the use of intellectual assets on the economic growth of Russian railways. In: Popovic, Z., Manakov, A., Breskich, V. (eds.) TransSiberia 2019. AISC, vol. 1116, pp. 682–690. Springer, Cham (2020). https://doi.org/10.1007/978-3030-37919-3_68 2. Duplinskaya, E., Chepiga, Y.: Public finance policy for the development of the transport industry. In: Popovic, Z., Manakov, A., Breskich, V. (eds.) TransSiberia 2019. AISC, vol. 1116, pp. 729–737. Springer, Cham (2020). https://doi.org/10.1007/978-3-030-37919-3_72 3. Umpleby, S.A., Medvedeva, T.A., Lepskiy, V.: Recent developments in cybernetics, from cognition to social systems. Cybern. Syst. 50(4), 367–382 (2019). https://doi.org/10.1080/ 01969722.2019.1574326 4. Davydov, A., Dementev, A., Burovtsev, V.: Reproduction of human potential of JSC Russian Railways a source of increasing labor productivity. MATEC Web Conf. 239, 07005 (2018). https://doi.org/10.1051/matecconf/201823907005 5. Parshina, V., Marushchak, T., Kuznetsova, E., Davydov, A.: Motivational elements of the human factor for the implementation of the vision zero concept in railway transport. Transp. Res. Procedia 191,(2021). https://doi.org/10.1016/j.trpro.2021.02.064 6. Stef, N., Zenou, E.: Management-to-staff ratio and a firms exit. J. Bus. Res. 125, 252–260 (2021). https://doi.org/10.1016/j.jbusres.2020.12.027 7. Evelyn, J.S., Lowe, C.: Staffing resource allocation, budgets and management. Meas. Capacity Care Using Nurs. Data 181–235,(2020). https://doi.org/10.1016/B978-0-12-816977-3.000 07-1 8. Abbasi, M., Samadzadeh, M., Shahbazzadegan, B.: Comparison of quality of life and family performance in satisfied and unsatisfied groups of staffs in industrial units of Ardabil province. Procedia. Soc. Behav. Sci. 15, 1936–1941 (2011). https://doi.org/10.1016/j.sbspro. 2011.04.031 9. Danesh Shakib, M.: Using system dynamics to evaluate policies for industrial clusters development. Comput. Ind. Eng. 147, 106637 (2020). https://doi.org/10.1016/j.cie.2020. 106637 10. McHugh, N.: Improving staff member satisfaction and productivity through technology. AORN J. 80(3), 523–526 (2004). https://doi.org/10.1016/S0001-2092(06)60542-5

Foreign Language Learning Environment: A Case Study of STU Anastasiya Komkova(B) , Elena Kobeleva, Elena Taskaeva , and Victoriya Ishchenko Siberian Transport University, Dusi Kovalchuk Street, 191, 630049 Novosibirsk, Russia

Abstract. The learning environment of higher education has recently transformed a lot under the influence of such processes as digitalisation and internationalisation placing even higher demands on knowledge, skills and competences of the graduates. Special attention is paid to the foreign language proficiency of future specialists alongside with their ability to communicate successfully in a multicultural context. Besides, the quality, forms and content of educational, research and innovative activities in transport universities are regulated by sector policies and framework documents (e.g. the Transport strategy of the Russian Federation up to 2030), the Federal State Educational Standards (FSES), educational projects and initiatives (e.g. NTI University “20.35”). Giving consideration to the requirements for learning outcomes, a model of a foreign language learning environment of a transport university is proposed. The model is based on the principles of interdisciplinary integration, balanced interaction of professional and language training, effective use of online teaching and learning tools, resources, and courses, as well as socio-cultural, competence- and context-based approaches. Using the case study of the Siberian Transport University (STU), namely the accumulated experience of the English Language Department, the paper reveals how higher education institutions meet the challenges of the educational trends and changeable requirements of the industry. Keywords: Higher education · Foreign language learning environment · Transport university · Graduate skills · Cross-cultural communication · Blended learning · Interdisciplinary integration

1 Introduction The challenges of ongoing global engagement and internationalisation, increasing digitalisation, far-reaching social and economic changes have significantly reshaped the education patterns giving the rise to new modes of learning (e.g. blended learning and elearning, peer-learning, self-learning etc.), innovative teaching approaches and techniques (e.g. gamification, edutainment, flipped classroom, case study, mind-mapping etc.), online teaching and learning tools, resources, and courses (e.g. ebooks, virtual lectures, online tutorials, social media platforms, MOOCs etc.) [1]. For instance, the use of online-only courses has become a mainstream in recent months, and will for sure © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 429–437, 2022. https://doi.org/10.1007/978-3-030-96383-5_48

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accelerate even after the COVID-19 epidemic is over. According to forecasts, there shall be up to 11 mln students in Russia doing online courses by 2026 [2]. For this reason, higher education institutions have to rethink their degree programs, courses and curricula in general to meet the needs of modern learners, while keeping pace with the evolving trends. These changes are becoming increasingly pervasive in the learning environments of Russian leading transport universities too. Apart that, the quality, forms and contents of educational, research and innovative activities in transport universities are regulated by the Federal State Educational Standards (FSES), educational projects and initiatives (e.g. NTI University “20.35”), sector policies and framework documents (e.g. the Transport strategy of the Russian Federation up to 2030). With these factors driving shifts in higher education, more work has to be done by transport universities and colleges to ensure that graduates gain relevant professional knowledge, academic competences and soft skills that are demanded in the labour market [3]. Understandably, much research in the last years has been focusing on the essentials of foreign languages teaching and learning processes in higher education institutions. Numerous studies of Russian and foreign researchers have highlighted an urgent need across business sectors and industries for highly-qualified and competitive specialists mastering at least two foreign languages (preferably, English and Chinese) and being mobile in global educational area and labour market, capable to intercultural communication, aware of global issues and their place in a globalised economy [4]. Besides, graduates, as “marketable” future employees, should be prepared for a digital workplace, which means they have an ability to: select and use digital innovative tools and software; find and analyse reliable data sources; appropriately/professionally use digital communication and collaborate with others in digital settings [5]. Students can develop such skills only when they learn and study in the technology-rich (digital) environment. Therefore, using the case study of the Siberian Transport University (STU), namely the experience of the English Language Department, it is possible to observe how institutions of higher education are being transformed and modified by the impact of ongoing educational trends to meet changeable requirements of the industry. Thus, the purpose of the paper is to develop a model of a foreign language learning environment of a transport university.

2 Methods and Materials To achieve the goal and fulfill the tasks of the research, a complex of various methods was used, including the analysis of pedagogical, methodological, specialized literature and sources on the topic of research. Other methods include generalization and systematization of the obtained data, as well as modeling a foreign language learning environment of a transport university. The accumulated extensive experience of the English Language Department of STU was analysed. The questionnaire was also designed using a combination of questions about the process of foreign languages teaching and learning at the International Business and Law Faculty of STU. In total, questionnaires were completed by 130 students. The questionnaire included two distinct sections.

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Section 1 was aimed at estimating students’ general satisfaction with foreign language teaching and learning, as well as at considering students’ understanding of the importance of learning two foreign languages for their future employment. First, students were to answer the following questions: “Do you think that learning two foreign languages at the transport university is advantageous for your future employment?”, “What benefits can you gain from learning two foreign languages at the university?”, “Is teaching and learning foreign languages at the transport university relevant to your future profession?”, “Does the transport university provide high quality language teaching and learning?”. Furthermore, Sect. 1 included an open question allowing students to express their own attitude: “What would you describe as a positive/negative feature of teaching and learning foreign languages at the transport university?”. Section 2 was aimed at understanding students’ attitudes towards the distant teaching and learning. The questions were as follows: “Can you assess positively online foreign language teaching and learning experience?”, “Does the combination of online and offline foreign language teaching and learning have positive aspects?”, “What is the purpose of your using the university’s MOODLE learning platform?”, “Do you visit other online learning platforms?”, “Have you participated in student scientific conferences held online?”.

3 Theoretical Background The analysis of scientific and methodological literature and regulations in force has revealed the following factors transforming the learning environment of higher education and serving as a base for the development of a model of a foreign language learning environment of a transport university. Giving consideration to the requirements for learning outcomes of higher education regulated by the FSES, it is possible to identify the professional knowledge, skills and competences that graduates are to possess [6]. For instance, upon completing Master’s Programme in International Business at STU, graduates must be equipped with a set of skills and competences, both generic (e.g. critical thinking, problem solving, communication, creativity, collaboration, self-management, etc.) and discipline specific (skills and knowledge related to international business) that are relevant to their future employment and required by the industry. Much attention is paid to the development of practical foreign language skills for specific purposes, namely for research and project activities, conferences and business meetings, business correspondence and academic writing. Only close integration of language and core disciplines within the interfaculty collaboration allows to develop graduate skills and competences effectively [7]. This fact was taken into account when developing a foreign-language learning environment of a transport university. National educational projects and initiatives are also drivers of the rearrangements of the educational process in higher education institutions. Thus, National Technical Initiative (NTI) University “20.35” provides new training formats for individuals and companies in the present-day world of digital economy. The aim of this network initiative is to build a platform of digital profiles of competences and the suppliers of these competences by 2035, which will assist in creating individual learning pathway

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of each participant. The platform is designed to facilitate the development of the 21st century skills, such as teamwork, joint project work and communication skills, by organising online courses and providing digital content, arranging online collaborations and analysing groupwork based on the digital data. This will provide the digital economy with highly competent personnel able to communicate across cultural boundaries if necessary. As noted, a digital competence profile of a graduate will be “a new confirmation of learning outcomes”. The initiative NTI University “20.35” is open to all higher education institutions and students in Russia. Many leading universities have already joined it. STU takes part in the initiative too. As for the transport industry requirements, its development and, consequently, the learning outcomes obtained in transport universities are largely determined by the Transport strategy of the Russian Federation up to 2030. The Strategy emphasises the importance of achieving international standards of transport and logistics services in terms of their volume and quality in Russia, as well as increasing safety and reducing negative impacts on the environment. Special attention is paid to the competence of transport workforce [8, 9]. Foreign language proficiency is one of the most required skills due to cross-border transportation networks. Along with that, digital literacy is becoming the new training focus as a result of technology evolution and an increase in elearning practices across various spheres. In this respect, “blended learning” is an approach that combines a brick-and-mortar instructor-led training and online learning activities. It demonstrates its rapid development since a substantial amount of learning content is going online and becoming available for teachers who tend to incorporate technology to enhance the learning experience and broaden the understanding of certain material [10]. Along with the above-mentioned factors, educational process in a transport university in general and language teaching and learning in particular are closely related to such processes as cross-cultural interaction, multicultural communication, and forming social and cultural competence. Educational process implies the transfer of certain ideas and concepts, the formation of a certain worldview, including the attitude to expanding a person’s cultural experience. The role of a language in gaining knowledge about the world and in forming a particular individual’s outlook is vital: in philosophy a human language is thought to be one of the essential components of a personality as it makes possible the processes of thinking and interacting with other members of a society. Learning the second or third language during a university course has a considerable influence on broadening students’ horizons including the ability to percept the reality through another language from a slightly different point of view. Every culture develops its specific attitude to various issues; therefore, the idea of intercultural dialogue is thought to be essential due to contemporary globalization processes. A dialogue between different cultures is necessary for solving particular practical problems arising in an increasingly global world. Thus, forming a student’s ability of understanding other cultures can be regarded as basic for teaching and learning languages at university, because their future professional careers will involve interaction with representatives of various cultural traditions [11]. To sum up, the conducted analysis of scientific and methodological literature and regulations in force has proved the need for increasing graduates’ foreign language proficiency and served as a base for the development of a model of a foreign language

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learning environment of a transport university. The model reflects the requirements of the transport industry and of higher education, while being affected by the current trends in intercultural communication and digitalization processes.

4 Results and Discussion In the current paper, “a foreign language learning environment of a transport university” is defined as a set of specially organized conditions, processes and activities aimed at students’ mastering foreign languages, taking into account the present-day requirements of the transport industry and of higher education under the conditions of digital transformations and cross-cultural interactions. It should be noted that modeling a foreign-language learning environment of a transport university is based on rich experience in teaching foreign languages, both European and oriental ones, at the International Business and Law Faculty of STU. The “International Business” four-year course syllabus provides that every student is to learn two foreign languages according to his/her choice. It can be either a combination of two European languages (English, German, French) or a combination of one European and one oriental language (Chinese). While following the undergraduate programme students learn one of the foreign languages for four years; the second language is taught in the 3rd and 4th year. In any possible combination, the focus is on the culture related to a certain language. In order to help students to develop a relevant cultural competence, the European language learning programmes include such aspects as speech etiquette, the review and discussion of a country’s cultural traditions. It should be pointed out that students usually have background knowledge of European cultures due to the secondary school language classes. Moreover, cultural links between Russia and western countries are traditionally strong, which facilitates understanding of cultural codes typical for western societies. However, teaching and learning the Chinese language at university differs from teaching the European ones. In spite of the increasing popularity of learning Chinese that is determined by the leading position of China in the global economy, a comparatively small number of secondary schools in Russia offer Chinese classes. Therefore, the majority of students start learning Chinese and acquiring knowledge of Chinese culture only at their first year at university. In order to provide students with working knowledge of the Chinese language and culture, the International Business syllabus includes such elective subjects as Regional Geography, History of China, Chinese Culture, Economy of China. These courses allow students to get acquainted with characteristic features of the Chinese culture reflected in the language, helping them to move easily through the flow of information related to the present-day situation in China and the country’s history. The foreign language learning environment is especially important for students who decide to participate in the STU student exchange programme. The double diploma programme is carried out under an agreement with a university in China and provides for 2 + 2 course scheme. During their first and second year, students do a course in the Chinese language and culture at STU, then according to their academic achievements a group is formed to continue studies at a Chinese university during the third and fourth year. Besides the immersion into the language and culture of China students also study

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special subjects in economics and business and write a graduation thesis in Chinese. Similarly, the Chinese students learn Russian as a foreign language during their first and second year at university in China and then come to STU in order to continue doing the undergraduate course in Russian. After completing studies for a bachelor’s degree students can apply for postgraduate programmes either in Russia or in China. Taking into account the established experience described above, the practical implementation of the proposed model of a foreign language learning environment can be considered on the example of the language teaching of future economists carried out by the English Language Department of International Business and Law Faculty of STU, within the framework of competence- and context-based approaches [12], assuming current educational trends and industry requirements. The following individual, pair and group activities of students are commonly used: – performing project work and in-depth case studies aimed at considering the complexity of a wide range of social and economic issues and their discussion in a foreign language; – analysing authentic work-related reading materials [13]; – studying rules and norms of business correspondence in a foreign language as a method of written communication used in business relationships or for internal communication in an organization; – developing a deeper understanding of various cultures, the right tactics for communicating with representatives of the countries of the language being studied and strategies for intercultural communication in a particular professional field; – familiarizing students with the basic knowledge needed for any scientific work, gaining experience in problem solving while conducting a scientific research and processing results, equipping students with the skills of planning a scientific project and literature search, its presentation and writing a formal thesis; – using the learning potential of massive open online courses (MOOCs), regarded as a part of the emerging modalities of elearning, online education, and the use of video and visual resources in relation to learning foreign languages and professional competences development, as well as the electronic information and educational environment of the university (Moodle), email and various messengers [14]; – monitoring a foreign language proficiency via computer testing, using various competency-based assessment tools (analysing student’s learning outcomes in terms of meeting labour market demands), as well as independent online testing (e.g., using the i-exam platform) [1]; Thus, the future economists engaged in conducting presentations, business meetings and negotiations in a foreign language, searching for relevant economic information, analysing the financial statements of companies, acquire necessary skills, which ensure the development of their professional competences and, in general, correspond to the ones designated by the suggested model (Fig. 1). The effectiveness of the developed model is proved by the high results of students’ midterm and end-of-course assessments in all language discipline and by the results of a survey conducted at STU. The effectiveness of the developed model is proved by the high results of students’ midterm and end-of-course assessments in all language

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THE SYNERGY OF COMPETENCE- AND CONTEXT-BASED APPROACHES

Organizing foreign lan-

Working out syllabus in

guage learning in compli-

accordance with the

ance with current educational requirements, projects and initiatives programmes Developing deeper understanding of various

transport industry’s GOAL Developing students’ professional competences through increasing their foreign languages proficiency

policies and framework documents

Implementing balanced interaction of profession-

cultures and the strategies

al and language training

for intercultural communi-

based on the principles of

cation in a particular pro-

interdisciplinary integration

fessional field

DIGITALISATION OF HIGHER EDUCATION

Fig. 1. A foreign-language learning environment of a transport university.

discipline and by the results of a survey conducted at STU. The participants were the students majoring in Economics and International Business. The students were asked to answer survey questions because all of them learnt two foreign languages according to the course syllabus. The following results were obtained: 89% of the respondents pointed out that fluency in foreign languages was definitely an advantage for their employment, the same percentage believed that learning foreign languages was relevant to their future profession; 91% thought that the transport university provided high quality language teaching and learning; 100% indicated the opportunity to find employment with a foreign company or to follow postgraduate programmes at foreign universities due to the fluency in the language learnt. The students mentioned such positive features of the course as “a variety of interesting assignments including case studies, project work, tests”; “highly qualified language teachers”; “clear and understandable system of assessment of a student’s performance during the term”. The opportunity to learn two foreign languages is seen as a clear advantage compared to learning only one. Respondents evaluated positively the practical orientation of a language course and its relevance to their future job activities: “The opportunity to learn special vocabulary related to the transportation sphere which can help find employment with a foreign company”, “We gain knowledge that is really useful”. As a negative feature, students indicated the lack of General English course.

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They also mentioned the negative impact of the COVID-19 pandemic and the distance learning due to the pandemic restrictions on the whole teaching and learning process. The students expressed different attitudes to the online foreign language teaching and learning and to the combination of online and offline foreign language learning: 65% were positive about the opportunity to learn online, 35% expressed quite negative attitude to the experience (“unusual situation”). However, it should be pointed out that 100% of postgraduates evaluated positively the opportunity to learn online. Regarding the use of the transport university MOODLE learning portal, 100% of all students mentioned doing online tests and using electronic course books. When answering the question about other online learning platforms, 100% indicated watching YouTube educational videos and using online dictionaries; 34% mentioned attending Coursera platform courses. 15% of all respondents took part in student scientific conferences or language contests held online.

5 Conclusion The results obtained in the course of this study allowed the authors to develop the model of a foreign language learning environment of a transport university within the framework of competence- and context-based approaches, assuming the present-day educational trends and transport industry requirements under the conditions of ongoing digital transformations and cross-cultural interactions.

References 1. Lee, S.-M.: A systematic review of context-aware technology use in foreign language learning. Comput. Assist. Lang. Learn. (2019). https://doi.org/10.1080/09588221.2019.1688836 2. Dmitrieva, T., German, E., Khvatova, T.: Digital technologies and higher education in Russia: new tools of development. SHS Web Conf. 44 (2018). https://doi.org/10.1051/shsconf/201 84400029 3. Volegzhanina, I.S., Chusovlyanova, S.V., Adolf, V.A., Bykadorova, E.S., Belova, E.N.: Knowledge management as an approach to learning and instructing sector university students in post-Soviet professional education. J. Soc. Stud. Educ. Res. 8(2), 39–61 (2017). https://doi.org/10.17499/jsser.360863 4. Nekhoroshkov, V., Kobeleva, E., Komkova, A., Krutko, E.: Internationalization of higher education in Russia: a case study of Siberian transport university. Adv. Soc. Sci. Educ. Hum. Res. 333(1), 500–555 (2019). https://doi.org/10.2991/hssnpp-19.2019.94 5. Volegzhanina, I.S., Chusovlyanova, S.V., Bykadorova, E.S., Pakhomova, J.V.: Ontologybased virtual learning environment for academic knowledge co-management (by an example of transport universities). Astra Salvensis 6, 787–796 (2018) 6. Abramova, I.E., Sherekhova, O.M.: Teaching dialogue and polylogue to non-linguistic students: competence-based approach. Vysshee Obrazovanie v Rossii 29(6), 102–110 (2020). https://doi.org/10.31992/0869-3617-2020-6-102-110 7. Sun, Z., Qiu, X.: Developing a blended learning model in an EFL class. Int. J. Continuing Eng. Educ. Life-Long Learn. 27(1–2), 4–21 (2017). https://doi.org/10.1504/IJCEELL.2017. 080998

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8. Bykadorov, S.A., Kibalov, E.B., Kin, A.A.: On the development of structural reform for Russian rail transport. Reg. Res. Russ. 7(1), 45–52 (2017). https://doi.org/10.1134/S20799 70516040055 9. Pokholkov, Y.P., Gerasimov, S.I.: Professional accreditation of engineering programmes and EUR-ACE labels in Russia. Int. Conf. Inter. Collaborative Learn. 561 (2013). https://doi.org/ 10.1109/ICL.2013.6644653 10. Yu, W., Du, X.: Implementation of a blended learning model in content-based EFL curriculum. Int. J. Emerg. Technol. Learn. 14(5), 188–199 (2019). https://doi.org/10.3991/ijet.v14i05. 8546 11. Komkova, A.S., Kobeleva, E.P., Stuchinskaya, E.A., Krutko, E.A.: Development of metacompetences in university students in the process of scientific research in a foreign language. Adv. Soc. Sci. Educ. Hum. Res. 396, 19–23 (2020) 12. T¯utlys, V., Aarna, O.: Competence-based approach in the education reforms of Lithuania and Estonia. In: Mulder, M. (ed.) Competence-based Vocational and Professional Education. TVETICP, vol. 23, pp. 381–406. Springer, Cham (2017). https://doi.org/10.1007/978-3-31941713-4_18 13. de la Garza, B., Harris, R.J.: Acquiring foreign language vocabulary through meaningful linguistic context: where is the limit to vocabulary learning? J. Psycholinguist. Res. 46(2), 395–413 (2016). https://doi.org/10.1007/s10936-016-9444-0 14. Zubkov, A.D.: MOOCs in blended english teaching and learning for students of technical curricula. In: Anikina, Z. (ed.) IEEHGIP 2020. LNNS, vol. 131, pp. 539–546. Springer, Cham (2020). https://doi.org/10.1007/978-3-030-47415-7_57

Increasing Effectiveness of Foreign Language Teaching of Transport University Students in Process of Online Learning Artyom Zubkov(B) Siberian Transport University, Dusi Kovalchuk Street, 187/3, 630049 Novosibirsk, Russia [email protected]

Abstract. In the conditions of an unstable economy and social life the problem of vocational training, in particular foreign language training, is extremely relevant. The novelty of the study is determined by the need to study the mechanisms for increasing the effectiveness of foreign language teaching in transport university when it is implemented using a digital educational environment. This article aims to consider in de-tail some aspects of increasing the effectiveness of foreign language teaching of transport university students in the online learning mode. A description of the methodological model of increasing the effectiveness of foreign language teaching of transport university students during online learning at the department “English Language” of Siberian Transport University and its functional blocks are provided. Internet services and technologies required to use the proposed model are indicated. Pedagogical conditions, the observance of which is necessary for the functioning of the model, are formed. The data of a questionnaire survey of transport university students and faculty in relation to teaching a foreign language using digital technologies are presented. The author offers guidelines for overcoming the difficulties associated with the implementation of the proposed methodological model. Keywords: Foreign language teaching · Online learning · Efficiency improvement · University students · Transport university

1 Introduction In a situation of economic and social uncertainty which is currently observed due to the COVID-19 pandemic, as well as due to the rapid pace of technological progress, more and more demand on the effectiveness of foreign language training of transport university students in the process of online learning is made. The foreground is the flexibility of the higher education system, the proficiency of foreign language teachers in modern digital technologies, the capacity of the material and technological base of the educational institution, the digital competence of all participants in the educational process - everything that provides a certain basis for continuous language training of students in an unfavorable epidemiological situation. In this regard, the problem of the effectiveness of foreign language training of transport university students in the © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 438–445, 2022. https://doi.org/10.1007/978-3-030-96383-5_49

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process of online learning, namely, the ability of the higher education system to respond to changes from the outside in a timely manner, the readiness of university teachers to master modern technological, digital and software tools and apply them in the educational process as soon as possible, since they are the basis for the subsequent formation of professional competencies of future specialists. The novelty of the study is determined by the need to study the mechanisms for increasing the effectiveness of foreign language training of transport university students in the process of online learning for the continuous implementation of foreign language training. The practical significance lies in the use of the results obtained in the organization of educational, as well as research work in a foreign language of Siberian Transport University (STU) students, who are majoring in all areas of studies related to the department “English Language” at STU.

2 Material and Methods In the scientific, methodological and specific literature various aspects of vocational foreign language teaching at university are discussed for a long period of time: using smartphones for foreign language teaching and learning [1–3], integration of MOOCs into foreign language teaching process [4, 5], implementation of flipped and blended approaches to EFL teaching [6–9], teaching a foreign language during the COVID-19 pandemic [10, 11], factors affecting the motivation of learning a foreign language online [12–14], students’ perceptions on the use of online learning platforms in EFL classroom [15], professional foreign language competence of technical students [16], EFL students’ use of self-regulated learning strategies online [17], using artificial intelligence in learning English as a foreign language [18], collaborative tasks for online language teaching [19], teaching and assessment strategies in online foreign languages distance learning [20]. Analysis of the state of the problem under consideration in the theory and methodology of vocational education demonstrated that some aspects of foreign language training of transport university students in the online learning mode have not been fully studied. Our interpretation of the term “online learning” is a process of distant interaction of a teacher and students with the preservation of all the components inherent in learning, namely, goals, learning content in accordance with the major, methods and approaches to training, organizational forms, teaching aids, using digital technologies - formulated taking into account the analysis of scientific and methodological literature and many years of experience in teaching foreign languages and cultures at Siberian Transport University. Therefore, online learning as a specially organized, purposeful process of interaction between teachers and students, aimed at assimilating knowledge, abilities and skills, forming a worldview, developing mental powers and potential capabilities of students, developing and consolidating self-education skills in accordance with the goals set. In turn, online learning is a new form of organization of the educational process, combining traditional and new information technologies of learning, based on the principle of independent acquisition of knowledge, which presupposes mainly the telecommunication principle of delivery of the basic learning materials to the student and interaction of students and teachers both directly in the learning process and in assessing the knowledge and skills they acquired in the learning process.

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3 Results We believe that the foundation for increasing the effectiveness of foreign language teaching of transport university students in the process of online learning will be a carefully planned and properly organized educational, creative and research work of students in a foreign language. Methodologically competent use of modern digital technologies is a fundamental principle. The experience of such implementation of foreign language training at Siberian Transport University (department “English Language”) is summarized and presented as a methodological model - a combination of three functional blocks: 1) educational and methodological, 2) organizational and resource and 3) information and communication (Fig. 1). The organizational and resource block includes carefully selected training content, the capabilities of the material and technical base of the educational organization, as well as the human resources of the department (faculty, administrative and educational support personnel). During the forced shift of universities to online teaching and learning due to the unfavorable epidemiological situation worldwide, the weaknesses of this block became clearly visible. The current material and technical equipment required the purchase of additional technical means (webcams, micro-phones, laptops etc.). Teachers were forced to master modern Internet resources and platforms in a short time, develop and administer e-courses in learning management system Moddle, thereby adapting the content of the full-time course to the online format. Based on our experience, we believe that it is a foreign language teacher who is a key element of effective foreign language training of transport university students in the process of online learning. As a result, one cannot ignore the importance of his information and communication competence, as well as the organization of express advanced training courses on the development courses for students in an electronic educational environment by the university administration, conducting methodological seminars on digital tools by the leading teachers of the department. The educational and methodological block includes the organization of project activities in a foreign language, research work of transport university students and teachers, educational work and the usage of active teaching methods. The restrictions associated with the COVID-19 pandemic made it impossible to organize many student events, on the other hand, it served as an incentive to transfer these events to an online environment. Conferences, forums and festivals can be held online using video conferencing and streaming services which resonates with modern students - digital millennials who communicate mainly through text, voice and video messages. Implementation of project activities is also possible using digital technologies: information search on the Internet and online databases, group discussions and project presentation. With regard to research activities, the pandemic has generated multiple grounds for scientific contradictions, has affected all areas of our lives, thereby giving rise to new research, regardless of the major of the student’s studies. Language corpora, online access to leading scientometrics databases, electronic libraries, computer simulators and modeling make it possible to organize students’ research activities at a high level without requiring a full-time presence within the verge of an educational institution. Active teaching methods also take a strong place in this functional block. Various online services and video conferencing applications make it possible to effectively use the portfolio collector (to form the

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current and final students learning results), mind map constructors (Coogle, Xmind, Freemind, MindMeister, etc.), infographic creation services (Canva, Easel.ly, Infogram, Piktochart, Venngage), gamification applications (Kahoot, Quizlet, LearningApp), business and role-playing games (business case solution in a foreign language). The information and communication block implies the purposeful use of various modern digital tools for the implementation of communication between the teacher and students both in a synchronous and asynchronous mode. The learning management system Moodle allows you to post information and methodological support for the discipline, form groups of students, create tests and interactive tasks and communicate on the forum and in chat. Video conferencing services such as Zoom, TrueConf, Microsoft Teams and Skype allow organizing practice-oriented training in a format that is similar to face-to-face teaching and learning process. Social networks Vkontakte and Facebook and messengers WhatsApp, Telegram and Discord allow to create group conversations and exchange text, voice and video messages instantly. The methodological model for increasing the effectiveness of foreign language teaching of transport university students in the process of online learning described above determines the pedagogical conditions, the observance of which is necessary for the functioning of the model. In relation to this study, as a pedagogical condition, a set of certain measures that contribute to increasing the effectiveness of foreign language training of transport university students in the process of professionally oriented online learning is considered. The first pedagogical condition is the definition of the content of teaching and learning that really reflects the essence of the future vocational activity of students in a foreign language: blocks of thematic content, modules of the curricula and individual independent didactic components, the development of which is most significant and sufficient for the consistent formation of those declared in the federal state educational standard competencies and, in general, professional foreign language communicative competence (content of teaching and learning - what to teach?). The second pedagogical condition will be the transformation of the teaching and learning content selected into a system of real academic tasks in order to organize educational and research work of students, as well as their project activities. The third pedagogical condition is the timely improvement of the qualifications of teachers in the subject and even in the digital area. An expert level of proficiency in modern technologies and tools is necessary for the effective organization of educational and cognitive activities in the digital environment of the university. The fourth pedagogical condition is the active and conscious use of digital technologies by all participants of the educational process - faculty, students, administrative and educational support personnel. The fifth pedagogical condition is the continuous motivation of students. It can be achieved through active use of web 2.0 services; various formats of assignments typical for the implementation of philological disciplines at tertiary level; forms of work - individual, pair and group; interaction with students in a digital educational environment. We consider the teacher to be the main motivating factor, because it is he/she who organizes the well-established interaction not only between all elements of the methodological model, but also between students studying within this model.

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Fig. 1. Methodical model of increasing the efficiency of foreign language training of transport university students in the process of online learning.

The survey data indicate that students consider online learning more effective than teachers consider it. A fifth of the teachers surveyed are confident that online learning is ineffective. Both students and faculty are strictly adamant when comparing classroom interaction with online interaction. The share of respondents who consider classroom interaction more significant is 10% less among the surveyed students. Both teachers and students with a single voice consider video conferencing to be the most effective tool for online interaction. Most often, students and teachers used videoconferencing to interact in the learning process, however, students used social networks and instant messengers more often than teachers. Within the framework of educational and research work online, there are difficulties in creating favorable conditions for the effective formation of language skills. To overcome these difficulties, we offer the following guidelines for improving the effectiveness of foreign language teaching of transport university students in the process of online learning: 1. to organize educational and research work online within the framework of the model proposed; 2. to monitor the level of competencies (input and output); 3. to regularly receive feedback from teachers regarding the methods and technologies used, as well as the difficulties faced by the teaching staff;

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Table 1. Results of a survey of teachers and students of a transport university in relation to online teaching and learning a foreign language. Question

Teachers’ answers

Students’ answers

1. Do you find online learning a foreign language effective?

Yes

No

It is better than nothing

Yes

No

It is better than nothing

76%

20%

4%

83%

8%

9%

2. Do you find classroom interaction more effective than online when learning a foreign language?

Yes

No

I can not answer definitely

Yes

No

I can not answer definitely

88%

12%

0%

78%

22%

0%

3. Do you consider the interaction of a teacher and students through videoconferencing essential for the qualitative study of the discipline?

Yes

No

Videoconferencing is not required

Yes

No

Videoconferencing is not required

96%

6%

0%

76%

11%

13%

4. What tools of Videoconferencing digital interaction do you consider the 90% most effective in the process of teaching a foreign language?

Moodle

Social networks and messengers

Videoconferencing

Moodle

Social networks and messengers

6%

4%

82%

12%

6%

5. What digital interaction tools have you most often used in the process of teaching/learning a foreign language?

Videoconferencing

Moodle

Social networks and messengers

Videoconferencing

Moodle

Social networks and messengers

95%

3%

2%

89%

4%

7%

4. to carefully collect and process feedback from transport university students in relation to each of the functional blocks of the methodological model used; 5. to provide the educational process with the necessary material and technical and licensed software equipment from the administration of the educational institution; 6. to monitor the functioning of the used methodological model by the administrative and educational support personnel; 7. to minimize the reporting component of the work of the teaching staff; 8. to monitor the level of motivation of transport university students and faculty.

4 Discussion Therefore, an increase in the effectiveness of foreign language teaching of transport university students in the process of online learning is possible with the introduction of a methodological model specially developed for this, consisting of educational and methodological, organizational and resource and information and communication blocks. Increasing the effectiveness of language training is also achieved through the observance of the pedagogical conditions necessary for the adequate functioning of the

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model developed. The survey data indicate the effectiveness of online learning a foreign language. However, there are still a number of difficulties in organizing foreign language teaching online. The solution can be the observance of methodological recommendations to improve the effectiveness of foreign language teaching of university students in the process of online learning. This study may be of interest to teachers of foreign languages at higher education institutions, heads of departments implementing foreign language training for transport university students, administration of higher educational institutions, as well as scholars researching the issues of foreign language teaching and scientists whose field of interests are the theory and methodology of vocational education.

References 1. Sad, ¸ S.N., Özer, N., Yakar, Ü., et al.: Mobile or hostile? using smartphones in learning English as a foreign language 1. Comp. Assis. Lang. Learn. (2020). https://doi.org/10.1080/09588221. 2020.1770292 2. Potemkina, T.V., Bondareva, L.V., Novoselova, S.M., et al.: The analysis of students’ preferences of mobile applications for studying Russian as a foreign language. Perspektivy Nauki i Obrazovania 48(6):220–233 (2020). https://doi.org/10.32744/PSE.2020.6.17 3. Huzairin, H., Putrawan, G.E., Riad, B.: Technology and language learning: English as a foreign language learners’ use of smartphones for online informal learning in Indonesia. Texto Livre 13(3), 103–120 (2020). https://doi.org/10.35699/1983-3652.2020.24657 4. Zubkov, A.D., Morozova, M.A.: Language learners communication in MOOCs. In: Filchenko, A., Anikina, Z. (eds.) LKTI 2017. AISC, vol. 677, pp. 175–186. Springer, Cham (2018). https://doi.org/10.1007/978-3-319-67843-6_22 5. Zubkov, A.D.: MOOCs in blended english teaching and learning for students of technical curricula. In: Anikina, Z. (ed.) IEEHGIP 2020. LNNS, vol. 131, pp. 539–546. Springer, Cham (2020). https://doi.org/10.1007/978-3-030-47415-7_57 6. Lee, G., Wallace, A.: Flipped learning in the English as a foreign language classroom: outcomes and perceptions. TESOL Q. 52(1), 62–84 (2018). https://doi.org/10.1002/tesq.372 7. Doman, E., Webb, M.: The flipped experience for Chinese university students studying english as a foreign language. TESOL J. 8(1), 102–141 (2017). https://doi.org/10.1002/tesj.264 8. Czellér, M., Hajdu, Z.: Incorporating blended learning in teaching english for specific purposes. Economica 7(4), 158–163 (2014). https://doi.org/10.47282/economica/2014/7/4/ 4424 9. Sheerah, H.A.H.: Using blended learning to support the teaching of english as a foreign language. Arab World Eng. J. 6, 191–211 (2020). https://doi.org/10.24093/awej/call6.13 10. Akhter, T.: Problems and challenges faced by EFL students of Saudi Arabia during COVID-19 pandemic. Rupkatha J. Interdiscipl. Stud. Hum. 12(5), 1–7 (2020). https://doi.org/10.21659/ RUPKATHA.V12N5.RIOC1S23N5 11. Maican, M.A., Cocorad˘a, E.: Online foreign language learning in higher education and its correlates during the covid-19 pandemic. Sustainability 13(2), 781 (2021). https://doi.org/10. 3390/su13020781 12. Famularsih, S.: Students’ experiences in using online learning applications due to COVID-19 in English classroom. Stud. Learn. Teach. 1(2), 112–121 (2020). https://doi.org/10.46627/ silet.v1i2.40 13. Me¸se, E., Sevilen, Ç., Info, A.: Factors influencing EFL students’ motivation in online learning: a qualitative case study. J. Educ. Technol. Online Learn. 4(1), 11–22 (2021)

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14. Fandiño, E.F.G., Velandia, S.A.J.: How an online tutor motivates E-learning English. Heliyon 6(8) (2020). https://doi.org/10.1016/j.heliyon.2020.e04630 15. Cakrawati, L.M.: Students’ perceptions on the use of online learning platforms in EFL classroom. ELT-Tech. J. 1(1), 22–30 (2017) 16. Zubkov, A.D.: Professional foreign language competence of technical students: content, structure and formation. In: Anikina, Z. (ed.) IEEHGIP 2020. LNNS, vol. 131, pp. 503–510. Springer, Cham (2020). https://doi.org/10.1007/978-3-030-47415-7_53 17. Ganieva, M., et al.: EFL students’ use of self-regulated learning strategies in online educational setting. In: The 4th International Conference on Education and Multimedia Technology, July 2020, pp. 156–160 (2020). https://doi.org/10.1145/3416797.3416834 18. Li, R.: Using artificial intelligence in learning english as a foreign language: an examination of IELTS LIULISHUO as an online platform. J. High. EducRes. 1(2) (2020). https://doi.org/ 10.32629/jher.v1i2.178 19. González-Lloret, M.: Collaborative tasks for online language teaching. Foreign Lang. Ann. 53(2), 260–269 (2020). https://doi.org/10.1111/flan.12466 20. Beck, G., Tsaryk, O.M., Rybina, N.V.: Teaching and assessment strategies in online foreign languages distance learning. Mediqna Ocvita, 2 (2020). https://doi.org/10.11603/me.24145998.2020.2.11139

Standardization of Education Content for Future Engineers Based on Ontologies (by an Example of Railway Transport) Valeriy Khabarov(B)

and Irina Volegzhanina

Siberian Transport University, Dusi Kovalchuk Street, 191, 630049 Novosibirsk, Russia

Abstract. An increase in volume and complexity of engineering knowledge in the digitalization of high technology and knowledge-intensive industries including railway transport constantly raise the level of employers’ entry requirements for competences of their future employees. While recognising the potential of an ontological approach to modernise engineering education, many researchers comment that ontology-based education technologies are still insufficiently used in university practice. The primary novelty of this article lies in a number of conceptual provisions supported by the authors. Firstly, the content of education courses within engineering education programmes should be standardised through ontologies at the level of concepts and their relations. Secondly, subject ontologies harmonised with the standards for physical objects through a system of similar concepts can be considered as standards in the development of education courses. Thirdly, the ontological model of an education course has certain advantages over traditional formats for content representation (text, hypertext), as it is more systematic and available for a process of critical re-thinking. Fourthly, an education course ontology establishes the method of forming a system of professional concepts among future railway engineers. In order to translate the idea about standardisation of an education course via its concepts and relations into practice, a piece of ontology for the Artificial Intelligence Systems Course has been developed. The top-down method was applied to construct this ontology. Keywords: Ontology · Education content standardisation · Education course · Industry-related university · Railway transport

1 Introduction In recent times, scientific journals have been actively discussing the problems of digital transformation of production and education in a sectoral context, including railway transport with regard to the Digital Railway phenomenon. In particular, it is suggested that an inevitable consequence of transferring digital technologies to the railway sector will be the transformation of current education technologies used in professional training of new formation future engineers. However, it should be noted that these arguments are rather vague and overly broad. It should be possible to achieve their refinement and clarity © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 446–455, 2022. https://doi.org/10.1007/978-3-030-96383-5_50

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if one assumes that similar technologies would be used in the “industry - education” system, in particular by railway transport enterprises and transport universities. In the industry, the experience of technical and technological initiatives for railways digitalisation shows a high level of interest in the potential of ontologies for representing industry-related knowledge. For example, formal ontologies are seen as a key element of Digital Railways for standardisation of multiple and different connotations as regards the same transport infrastructure objects. An example is the embryonic “web of transportation things” designed in the framework of the IT2Rail - Information Technologies for Shift2Rail - project. The innovation is based on coherent and mapped transportation ontologies and relies upon Semantic Web technologies [1]. In education, an ontology being shared by experts within their respective subject domains is considered as a possible solution to the problem of education content standardisation through standardisation of an education course’s conceptual component. For example, ISO/TC 269/SC 2 Rolling Stock includes proper terms with corresponding definitions [2]. Semantic analysis of chapters on clearance diagrams from the Introductory Course on Railways revealed that almost all authors and compilers of textbooks relied on this Standard in their writings. The results are described in an earlier study [3]. But despite this, yet industry-oriented education courses can hardly be characterised as having standardised content. Since the concepts in industry standards are represented in a textual format, the role of authors and developers of such education courses, first of all, is to bring these definitions to ontologies for further education application. In facing that challenge, it is useful to take into account the experience accumulated by scientists and practitioners in various fields of human activity. The analysis of scientific publication shows that recently research has been intensified on the potential of ontologies in computer linguistics [4, 5], philosophy [6, 7] and ontological engineering [8, 9]. A separate line of research is industry-specific ontologies including railway transport ontologies. Examples are ontologies to support railway transport management systems [10], to accompany technological processes given formalised regulatory documents [11], to integrate heterogeneous data in micro-logistic systems [12], etc. Of interest for further discussion is the taxonomy developed by Flammini et al. “to support decisions about which AI techniques would be most appropriate in order to tackle the challenges associated to modern smart-railways” [13, p. 6]. One of the significant results of this project is bridging the gap between AI and railway-domain experts in terms of basic concepts and definitions. This study confirms the authors’ belief that the most productive ideas about the use of ontologies in education can be found at the junction of subject domains, such as knowledge engineering and pedagogy. That point was emphasized in the earlier papers [14, 15]. Although the pedagogical community remains wary of the idea of standardising education content, attempts to develop subject ontologies have been made over the years. In particular, ontologies in general education courses such as mathematics, physics and chemistry have been developed. There are many admirable large-scale examples including DBPedia with the concepts on algebra, geometry, mathematical logic, calculus, probability theory and mathematical statistics [16]; ScienceWISE ontology which provides definitions of mathematical terms and theories; ChEBI chemistry ontology [17], etc. The smaller examples are OntoMathPRO [18], an ontology on mathematical logic

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and algorithm theory course [19], UnitDim ontology of physical units and quantities [20], etc. At the same time, there is a lack of ontologies related to industry-specific courses (shipbuilding, nuclear industry, aviation, railways, etc.). The fundamental idea put forward by the authors is that any education course should be standardised with regard to concepts and relations between them. This is particularly true in the case of engineering disciplines. The arguments in favour of the viability of this idea can be found in the studies devoted to the use of ontologies in industry standards and for standardisation. For example, having being analysed the existing ISO/IEC software engineering standards, Gonzalez-Perez et al. note that they often utilize different ontologies, which sometimes differ between standards [21]. Yang, Cormican, and Yu share this view with regard to systems engineering standards [22]. As a solution, these and some other studies propose the development of a single domain ontology from existing ISO/IEC standards to organize them in a more coherent way through standardised concepts and relations. However, if it is a fact that harmonisation of industry standards has already become a call to action, industry-related universities do not discuss standardisation of education content as a stand-alone issue. The authors believe that, similar to the decisions approved for industries (e.g., the establishment of working groups for harmonising standards within SC7/SWG5 [21]), the standardisation process for education courses can be implemented by universities pursuant to the principle of an open project. A possible format is an OntoWiki project [23]. Finally, apart from harmonisation of concepts in a particular subject domain, an important didactic task for the development of an education course ontology is also ensuring a system-wide perception of certain subjects by students, i.e., not only the very concepts, but also the relations between them. Some practical results in this line emerged from the earlier studies [24, 25]. Materials and Methods In order to translate the idea about standardisation of an education course via its concepts and relations into reality, a piece of ontology for the Artificial Intelligence Systems Course has been developed. The top-down method described, for example, in [26] was applied to achieve the desired objective. The development process consists of 6 stages as follows: 1. Formation of basic concepts for the domain ontology. 2. Construction of the concept taxonomy based on subsumption relations. 3. Formation of basic relations. 4. Construction of the relations taxonomy. 5. Attributing intrinsic properties to each concept through attribute relations as an addition to hereditary properties from super classes and overlapping them. 6. Formation of external relations as an addition to subsumption properties (cause-effect, aggregative, etc.) (see [27]). An intelligent learning agent is traversing the ontology by offering a student fragments of the graph to reconstruct the names of entities and relations in a certain order. The ontograph colouring characterises a level of knowledge absorption. The procedure of graph traversing may vary: it would be reasonable to begin with the study of external relations, the most important being the subsumption relation, and then move to the internal properties of individual concepts. It should be noted that the matter of student knowledge assessment is unravelled here at the level of intelligent learning agent analysing “the degree of ontograph colouring” according to an embedded metric. This

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system is developed as a web application. Its backend is a virtual Prolog-machine acting as an inference engine for the intelligent learning agent. The frontend represents an ontology developer’ interface (an intelligent editor) and a student’s interface. SWI-Prolog (https://swish.swi-prolog.org/) was used as a comprehensive free environment to develop a prototype of ontological education course for the following reasons: the logic programming paradigm is fully adequate in both representation of ontologies and development of an intelligent learning agent carrying out its mission of supporting a learning process; this version of Prolog language includes very advanced Semantic Web tools; Prolog has built-in DCG tools to implement linguistic technologies related to syntactic and semantic analysis of a controlled natural language in which the ontology is represented.

2 Results A piece of ontology (see Fig. 1) for the Artificial Intelligence Systems Course is presented below.

Fig. 1. A piece of top-level ontology for the artificial intelligence systems course.

The vision of ontology as a model of an open, well-organised conceptual space supported by advanced technologies through the Semantic Web standards is the basis for the proposed method of forming a system of professional concepts among future railway engineers. Such a system provides a unified understanding of industry realities by members of the professional community students want to be a part of. It is important

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to emphasize that this method is universal and applicable in training of future employees in any industry. The formation of concepts is a fundamental and the most complex part of learning process. A student develops the skill of concept formation more or less intuitively, since the method of concept formation being a subject of logic generally not specifically studied. However, some subjects of the general educational cycle (philosophy, languages, mathematics, computer sciences) provide the elements of logic. Further, the process of concept formation will be considered from the perspectives of an ontological approach. For this purpose, let us turn to the cognitive mechanisms of concept formation, following [28]. According to the logical theory, in order to identify a class of objects by the aggregation of attributes, it is necessary to generalise these objects by the attributes. Generalisation consists in ignoring all individual and other differences within a class of objects. As a result of such a procedure, the objects are thought abstractly, i.e., with only the distinctive aggregation of attributes. Thus, a concept can be defined no other way than through its properties. The properties, in their turn, can be divided into two classes: intrinsic properties (attributes) and extrinsic properties (relations, roles). Among the properties we should distinguish major properties (the loss of at least one of them destroys a concept), and minor (refining) properties (they only extend the major properties). The major or generic properties are usually concentrated in the generic class associated with a given concept. Sub-objects involved in subsumption relations to the parent merely add new minor properties to major ones. An education course ontology is represented in the already formed concepts in a form of frames. This would definitely make the course easier to follow while providing a model for concept formation. It should be noted, however, that every author of an ontology reveals his own view on an academic subject. Thus, his/her ideas about the domain objects are subjective. Recognising ontologies to be subjective in nature, many concepts of such knowledge domains as rail transport, for example, are stable, i.e., they are shared by members of the professional community. For these reasons, explanatory dictionaries, glossaries, and thesauruses are compiled. Concepts are enshrined in state standards and other regulatory documents. If we consider the requirements of educational standards to the student’s education results as a kind of norm, from an ontological perspective a step-by-step approximation towards this norm can be revealed as acts of all curriculum disciplines concepts formation. When the process of absolutely all concepts formation is completed and we are convinced that they are topologically identical, a student will reach a given normative status. The consistent formation of every concept while surrounded by other related concepts (through the standard relations), in fact, is the development of an ontological graph to give a quantitative estimate of the proximity to the norm. These could be provided by, for example, colouring the branches of an ontograph. A concept is considered internalised if all relations adjacent to this concept are coloured green. As a result, the graph vertex is also coloured green. Accordingly, if the concept is not internalised well, the relations and corresponding graph vertices are coloured red. Then the number of vertices coloured green is calculated in relation to the vertices coloured red. The resulting values are interpreted according to a scale for determining the result of learning achievement.

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The difference between the proposed method of assessment and traditional ones (tests, examination questions, etc.) is that the latter have no elaborated clear model (ontology) of an education course. Therefore, didactic materials offered to students today are poorly criticised, it is difficult to assess them in the context of the variety of available education literature for want of the basis for comparison. In turn, an education course ontological model is more systematic whereas its concepts are unambiguous. Each of them can be criticised and considered in a system of other concepts making up adequate dictionaries/glossaries. In fact, this is the standardisation of education content in industry-related universities. The basis for comparison is a system of unified concepts to harmonise the views of different scholar schools that go to the heart of education materials and make learning outcomes with their use comparable.

3 Discussion The authors of this article are convinced that education courses should be standardised at the level of concepts through ontologies. An initial step would probably to be the development of a relatively simple ontology that may be referred to as a “0-level” ontology. Such an ontology nothing more than defines a system of formally and explicitly unrelated concepts. As far as more complex ontologies (call them “1-level” ontologies), they would represent concepts with standard relations. Actually, it come to a semantic network. The development of this sort of ontology is conceived in “2-level” ontologies. These are ontologies with specific relations (second-order relations) so that they behave as entities. Such ontologies are characterised by a broad list of relations (the major groups of relations are listed, for example, in [27]) that can be standardised and represented hierarchically. At the early stage of education course ontology development it would be advisable to construct ‘1-level’ ontologies. But even in this limited view, it is required to recognise who will act as developers of these ontologies in the university environment. As ontologies are a key element in the technologies of a new stage of Internet development that is Semantic Web, W3C (World Wide Web Consortium) standards are already supported at the global level: there are web servers for multiuser work with ontologies and web applications serving as ontology editors and knowledge management systems (e.g., OntoWiki). In this way, it is promoting progress towards the open projects launch. One of them would appear to be an ontology resource integrating industryrelated universities and integrated into the industry corporate environment. This kind of projects create “growth points” for individual ontologies and the development of professional communities in an open-source format. Further reflections are based on the assumption that such developers exist, as well as the recognition of the fact that an ontology is inherently subjective. Notwithstanding these limitations, the development of such ontologies is useful as they provide a sustainable foundation for education courses. As such, one can hardly consider a set of concepts (or their classification) using by authors or compilers. These concepts are, in fact, not subject to methodological filtration. For example, superfluous concepts may be used, or new (author’s) concepts may be introduced with no reason given. A part of problem is solved throughout the discussions of academic association. However, the analysis of textbooks at the conceptual level is still rather exceptional.

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In doing so, education practice shows that the “clip thinking” [29] of most students prevents the formation of a proper subject ontology when traditional teaching materials are used. Hence, it can be concluded that an ontology defining the logical structure of an education course should be developed by experts and offered to students in a readily available form. The authors believe that the proposed approach can contribute to the formation of culture for working with knowledge in a modern university. As mass machine production has become a marker of the material world industrialisation, the emergence of the IT industry marks the digital world industrialisation. If we consider the mental world as a conceptual world, standards need to be introduced for concepts in education courses. The standards can also be introduced for: relations between concepts (there is a limited number of them); top-level ontologies already developed in the world (e.g., Cyc, BFO, GFO, SUMO, DOLCE, Sowa’s ontology); subject ontologies (a striking example is medical ontologies [30]). It is the subject ontologies that should be considered as standards, similar to the standards developed for material objects, and be consistent with these standards through the standard concepts used. Thus, ontologies can provide the structuring of education courses as well as their automation. In other words, ontology is becoming a promising tool for the digital transformation of professional education. As we could understand from the arguments above, the process of “ontologisation” mostly affects the students’ level of knowledge. To internalise a concept in education in terms of an ontology means: to remember the composition of major (generic) properties determining the essence of a concept; to memorise the composition of internal properties (attributes) and the range of their possible values; to remember the composition of external properties serving for relating the concept with other concepts. A student must first learn the concepts related to upper-level ontology to be more conscious about the process of learning. As a whole, the statement “to know a subject” is more than to relate the neighbouring elements of an ontograph and identify only the local environment of an object. Knowledge is systemic when a student identifies the ontograph in the entire scope of concepts and their relations (knowledge of all entities in their interrelations is knowledge of a subject). In this representation, the answer to the question about knowledge of a subject makes specific and fundamental. This enables the organisation of a high-quality control system of a student’s knowledge through his/her ability to specify and interpret all the ontograph relations.

4 Conclusion An increase in volume and complexity of engineering knowledge in the digitalisation of high-tech and knowledge-intensive industries including railway transport constantly raise the level of entry requirement of employers for competences of future digital railway employees. While recognising the potential of an ontological approach to modernise engineering education, researchers comment that ontology-based education technologies are still insufficiently used in education practice. The main ideas expressed by the authors in this article can be summarised in the following conceptual statements:

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1. The content of education courses within engineering education programmes should be standardised through ontologies at the level of concepts and relations between them. In this case, the standardisation process is carried out according to the opensource principle providing methodological filtration of concepts used in education materials. A similar idea has already been adopted for the ISO/IEC industry standards. 2. Industrialisation in the digital world leads to the standardisation of digital images of physical world objects represented in concepts to be also used in professional education. In particular, subject ontologies harmonised with the standards for material objects through a system of concepts can be considered as standards in the development of education courses. 3. The ontological model of an education course has certain advantages over traditional formats for education content representation (text, hypertext), as it is more systematic and available for a process of critical re-thinking. The basis for comparison is a system of unified concepts to reconcile different views of authors or compilers on a subject and provide grounds for comparing students’ learning outcomes using various textbooks. 4. An education course ontology establishes the method of forming a system of professional concepts among future railway engineers. If we consider the requirements of education standards to a student’s learning outcomes as a certain norm, then from an ontological approach line a step-by-step approximation towards this norm is a sequence of acts of formation of all the subject’s concepts in their interconnection through establishing standard relations. Such method enables to specify the answer to the question of a level of knowledge absorption through student’s ability to explain all ontology concepts and relations. The proposed method is universal and applicable in training of future employees in any industry.

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Development of a Friction Activation System for Locomotives Igor Mayba(B) Rostov State Transport University, Rostovskogo Strelkovogo Polka Narodnogo Opolcheniya Sq. 2, 344038 Rostov-on-Don, Russia [email protected]

Abstract. Research has been carried out in the development of friction activation systems for locomotives (hereinafter - SAT locomotives). The results of the development of a friction activator and a device for applying it to the rolling surface of a locomotive wheel are presented. The frictional properties of special materials capable of activating friction processes have been investigated, the optimal compositions of solid friction activators have been determined. The test results of the rear pad material show that the values of the coefficient of friction make it possible to provide conditions for the stable implementation of the coefficient of adhesion in the contact zone of the wheel with the rail. Keywords: Friction activator · Tests · Friction activation system · Traction characteristics of a locomotive · Project stages · Methodology

1 Introduction The analysis of the operational work and the organization of the locomotive service shows that one of the factors by which the locomotives are equipped in the period between the scheduled maintenance of TO-2 is the forced entry of the locomotive onto the sand equipment, since the volume of the bunker devices of the locomotives is limited. The development of devices that increase the frequency of filling locomotives with sand is an urgent task. Such devices include systems for activating friction between locomotive wheels and rails. This paper presents the results of a study on the development and application of locomotive wheel friction activation systems (CAT), the target of which is the frequency of equipping with sand - over 10 thousand km the mileage of the locomotive. Now this figure is 2–3 times lower.

2 Materials and Research Methods The object of this research is locomotive friction activation systems. During the design studies, the main requirements for the target performance indicators of SAT locomotives were formulated:

© The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 456–462, 2022. https://doi.org/10.1007/978-3-030-96383-5_51

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– ensuring the stable implementation of the traction force of the locomotive in the adhesion; – elimination of slipping, reduction of the use of sand; – ensuring an increase in the mileage of the locomotive between outfits in the conditions of the range operation of the locomotive fleet. During operation used heuristics, m Methods for the analysis and synthesis of design decisions. In order to theoretically substantiate the application and form optimal design solutions in the development of SAT, patent research was carried out, as well as an analysis of the work of scientists in the field. The purpose of the work is to develop SAT locomotives, which should ensure the implementation of the coefficient of adhesion between the wheel and the rail in unfavorable conditions of rain, frost and ice on the rails not less than those established in accordance with the rules of traction calculations for train operation.

3 Results With coupling to locomotive OLES with the rail to a great extent dependent on the current environmental conditions, which define T state of traction surfaces of the wheels and the rail. In such unstable conditions, the coefficient of adhesion at the contact zone may vary widely and rapidly in time [1]. Therefore, it is practically impossible to provide stable values of the coefficient of adhesion required for movement without slipping within the limits. Locomotives, prevent conventional device locomotive wheelslip, a device sand feeding. Other mechanical methods of clutch activation by cleaning rails [2], as well as methods of chemical cleaning [3] are not widely used. There are real methods to increase and make fuller use of the traction capacities of locomotives in adhesion, which is very important for heavy traffic conditions. One such method is described in papers e [4] based on measurement of slip wheelset when the thrust force becomes larger than the cohesion forces. The method includes a system of statistical estimation of wheel slip, which allows to determine the admissibility or inadmissibility of the achieved level of the locomotive’s clutch loading. Known methods of increasing the adhesion with the use of abrasive materials corundum, glass, oxides and aluminum, apply the second high-speed railway lines in Japan [5]. The mechanism of using such materials is analyzed in [6]. The dependence of the coupling efficiency influence the hardness, particle size, and the mutual influence of the hardness of powder and the hardness of the contacting surfaces. In the works, the complexity of the use of materials in the contact of the wheel with the rail is noted, since the friction coefficients of the locomotive wheel on the rolling surface and on the ridge surface must be different. This limits the use of liquid and plastic materials. Therefore, the best solution is the use of solids. Modern research forming conditions for activation or passivation processes friction [7–9] indicate that in the contact area with the belt wheel of the rail head may use are special frictionally material in-friction modifiers capable of establishing the desired level of friction in the contact zone. These are low friction modifiers that form antifriction conditions on the wheel flange of a locomotive with a

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friction coefficient below 0.15; these are medium friction modifiers that form a friction coefficient level of 0.25–0.30 on the rail rolling surface, which is necessary for comfortable fitting of cars into the curve of a rail track and modifiers slip – activators, having higher coefficient of friction, to 0.4–0.6. The use of friction activators with an increased level of friction allows them to be used instead of sand, which can be very effective for new locomotives intended for use in heavy traffic. Domestic and foreign companies have patented various types of such materials, increasing friction, for example, of liquid type friction modifier activator frictional I based briquettes contact type supply and other. The analysis of the state of the issue made it possible to conduct research aimed at the development of SAT locomotives. In the course of the research carried out, a device for activating friction of locomotive wheels with solid friction activators was developed. The friction activation device is a unit for pneumatic supply of the friction activator element to the locomotive wheel surface with the possibility of controlled pressing and releasing of the friction activator in manual and automatic modes. In this case, the element of the friction activator is made in the form of a composite type activator block. The frame is made of a metal alloy, the cavities of which are filled with a friction-activating substance. Figure 1 shows the friction activation device, which consists of a protective casing (item 1) mounted on a mounting bracket (item 2). The bracket is attached to the locomotive frame. Inside the housing is located on the attachment e friction activator element (item 4) force pressing the friction wheel element to the activator, forced off from the roll surface produced pneumatic them cylinder ohm (pos. 3. Elicitor friction element is made in the form of brake pads of lit. th metal to arch with cavities filled with friction-activating material.

Fig. 1. Device for activating friction SAT locomotive.

To assess the effectiveness of the claimed friction activation device, a test bench and a test procedure were developed. The tenderer simulated the application of the pressing of the friction activator pad on the rolling surface of the locomotive wheel and the abrasion during the rotation of the wheel. The tested samples are natural elements of the friction activator. The tests were carried out in modes simulating the sliding of the friction activator along the wheel with a force of 10 N and wheel rotation of 400 rpm. During the experiment was controlled harmonic motion athletic wear activator friction

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and friction torque. The average coefficient of friction was determined. The scatter of the data was obtained from the results of three-fold repetition of experiments. Time experience in each case taken equal to 30 min. The test results are shown in Table 1. Table 1. Test results. P/p No. Variants of the composition of the friction Test results, average values activator Coefficient of friction Linear wear, cm 1.

Option number 1

0.45

0.35

2.

Option number 2

0.45

0.25

3.

Option number 3

0.45

0.25

4.

Option number 4

0.40

0.20

The analysis of the results showed that the variants of the composition of the friction activator No. 2 and No. 3 have the best characteristics in terms of finding the optimal ratio of the coefficient of friction and wear of the friction activator, which made it possible to select the optimal ratio of the frame and filler of the friction activator element. An important stage in the research was the stage of developing a pad for locomotive friction activation devices (CAT pad) designed to clean the rolling surface of a locomotive wheel and activate friction of locomotive wheels with rails, thereby ensuring an increase in the adhesion properties of a locomotive. The physical and mechanical characteristics of the CAT block should ensure, when applied, a uniform distribution of the block material on the contact surfaces of the locomotive wheels over the entire width, without extrusion onto the wheel crest and the side edge of the rail head. The coefficient of friction (f) in the contact of the rolling surface of the locomotive wheel with the rail when using the SAT block, not less than calculated by the calculation formula of the rules of traction calculations for train operation: ψ = 0,3 +

4,3 − 0,0006V , 50 + 6V

(1)

where V is the speed, km/h. To study the frictional characteristics of the materials of the SAT pad, a test method was used on an installation designed to test powders of solid materials for friction and wear. Investigation of the friction characteristics of various formulations friction activators, carried on tribometer e TRB (Fig. 2), allowing the testing of powders of hard materials. Test conditions: applied load - 10 N; radius of movement - 20 mm (tests No. 1 and No. 2) and 15 mm (test No. 3); movement speed - 5 cm/s; run length - 100 m; body - disc made of steel 45, ∅50 mm × 5mm; - counterbody - ∅6 mm steel ball “SHH”15. The test material was a powder prepared from the material of the SAT pad, crushed to a size of 3–5 microns. The flow of powder into the track area was ensured throughout the entire test by continuously leveling the piles formed along the edges of the track area. The amount of powder on the surface of the sample shown in Fig. 3, 4 and 5. Wear

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Fig. 2. Machine for testing materials for friction and wear TRB.

Fig. 3. Photo of the sample installed in the holder of the tribometer, with a layer of powder material of the CAT pad appliednbefore the test.

a ) test No. 1

b ) test No. 2

c ) test No. 3

Fig. 4. A layer of powder material of the CAT block in the tribological tests carried out.

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counterface determined in mm3 /(N·m) for the effective diameter of the wear pad, whose value was estimated using the optical system micro durometer DuraScan 20. The test results are shown in Table 2. Table 2. The results of determining the coefficient of friction and wear of the counterbody in the tests. №

Defined parameter

Parameter value Test No. 1

Test No. 2

Test No. 3

One

Average coefficient of friction µsr

0.34

0.40

0.42

Four

Effective diameter of the counterbody wear area, mm

3

3

2.8

Five

Counterbody wear, mm3 /(N·m)

1.5 × 10−3

1.5 × 10−3

1.5 × 10−3

a ) test No. 1

b ) test No. 2

c ) test No. 3

Fig. 5. Surface of the counterbody after the test.

4 Discussion The obtained values of tribological indicators when testing the powder of the CAT block show that the values of the friction coefficient over the length of the run in the range 0.34 ÷ 0.42 make it possible to provide conditions for the stable realization of the friction coefficient in the wheel-rail contact zone. Wear Indicators surface of the samples ranged from 1.1 × 10–3 to 1.5 × 10−3 mm3 /(N·m), in the absence of tracks on the surface tearing, abrasive wear, which allows to predict positive impact pad material onto the surface of CAT rolling wheel locomotive. For a correct assessment of the effectiveness of the use of the CAT block, it is necessary to conduct full-scale operational tests.

5 Conclusion The studies carried out made it possible to create a device for a system for activating friction of locomotives, the use of which will provide an increase in the adhesion properties of a locomotive, a stable implementation of the traction force in adhesion with the elimination of slipping under conditions of polygon operation of heavy – haul traffic of freight trains with a train mass of 7000 tons and more.

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References 1. Kokhanovskii, V.A., Maiba, I.A., Glazunov, D.V., Bol’shikh, I.V.: Lubricator casings for locomotive wheel rim. Russ. Eng. Res. 36, 364–365 (2016). https://doi.org/10.3103/S1068798X 16050099 2. Bergman, E., Melet, G., Simon-Vermet, A.: Friction propertied of spattered dichalcogenide layers. Tribol. Int. 14(60), 329–332 (1981) 3. Andrews, H.I.: Clutch mechanism. World Railways 9, 27–31 (1972) 4. Mouginsteine, L.: Technical and economical problems of locomotive wheelsets adhesion with rail. In: Proceedings of IHHA’99 STS-Conference on Wheel. Rail Interface, vol. 1, pp. 307–311 (1999) 5. Gage, S., Reiff, R.: Evaluation of century oil lubrication products. In: TTCI Report, pp. 95–107 (1991) 6. Mayba, I.A., Glazunov, D.V.: Optimization of tribotechnical characteristics of wheel-rail friction modifiers. J. Frict. Wear 41, 517–520 (2020). https://doi.org/10.3103/S10683666200 60136 7. Kokhanovskii, V.A., Glazunov, D.V., Zoriev, I.A.: Macrocompositional polymer-powder bearings. J. Mach. Manuf. Reliab. 48, 130–135 (2019). https://doi.org/10.3103/S10526188190 20080 8. Kokhanovsky, V.A., Glazunov, D.V.: A lubricant for rotaprint lubrication of the wheel – rail system. J. Frict. Wear 41, 531–537 (2020). https://doi.org/10.3103/S1068366620060100 9. Shapovalov, V.V., Migal, Y.F., Ozyabkin, A.L., Burakova, M.A., Feizova, V.A., Korniyenko, R.A.: Metal cladding of friction surfaces in liquid media. IOP Conf. Series: Mater. Sci. Eng. 996, 012022 (2020). https://doi.org/10.1088/1757-899X/996/1/012022

Assessment of the State of the Geological Section at the Site of Railway Tunnel Construction Using Non-destructive Control Methods Natalya Khamidullina1(B)

and Mikhail Molev2

1 Rostov State Transport University, Rostovskogo Strelkovogo Polka Narodnogo Opolcheniya

Square 2, 344038 Rostov-on-Don, Russia 2 Institute of Service Sector and Entrepreneurship, Don State Technical University, Shevchenko

Street 147, 346500 Shakhty, Russia

Abstract. The article presents the main results of research in the field of control of the geological section at the site of the transport tunnels. The relevance of the research is due to the difficult mining and geological conditions, the scale of such work in the country and the shortcomings of existing methods for assessing the geological environment. Purpose of the stady is a development of a set of methods for controlling a geological section to obtain reliable information that ensures effective decisions on the choice of mining technologies at the site of construction of transport tunnels. Objects: rock mass (geological environment), transport tunnel, lithotypes, rock layers, geomechanical contacts. Methods: geological survey, seismoacoustic control of the geological environment, geoelectric profiling of a mine roof, system analysis and synthesis of control results, complexing of geophysical technologies. Results. An objective assessment of the existing methods for assessing the state of the geological environment at the construction site of transport tunnels is given. An effective method for investigating a geological section in a mining area with the use of a rational complex of non-destructive testing methods is proposed. The quality of the assessment of the state of the geoenvironment required for the choice of the tunnel construction technology is ensured by a large-scale verification of the results in practice. Keywords: State of the geological environment · Tunnel · Signal spectrum · Seismoacoustic resonance method · Non-destructive testing · Geoelectric profiling · Integration · Weakened mechanical contact

1 Introduction Of considerable interest for scientists and specialists in the field of transport construction, including the construction of railway tunnels, it is a reliable assessment of the state of the so-called “geological section” in the mining area, especially in the “roof” part. As the modern practice of underground workings (in mines, mining camps and subways) shows, the choice of optimal parameters of tunneling technologies and types of lining depends significantly on the quality and volume of information on the structure of the © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 463–471, 2022. https://doi.org/10.1007/978-3-030-96383-5_52

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rock massif (SRM) in a particular area [1–3]. The existing assessment methods using standard geological, mine surveying and geophysical approaches do not allow solving the problem of constructing a geological section with a sufficient degree of reliability. Exploration drilling at the construction site is also not an optimal and high-quality assessment method, especially in terms of determining the geomechanical relationship between the rock layers of the IHP [4–6]. In addition to this, it should be pointed out that drilling exploration holes and wells is very costly from an economic point of view. At the present stage of development of geological and geophysical science, geophysical methods are used to assess the geological disturbance of the SRM, which belong to the group of non-destructive testing (NDT) methods. Diagnostics of the state of the geological environment using geophysical NDT is based on significant differences (sometimes by several orders of magnitude) established by the theory and practice of geophysics in the physical parameters of lithotypes that make up the rock mass. This differentiation leads to the receipt of signals (responses) differing in level and arriving at the receiving device when the physical field is passed through the SRM. A conceptual scheme for measuring geophysical parameters is shown in Fig. 1.

Fig. 1. Scheme of geophysical control of SRM: A, B - electrodes of the source of the physical field; M, N - measuring electrodes; a - the distance between the electrodes.

As part of an analytical review of research on the problem, it is necessary to emphasize the significant technical-economic advantages of geophysical methods for assessing the state of the geological environment over other control methods, which are as follows: high reliability of the results obtained, the efficiency of field observations, relatively low economic costs of the control process as a whole. At the same time, many specialists are purposefully engaged in theoretical and experimental research in any one area, developing one method: seismic exploration, electro-introscopy, radio wave transmission or radiolocation. So, the scientific works of A.S. Voznesensky, V.N. Danilov, L.S. Zagorsky, V.N. Zakharov, A.D. Ruban, V.L. Shkuratnik are widely known to the geophysical community [7–9].

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Long-term theoretical and practical research of the authors have shown that the high reliability of the information obtained, which makes it possible to develop an effective management solution for mining technology, can be achieved only through integrated geophysical exploration at the SRM site [10]. Based on the stated results of the analysis, the authors chose the development of a set of methods for controlling the geological section using geophysical methods as the research goal.

2 Materials and Research Methods It is proposed to assess the geomechanical state of the rocks of the so-called “roof” (arch part) of transport tunnels by methods based on the use of electric and seismoacoustic fields. The listed modifications of the geophysical complex, as shown by theoretical calculations and field observations, make it possible to efficiently construct a geological incision of the SRM section, which is quite close to the real situation. In the modern methodology of experimental-theoretical geological and geophysical surveys, it is advisable to form an assessment complex from prospecting and detailed methods. At the prospecting stage with the involvement of electrical profiling (EP) in the rocks of the “roof” of the tunnel under construction, the so-called “anomalous” zones are identified, potentially representing areas of disrupted continuity of the studied geological environment. The EP method is characterized by high technical and economic indicators in conditions of high differentiation of rocks by electrical properties, including selectivity and efficiency of exploration. The second stage of field observations at the construction site is the identification of geophysical anomalies, which is the definition of the type of violation of the SRM and the determination of its geometric dimensions. The detailing of anomalous zones, from the standpoint of the choice of the technology of the excavation and the elements of its support, should ultimately give almost unambiguous information about the stratification of rock layers in the roof part. As such a detailed method, a modification of seismic prospecting was chosen, which received the author’s name “seismoacoustic resonance diagnostics” (SARD). An analysis of a number of publications on the topic of research showed that the SARD method can potentially determine the stratification of rock layers in the roof of a tunnel, using the physical features of the propagation of a diagnostic signal and a special observation technology. The large-scale experience in the experimental study of the physical and mechanical properties of rocks, based on a systematic analysis of all aspects of their behavior in the rock mass, allowed the authors to draw basic conclusions, which were the basis for the scientific and methodological approach to non-destructive monitoring of the state of SRM using the SARD method. The formulation of the working hypothesis of research adopted for verification can be correctly stated in the following form: the response of the geological environment to the generated field is completely determined by the physical and mechanical properties of the objects. It is assumed that in the process of propagation through the geological environment, the seismoacoustic signal changes its shape both in accordance with the properties of rocks and the degree of mechanical connection (“clutch”) between the rock layers and their geometric dimensions. When developing the SARD methodology, the authors relied on the results of research by well-known Russian scientists in the field of geomechanics, mining and

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geoacoustics: A.A. Borisov, V.V. Rzhevsky, A.S. Burchakova, V.S. Yamshchikov and a number of other authors [11]. According to the stated theoretical and experimental materials, the authors in the course of laboratory tests assessed the following physical and mechanical characteristics of rocks: ultimate strength for uni axial tension and compression, as well as the strength coefficient on the scale of M.M. Protodyakonov. In total, 350 samples were taken to study these properties, including 115 pieces - clay shales, 115 - sand shales, 120 - sandstones. A comprehensive analysis of the materials obtained as a result of laboratory tests made it possible to draw a number of specific conclusions that are of practical interest in terms of establishing regression relationships between the physical and mechanical properties of rocks and the parameters of the generated seismoacoustic field. It was found that the strength parameters of the studied samples are almost unambiguously determined by the corresponding lithotype, which is in a certain mining and geological situation. Moreover, the ultimate strength of the same rocks for samples taken in zones of geological disturbances. Significantly different from similar samples taken in undisturbed SRM. So, for example, parameter sc of one lithotype from the disturbed area is 0.2–0.6 of the value of sc the sample taken in the zone of sustained occurrence of rock layers. The established regularity is an important physical prerequisite for the practical application of the SARD for solving the problem. The essence of the physical phenomenon is that as a result of tectonic processes, the structure and texture of rocks changes and fracturing increases. In this case, the speed and dynamic parameters of the generated signal, due to the strength characteristics of the rocks, also change [12]. It is known from the practice of mining that the stability of the rocks of the “roof” of any development, including the transport tunnel, significantly depends on the actual conditions of the occurrence of rocks, namely: the characteristics of their stratification, the vertical distance between adjacent surfaces of weakened mechanical contacts (WMC) and the coefficient clutch between them. In the context of the presentation, it is necessary to point out that the sought position of the planes WMC often does not coincide with the horizontal boundaries between rocks. As a result of experimental and theoretical studies, the following were determined: – characteristics of the massif that determine the conditions for the passage of the geophysical signal; – physical prerequisites for the practical application of the control method for control the problem with the use of a geophysical complex.

3 Research Results The materials presented in the previous sections of the article made it possible to develop a method of field measurements and recommendations for interpreting the survey results. As already indicated, experimental work should be carried out in two stages. At the prospecting stage, anomalous zones in the roof of the tunnel are revealed. The second stage consists in identifying anomalies and mapping disturbances caused by geomechanical processes that occur in the SRM. The method of field studies in the section of the tunnel consists in recording the resonant responses of a layered rock mass to the excitation of a seismoacoustic signal by

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means of a special percussion device - a tamper equipped with a shock initiation sensor. In this case, the generation and reception of elastic vibrations are carried out in the rock layer lower from the working [13]. The signal is recorded on a tape recorder or computer (Fig. 2). The method of interpretation of field results is carried out using a model called the seismic-geomechanical model with a vertical gradient of characteristics (SGM-VGC). The proposed model structure is a piecewise linear approximation of the tunnel roof rocks, in which the seismic field is propagated (Fig. 3).

Fig. 2. Scheme of measurements by the spectral geoacoustic method and the amplitude-frequency dependence.

The practical basis for the use of SARD is the dependence of the spectral characteristics of the SRM response to shock excitation on the layer power and the degree of mechanical coupling between the layers. In this case, to determine the distance to the surface of the WMC, it is necessary, as practice has shown, to take the total thickness of all layers located in the interval between the exposure of the tunnel arch and the desired interface (the thickness of the “composite” layer). The change in the thickness of the layers, and, consequently, in the frequency of natural vibrations fpez is directed along the normal to the layering of the geological environment in the roof of the mine. These geological and geophysical features led to the addition of “with a vertical gradient of characteristics” in the name of the constructed interpretation model.

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Fig. 3. Seismic-geomechanical model of the “roof” rocks above the tunnel: m1, m2, m3, …, mi - layer thicknesses; 1–1, 2–2, 3–3,…, K-K - WMC surfaces; h1, h2, h3,…, hk are the distances from the top of the coal seam to the surface of the WMC.

The total distance from the roof of the working to the boundary of the K-th rock layer is determined by the formula. h = V /2f

(1)

where V is the average velocity of propagation of elastic waves in the SRM perpendicular to the bedding (i.e., along the Z axis), m/s; f - resonant frequency, Hz. The values of the speeds have been established empirically and range from 4000 to 5000 m/s. It was also determined in the course of experiments that the amplitude of the spectral components is inversely proportional to the coefficient of mechanical adhesion between the planes of the rock layers. Experimental studies of the wave pattern during the excitation of seismic vibrations have confirmed the results of model approximations and analytical calculations. At the same time, three types of spectrograms were identified, corresponding to the types of rocks of the “roof”. In the case of a stable direct “roof” of the tunnel in the high-frequency region of the spectrogram, 2–3 resonance maxima are observed, and with a weak stability - 5–6 “peaks” (Fig. 4).

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Fig. 4. Typical spectrograms for the main types of “roof”: a - in the mine section with a stable direct “roof”; b - in the area of unstable immediate “roof”; 1,2,3… - resonance maxima corresponding to the surfaces of the WMC in the immediate “roof”.

4 Discussion In the so-called “heavy” roofing in terms of load properties, which does not have OMC stratification, there are no resonant spectral maxima in the low-frequency range. The application of the developed methodological recommendations in the practice of construction of railway and other transport tunnels is substantiated by the results of experimental studies that have been carried out for twenty years at the coal mines of the Rostov region [14–17]. The volume of production tests amounted to 140 profiles in various mine workings. The studies were carried out in areas characterized by the entire spectrum of mining and geological conditions. Comparison of control data using the SARD method with the results of geophysical well logging and exploration drilling allowed the authors to:

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– to assess the possibility of practical implementation of theoretical developments; – to substantiate the method of field measurements; – to define quantitative criteria for assessing SRM stratification.

5 Conclusions Based on the results of industrial tests, the seismoacoustic method for assessing the physical and mechanical state of the roof rocks established the main technical characteristics: – – – –

the reliability of detecting the surfaces of OMK (on average) 85–90%; control depth (along the vertical axis) − 15–20 m; resolution (minimum normal distance between adjacent OMK planes) - 0.2 m; error in determining the distance to the OMK - 10%.

References 1. Dolzhikov, A., Prokopov, M., Prokopova, N.: Hamidullina Investigations of the regularity of the formation of a dip over the mine. Matec. Web Conf. 196, 03008 (2018). https://doi.org/ 10.1051/matecconf/201819603008 2. Pleshko, M.S., Pleshko, M.V., Voynov, I.V., Kostyukhov, A.V.: Stress state analysis of twoway tunnel lining at different stages of soil defrostation. Min. Inf. Bull. 10, 60–71 (2019). https://doi.org/10.1088/1757-899X/913/2/022065 3. Prokopov, A.Yu., Gridnevsky, A.V., Khamidullina, N.V.: Ensuring the safe operation of a building under the influence of negative geological and technogenic factors. Constr. Architect. Econ. Mater. Int. J. 64–67 (2018). https://doi.org/10.1007/978-3-030-54814-_135 4. Pleshko, M., Meskhi, B., Pleshko, M.: A new method for calculating the combined anchorconcrete support of underground structures. Matec. Web Conf. 170, 3023 (2018). https://doi. org/10.1051/matecconf/201817003023 5. Molev, M.D., Stradanchenko, S.G., Maslennikov, S.A.: Theoretical and experimental substantiation of construction regional security monitoring systems technosperic. ARPN J. Eng. Appl. Sci. 16, 6787–6788 (2015) 6. Kruglikov, A., Vasilchenko, A., Kasprzhitskii, A., Lazorenko, G.: Atomic-level understanding of interface interactions in a halloysite nanotubes-PLA nanocomposite. RSC Adv. 9, 39505– 39514 (2019). https://doi.org/10.1039/c9ra08772a 7. Prokopov, A., Zhur, V., Medvedev, A.: Application of the cartographic method of research for the detection of the dangerous zones of mining industrial territories. Matec Web Conf. 196, 03009 (2018). https://doi.org/10.1051/matecconf/201819603009 8. Pleshko, M., Revyakin, A., Malishevskaya, N.: Investigation of the influence of the railroad track on the stress state of the tunnel lining. Matec. Web Conf. 10, 239 (2018). https://doi. org/10.1051/e3sconf/20183302036 9. Meskhi, B., Pleshko, M.S., Voinov, I.V., Caixao, J.J.Z.: Safe operation of transportation tunnels based on predictive modeling of active geomechanical processes. Min. Inf. Anal. Bull. 8, 86–96 (2020). https://doi.org/10.25018/0236-1493-2020-8-0-86-96 10. Yashchuk, M., Smerdov, D.: Reinforced concrete elements strengthened by pre-stressed fibrereinforced polymer (FRP). Transport. Res. Procedia 54, 157–165 (2021). https://doi.org/10. 1016/j.trpro.2021.02.060

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11. Prokopov, A., Prokopova, M., Stel’Makh, S., Chernil’Nik, A.: Plugging slurry (backfill) and surface cavity closure technology. E3S Web Conf. 157, 01014 (2020) https://doi.org/10.1051/ e3sconf/202015701014 12. Mukutadze, M.A., Mukutadze, A.M., Vasilenko, V.V.: Simulation model of thrust bearing with a free-melting and porous coating of guide and slide surfaces. IOP Conf. Series: Mater. Sci. Eng. 560, 012031 (2019). https://doi.org/10.1088/1757-899X/560/1/012031 13. Prokopov, A., Prokopova, M., Hamidullina, N.: Computer modeling of deformation processes in the event of liquidation of a dip over a rock mine. IOP Conf. Series: Earth Environ. Sci. 272, 022118 (2019). https://doi.org/10.1088/1755-1315/272/2/022118 14. Shapovalov, V.L., Morozov, A.V., Vasilchenko, A.A., Okost, M.V., Yavna, V.A.: GPR calibration for determining the electrophysical properties of soil structural layers. Eng. Mining Geophys. 2020, 1–10 (2020). https://doi.org/10.3997/2214-4609.202051118 15. Prokopov, A.Y., Sychev, I.V., Revyakin, A.A., Soboleva, O.N.: Experimental studies of the reinforcement percentage effect on the modulus of soil deformation fixed by cementation. IOP Conf. Series: Mater. Sci. Eng. 913, 022065 (2020). https://doi.org/10.1088/1757-899X/ 913/2/022065 16. Kostoglotov, A.A., Lazarenko, S.V., Pugachev, I.V.: Method of synthesis of multi-mode control under the expected uncertainty using the analysis of the phase-space decomposition on the basis of the generalized power maximum condition. AIP Conf. Proc. 874, 107–115 (2019). https://doi.org/10.1063/1.5138398 17. Shapovalov, V.V., Mishchinenko, V.B., Areshjan, G.A.: Modelling of mobile nonlinear frictional systems. In: Radionov, A.A., Kravchenko, O.A., Guzeev, V.I., Rozhdestvenskiy, Y.V. (eds.) ICIE 2018. LNME, pp. 1117–1125. Springer, Cham (2019). https://doi.org/10.1007/ 978-3-319-95630-5_117

Research Study of the Tribological Properties of the Recovered Friction Pairs of Freight Cars Gennadiy Darovskoy(B)

and Yuri Bobrikov

Rostov State Transport University, Rostovskogo Strelkovogo Polka Narodnogo Opolcheniya Square 2, 344038 Rostov-on-Don, Russia

Abstract. A technique was tested and introduced into the practice of tribological research, which provides testing of samples restored by arc surfacing under flux with a wire electrode under conditions close to real ones. For experimental studies, a test installation of the original design has been developed, which provides measurement accuracy within ±5%. The main structural parameters of the friction machine are given, the principle of its operation is considered. The simulation of the specific load on the tested samples and the speed of their movement relative to each other was carried out by the mathematical and physical method, based on the real operating conditions in the friction pair “wedge-overspeed beam” of the freight car. It has been experimentally established that with increasing hardness of samples reduced by arc deposition under ceramic fluxes with different alloying system of built-up metal, at the initial moment wear resistance of materials in friction vapors increases. Keywords: Railway transport · Freight cars · Restoration · Arc surfacing · Submerged arc surfacing · Ceramic fluxes · Tribomonitoring · Friction machine

1 Introduction The restoration of the worn-out friction pairs during the railway transport repairing is an urgent task for all repairing types. The main methods for using a typical technological process of the rolling stock repairing are welding and related processes such as spraying with wear-resistant powders, metallization, brazing and others. Obviously, for planned types of the rolling stock repairing, manual and mechanized arc welding and surfacing have become widespread [1, 2]. The main methods for assessing the quality of remanufactured parts and assemblies are various methods of non-destructive testing with the determination of the deposited layer hardness and its comparison with the values specified in the enterprise repair documentation. Therefore, an important aspect is not only the correctly selected restoration method, but it also uses the certified welding consumables, which play a huge role in obtaining the tribological characteristics of the repaired machine. So, for example, for restoring the worn-out surface of the casings‘ bolts of an electric locomotive, the deposited layer hardness, according to the repair documentation, should be HRC 46… © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 472–480, 2022. https://doi.org/10.1007/978-3-030-96383-5_53

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63. In the case of surfacing with Sv-08G2S solid wire on a SUN-01 mechanized installation in a carbon dioxide environment, the hardness is HB = 2200… 2700 MPa, and it is a PP-Np-14GST flux-cored wire in a carbon dioxide environment of the order of HRC 45… 58, that coincides the drawing parameters. The choice of the optimum hardness value is an important science-intensive task. Numerous experimenters notice that with the hardness increase in the rubbing parts, their wear resistance increases, and some of them argue that with the strengthening only one of the rubbing surfaces, the wear resistance of the other part with the softer surface increases [3–7]. It should be noted that in the case of the hardness increase of the surface layer above 30 HRC, the blade tool machinability significantly deteriorates. The purpose of the research paper is to develop a method for determining the wear resistance of the friction pairs restored by arc surfacing under a ceramic alloying flux with a wire electrode.

2 Materials and Methods The method included the automatic surfacing with a solid electrode wire under ceramic fluxes with a different alloying system of the deposited metal. Due to this, the deposited metal acquired different hardness (Fig. 1). The height of the deposited layer was 3 or 4 mm. The sample preparation for tribological tests was carried out on a milling machine.

Fig. 1. Hardness of the deposited metal under flux with different alloying degree.

It is carried out the friction pairs tribomonitoring by numerous experimenters at various installations: serial or newly developed ones, which undergo modernization during operation [8–11]. It is used the simulation to create test conditions close to real ones. For experimental studies, a setup was developed, the operating conditions of the

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test samples are as close as possible to the operational ones. The main test parameters were: the load on the friction pair and the speed of movement of the friction surfaces relative to each other. The calibration of the test setup was carried out according to a specially developed technique that ensures the measurement accuracy within ±5%. The proposed installation consists of the electric drive with an asynchronous electric motor 1, a worm gear 2 with a gear ratio equal to 36, a friction pair 3, a plunger 4, a loading lever 5 (Fig. 2).

Fig. 2. Scheme of the friction machine: 1 - electric drive; 2 - worm gear; 3 - friction pair; 4 plunger; 5 - lever of the loading mechanism.

A movable sample of a friction pair 1 on the output shaft of the gearbox (Fig. 3) which has a square shape of 60 × 60 × 10 mm, is fixed in a rotary motion.

Fig. 3. Scheme of the loading a friction pair: 1 - moving sample; 2 - stationary sample; 3 - cone; 4 - bracket; 5 - wedge; 6 - plunger; 7 - double-arm lever; 8 – cargo.

The stationary samples 3 are installed in a special holder 3, which moves in the bracket 4, so these samples can only make the rotational movement along the main axis of the plunger 6. The fixed samples have a size of 10 × 10 mm, three in one holder. The force on the rubbing pairs is transmitted from the two-arm lever 7 by weights 8 through the plunger 6. To prevent the rotational movement of the stationary samples and the plunger, they are fixed in the bracket with the wedge 5.

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The calculation of the specific load was carried out on the basis of the real load in the friction pair of a wedge-bolster of a freight car: the friction area of a friction wedge is S = 144 cm2 , the maximum carrying capacity of a freight car is Q = 60 tons. A freight car has two bolsters, in this case the number of friction pairs is n = 8. The optional force QN was calculated by the formula QN = Q · sin 45◦ = 416056 N. The unit force is qN =

QN = 359 N/cm2 S·n

On the given experimental setup (Fig. 3), the force on the rubbing samples is transmitted by the weights 8 through the double-arm lever 7, in which the ratio of the arms l1/l2 = 10/1 when a mass of interchangeable weights P = 10 kg, the specific force on rubbing samples is equal to q=

l1 /l2 · PF 326, 6 N/cm2 . =

where F = 3 cm i3 s the area of the test samples. This specific value is close to the operational one. In laboratory tests, the specific force is slightly underestimated; this is due to the fact that the cars are not always loaded with the maximum load. The speed of movement of the bolster along the friction wedge was calculated according to the following parameters: the speed of the freight cars movement V = 80 km/h, the length of a standard rail link l = 25 m, the length of the bolster movement along the friction wedge is 20–30 mm. The reciprocating motion in the “wedge-bolster” friction pair is mainly performed when the wheel runs in and out at the junction of the adjacent rail link, i.e. the time of one oscillation is approximately equal to t=

1 = 1, 125 s, V

and the movement speed of the beam along the wedge is V1 =

2÷3 = 1, 78 ÷ 2, 67 cm/s. 1, 125

The test samples on the experimental setup are located in a holder along the diameter d = 28 mm and the samples‘ speed movement is π·d·n , 1000 ndv n= , i

V2 =

where ndv is the number of the electric motor rotations; ndv = 1440 r/m; i is the gear ratio of the worm gear, i = 36.

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It is obtained the equation n= V2 =

1440 = 40 rpm, 36

3, 14 · 28 · 40 = 3, 52 m/min = 2, 112 cm/s. 1000

Consequently, this movement speed of the test samples fits into the operating interval.

3 Results The friction pairs were selected with the same hardness, as they were deposited under the same flux and in combination with different hardness. The test time of the samples was determined by the samples‘ wear in thickness up to 1.8… 2.0 mm, so that only the weld metal is in the work. The stationary samples wear (10 × 10 mm) was determined by weighing on an analytical balance with an accuracy of 0.0001 g. The results of testing samples with the same hardness in friction pairs are shown in Table 1, and they are shown with different hardness in Table 2. Table 1. Wear test results for samples deposited under different fluxes in a friction pair with the same hardness. Sample number (flux number) 15

19

20

Test time, τ, min

Motionless samples’ mass, G, g №1

№2

№3

Wear, g

0

8.7568

8.6860

8.8492

0.0000

10

8.7560

8.6840

8.8488

0.0032

20

8.4960

8.3780

8.4160

1.0020

30

8.2220

8.1350

8.1350

1.8000

40

7.8810

7.7870

7.6830

2.9010

50

7.5976

7.4680

7.3670

3.8194

0

9.4614

9.0484

9.5610

0.0000

10

9.0980

8.9450

9.0912

0.9366

20

9.8286

8.7046

8.7346

1.8030

30

8.5474

8.4076

8.5276

2.5382

40

8.1750

8.0960

8.1454

3.6544

48

7.9610

7.8014

7.7716

4.5368

0

9.2360

9.1735

9.2162

0.0000

10

9.1444

8.8940

9.0002

0.5871

20

8.9650

8.4760

8.6110

1.5737 (continued)

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Table 1. (continued) Sample number (flux number)

21

22

23

Test time, τ, min

Motionless samples’ mass, G, g

Wear, g

№1

№2

№3

30

8.6370

8.1689

8.2998

0.5200

40

8.3580

7.8603

7.9859

3.4215

0

9.3010

9.0510

9.5480

0.0000

10

9.1674

9.0046

9.2167

0.5113

20

8.9080

8.8036

8.9464

1.2420

30

8.7130

8.5530

8.7570

1.8770

50

8.2646

8.0862

8.2692

3.2800

60

7.9932

7.8438

7.9924

4.0706

0

9.0992

8.9044

9.0174

0.0000

10

9.0826

8.9032

8.9890

0.0462

20

8.9120

8.8372

8.7420

0.5298

30

8.7250

8.7334

8.5052

1.0574

40

8.5600

8.4500

8.2700

1.7410

50

8.4078

8.1660

8.0428

2.4044

60

8.1782

7.9160

7.8582

3.0686

0

9.1540

9.3288

9.2450

0.0000

10

9.0700

9.2680

9.2160

0.1738

20

8.9090

9.1700

9.0170

0.6318

30

8.7330

9.0168

8.8760

1.1020

40

8.6072

8.8320

8.8320

1.4566

50

8.4129

8.6400

8.6399

2.0350

60

8.1629

8.5130

8.5129

2.5390

Table 2. Test results of samples‘ wear in a friction pair with different hardness. Sample number (flux number) 15–21

Test time, τ, min

Motionless samples‘ mass, G, g

Wear, g

№1

№2

№3

0

8.8500

9.1136

8.9512

0.0000

10

8.6002

8.8789

8.4800

0.9636

5

8.4850

8.7341

8.3654

1.3290

5

8.3604

8.5910

8.2383

1.7148 (continued)

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G. Darovskoy and Y. Bobrikov Table 2. (continued)

Sample number (flux number)

20–19

19–23

Test time, τ, min

Motionless samples‘ mass, G, g №1

№2

Wear, g

№3

5

8.2234

8.4368

8.1143

2.1306

0

9.4520

9.4368

9.4586

0.0000

10

9.4140

9.3056

9.3056

0.3263

5

9.3572

9.0845

9.0360

0.8732

5

9.3043

8.9551

8.8567

1.2311

5

9.2093

8.8553

8.6941

1.5884

5

9.1063

8.7526

8.5430

1.9451

0

9.0920

8.9926

8.9360

0.0000

10

8.9534

8.9402

8.7916

0.3354

10

8.7781

8.9269

8.4534

0.8571

10

8.6200

8.7816

8.2425

1.3764

5

8.5078

8.6010

8.1160

1.7955

5

8.3846

8.4261

7.9595

2.2500

Note: the samples’ number in a friction pair in the first place is the number of the stationary samples

The wear dependences on the test time are shown in Fig. 4 and Fig. 5.

Fig. 4. Test result of a friction pair with different samples‘ hardness: № 15–21, № 20–19, № 19–23 are the sample numbers.

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Fig. 5. Test result of a friction pair with the same samples‘ hardness: № 15, № 19, № 20, №21, № 22, № 23 are the sample numbers.

The developed method for testing samples gives the tribological testing of the friction units of the freight cars, restored by the method of additional repair parts using diagrams of the wearing and warping [12–15].

4 Conclusion 1. A method for studying the tribological properties of the friction pairs of the freight cars has been developed, which makes it possible to simulate the conditions of their testing in conditions close to real ones. 2. With an increase in the hardness of the deposited samples, the materials wear resistance in friction pairs increases. 3. The samples deposited under flux № 15 have low hardness. At the initial moment, the wear is very small, which is associated with metal work hardening, but after the running-in of the friction pair, the wear increases intensively. 4. With the hardness increase in one of the rubbing pairs such as sample № 23, see Fig. 5, HB = 4250 MPa, the wear resistance increases not only in the harder metal, but it also increases in the softer one as the sample № 19, HB = 1700 MPa.

References 1. Dyurgerov, N.G., Morozkin, I.S., Lenivkin, V.A.: Integral self-regulation in arc welding processes. Weld. Int. 31(9), 713–716 (2017). https://doi.org/10.1080/09507116.2017.131 5072 2. Dyurgerov, N.G., Lenivkin, V.A.: Stability of pulsed-arc consumable electrode welding. Weld. Int. 30(2), 119–122 (2016). https://doi.org/10.1080/09507116.2015.1036529

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3. Lichkovakha, A.S., Shemshura, B.A., Kuznetsov, S.A.: Investigation of the rod deformation of great flexibility under axial loading. J. Russian Univ. North Caucasian Reg. Eng. Sci. 3, 71–76 (2016) https://doi.org/10.17213/0321-2653-2016-191-3-71-76 4. Lichkovakha, A.S., Shemshura, B.A., Kuznetsov, S.A.: Investigation of the deformed state and displacements of a flexible rod with initial curvature. Bull. Dagestan State Tech. Univ. Eng. Sci. 1(47), 156–164 (2020). https://doi.org/10.21822/2073-6185-2020-47-56-164 5. Lichkovakha, A.S., Shemshura, B.A., Kuznetsov, S.A.: Analysis of oscillations of nonlinear and linear systems. Bull. Dagestan State Tech. Univ. Eng. Sci. 4(47), 141–150 (2020). https:// doi.org/10.21822/2073-6185-2020-47-4-141-150 6. Kudryakov, O.V., Varavka, V.N., Morozkin, I.S.: Patterns of fracture initiation in metallic materials with a heterogeneous structure under dynamic cyclic loading. Mater. Sci. Forum 989, 127–132 (2020). https://doi.org/10.4028/www.scientific.net/MSF.989.127 7. Varavka, V.N., Kudryakov, O.V., Zabiyaka, I.Y., Morozkin, I.S.: Researching the properties of nanocomposite coatings by the methods of indent-diagnostics. In: Parinov, I.A., Chang, S.-H., Jani, M.A. (eds.) Advanced Materials. SPP, vol. 193, pp. 407–418. Springer, Cham (2017). https://doi.org/10.1007/978-3-319-56062-5_34 8. Darovskoy, G.V., Polyakov, V.N., Opatskikh, A.N.: Procedures for measuring thickness of lubricating film using capacitive method on Amsler-type friction machines. IOP Conf. Series: Mat. Sci. Eng. 13, 012010 (2020). https://doi.org/10.1088/1757-899X/996/1/012010 9. Darovskoy, G.V., Krotov, V.N., Polyakov, V.N., Ezupova, M.N.: Modeling the hydrodynamic friction mode on Amsler type friction testing machines. J. Frict. Wear 40(3), 223–228 (2019). https://doi.org/10.3103/S1068366619030036 10. Darovskoy, G.V., Ezupova, M.N., Burakova, M.A.: The solution of the spatial hydrodynamic problem in a wedge-shaped clearance. J. Frict. Wear 39(3), 200–205 (2018). https://doi.org/ 10.3103/S1068366618030029 11. Darovskoy, G.V., Elmanov, I.M., Polyakov, V.N.: Method for determining the coefficient of friction of antifriction interfaces using Amsler-type friction machines. J. Frict. Wear 36(5), 368–373 (2015). https://doi.org/10.3103/S1068366615050025 12. Kokhanovsky, V.A., Polyakov, V.N.: Support profile of tribosystems sliding. Bull. Mech. Eng. 3, 53–56 (2021). https://doi.org/10.36652/0042-4633-2021-3-53-56 13. Kokhanovsky, V.A., Glazunov, D.V., Zoriev, I.A.: Macrocomposite polymer-powder bearings. Prob. Mech. Eng. Reliab. Mach. 2, 40–45 (2019). https://doi.org/10.1134/S02357119 19020081 14. Kokhanovsky, V.A., Glazunov, D.V.: Control of lubricant performance. Russ. Eng. Res. 37(9), 768–773 (2017). https://doi.org/10.3103/S1068798X17090131 15. Kokhanovsky, V.A., Snezhina, N.G., Petrenko, A.A.: Running-in of metal–polymer frictional systems with a composite coating. Russ. Eng. Res. 37(6), 494–497 (2017). https://doi.org/10. 3103/S1068798X17060132

The Moisture Uniformity Control of the Draining Soil Layers in the Roadbed Construction Viktor Yavna(B)

, Vladimir Shapovalov , Andrey Vasilchenko , and Andrey Morozov

Rostov State Transport University, Rostovskogo Strelkovogo Polka Narodnogo Opolcheniya Sq. 2, Rostov-on-Don 344038, Russia [email protected]

Abstract. This research paper is devoted to the creation of the ground-penetrating radar technology for controlling the moisture content of draining soils that is necessary for ensuring the construction quality of the railway roadbed. For solving this problem, the main attention is paid to the preparation of the GPR radar equipment for the subsequent quantitative processing of the information obtained, the calculation of the change in the refractive index of the structural layer after moisture, the analysis of the change in the moisture content of the structural layer using the method of determining its reflectivity. Keywords: Drainage soils · Moisture · Ground penetrating radar · Structural layers · Compaction of the roadbed · Construction quality

1 Introduction The railway construction for high-speed and high-load rolling stock is carried out at an intensive pace with the use of modern technologies [1] in various engineering and geological conditions. The increasing requirements for the structure stability of the railway track are reflected in the projects in the form of increasing the values of the compaction coefficients of the soil structural layers [2–5]. Achievement of the established compaction values is associated with the use of the design soil type during construction and the technologies for achieving optimal moisture content along the construction front to the entire depth of the structural layer. The control of these requirements can be implemented by the GPR method, which is successfully used to solve such problems [6–12]. In works [6, 13–16], the GPR technology was used to determine the hydraulic parameters of sandy soil, the level of groundwater in sandy soils, which makes it possible to assess the ability of homogeneous soils to retain water. The work [17] is devoted to the estimation of the filtration coefficient of sandy-clay soils based on the joint interpretation of the data of the resistance methods and ground penetrating radar. In this paper, a theoretical approach to solving the problem of moisture monitoring is developed and a method for controlling the moisture content of structural layers made of drainage materials is proposed which © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 481–490, 2022. https://doi.org/10.1007/978-3-030-96383-5_54

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is based on the use of the GPR technologies in the frequency range 1.4 - 1.7 MHz. The relevance of the study is determined by the increased requirements for the compaction quality of the modern railway roadbed, which is determined by the proximity of the soil moisture value to the optimal value directly during construction work.

2 Materials and Methods The theoretical consideration of the technology for monitoring the moisture content of the structural layers is based on the GPR device with the antenna unit located at a certain distance from the upper surface of the soil layer. The authors consider the normal incidence of electromagnetic radiation on the conducting layer surface. It is assumed that the angular divergence of the electromagnetic radiation of the horn antenna unit can be approximated by an exponential dependence. This assumption was substantiated in [18]. Then the amplitude of the signal reflected by the upper surface of the structural layer can be represented as: E1 = E0 e−2ph

n−1 , n+1

(1)

where E0 is the amplitude of the source wave, p is the attenuation coefficient of the electromagnetic wave associated with the angular radiation divergence, h is the distance from the antenna unit to the reflecting surface, n is the refractive index of the soil layer. The exponential factor used makes it possible to take into account the divergence of the electromagnetic radiation incident on the structural layer surface and reflected from it. To calculate the amplitude of the electromagnetic wave reflected from the lower boundary of the structural layer (E2 ), it is used the Eq. (1) of the additional refractions at the upper boundary, reflection from the lower boundary and attenuation of the electromagnetic waves in the structural layer. Then, it is obtained, instead of (1): E2 = E0 e−2ph

4n n − n1 e−2p1 h1 , 2 (n + 1) n + n1

(2)

where n1 is the refractive index of the medium located below the structural layer, h1 is the thickness of the soil layer, p1 is the attenuation coefficient of the electromagnetic radiation in the soil layer. In the case when the height h significantly exceeds the distance between the transmitting and receiving antennas, it is justified to use the approximation of normal incidence of the electromagnetic waves on the interfaces that limit the soil layer. In this case, the refractive index of the soil layer and the thickness are related by the formula: h1 =

ct , 2n

(3)

where t is the doubled time of spreading the electromagnetic wave between the interfaces, c is the light speed in vacuum. Since the distance from the antenna unit to the reflecting surface h is determined by the experimental conditions and it is known that the equation system (1), (2) and (3) contains six unknown quantities: E 0 , p, n, p1 , n1 , h1 .

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The solution of the equation system (1), (2) and (3) in this research paper was obtained by additional determination of the values E 0 and p by calibrating the GPR equipment, considered in detail in [7], and p1 with processing the GPR traces [8]. To quantify the value E 0 and p which is the attenuation coefficient of the electromagnetic wave, the results of calculating the amplitude of the electromagnetic wave reflected by a metal sheet of a large area at different heights of the antenna unit above its boundary were suited to the results of the corresponding measurements. While calculating the amplitude of the reflected wave, it was used the metal refractive index which is significantly greater than the air refractive index (n  1) then it is used from (1), the equation for calibrating the antenna units: E1 = E0 e−2ph . The experiment performed for calibration included the registration of 8 radar grams in the height range of the antenna unit above the metal surface in the range from 0.20 to 0.55 m with a 0.05 m step. The calculation results’ adjustment to the measurements’ results of the electromagnetic wave amplitudes reflected by the upper metal surface was performed by minimizing functional: =

N   1  Abs E1(i,theoty) − E1(i,prac.) , N

(4)

i=1

where the index i is the numbers the antenna unit placement heights used for calculations and measurements, N is the total number of measurements, E1(i,theory) is determined by formula (5), the amplitude of the signal reflected by the metal when the antenna is placed at the height h = hi , E1(i,prac.) is the measured amplitude of the signal reflected by the metal when the antenna is placed at a height h = hi . On the one hand, the refractive index of the soil layer can be determined by the technology in [19] using the formulas:   m  , (5) n =n m A1 =

(n − 1)(n + 1) , (n + 1)(n − 1)

(6)

where n and n are the modules of the sand refractive index before and after moisture, and A1 is the signal amplitudes’ ratio reflected by the upper boundary of the sand layer before and after moisture, m and m are the distance between the upper and lower boundaries of the sand layer measured at points tracks. The above formulas are associated, respectively, with the change in the layer thickness in the time scale (5) and the layer amplitude reflected by the upper boundary during moisture. Obviously, the first considered approach makes it possible to calculate the value of the refractive index in the vicinity of the upper boundary of the soil layer, where the reflected signal is formed, while the second approach uses Eq. (5), which reflects the averaged electrophysical layer characteristics. It is known that the drainage process under the action of gravitational forces leads to the formation of a water film on the surfaces of soil-forming minerals and the filling of the space between soil particles with water in the liquid phase. The influence of the latter mechanism essentially depends on the soil properties, the water volumes used and the drainage time. In this regard, the

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values of refractive indices obtained by the above methods should not coincide, but their difference can be considered a measure of uneven moisture in the soil layer in depth. On the other hand, uneven moisture in depth should affect the magnitude of the electromagnetic waves reflected by the sub-layers of the soil layer, which determine the GPR trace (s). It is subjected the GPR trace to the Hilbert transform and construct the trace round using the formula:  ∧ (7) G(hi ) = si (hi )2 + si (hi )2 , where the depth hi, where the reflecting layer is located, is determined by formula (3) ∧

using the corresponding values as ti , si is the orthogonal complement of the trace. To assess the water drainage in the soil layer, it is used the equation for the soil layer reflectivity: k2 

F(hk ) =

(hi ), a Fmax =

i=k1

M 

G(hi )

(8)

i=k1

where M is the total number of track points. It is normalized the reflectivity at some point in hi layer to the ground penetrating radar signal reaching this depth: f (hk ) =

Fmax −

1 k−1 i=1

G(hi )

G(hk ),

(9)

and it is calculated the derivative of the normalized reflectivity: δ=

∂f (hi ) ∂hi

(10)

The dependence (10) in depth should reflect the refractive index associated with the sub-layers moisture content. Their temporary change as well as a direct comparison of refractive indexes can form the basis of a method for determining the moisture uniformity in soil layers prepared for compaction. In this research study, it was used the sand drainage soil. Its optimal moisture content, the filtration coefficient and void content accordingly, were equal to 13.3%, 3.02 m/day and kv = 47.1%. The sand is placed in a box made of a thin non-conductive material with 0,60 × 0,60 × 0,60 m dimensions. The upper structural layer 0.3 m thick is placed in a watertight housing. It was measured by one channel of the “Oko” series six-channel GPR with registration number 027 and a horn antenna with a generation frequency of 1700 MHz and number 277. The GPR equipment was calibrated by minimizing expression (4) by optimizing the parameters of the amplitude E0 and p the attenuation coefficient included in Eqs. (1) and (2). The values of the optimal parameters of the antenna units were obtained: E0 = 43800indep.unit, p = 1,75 M−1 [6]. For registering the GPR information, 20 traces were used; each of them was obtained by averaging over 32 independent measurements with a 24 ns. The processing of the experimental GPR sections obtained in this research paper was limited to the calculation of the trace round by the Hilbert transform method using the Geoscan32 computer software package developed by “Logis” LLC.

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3 Experimental Methods It was studied the GPR drainage existence of water 15.1 L into a sand mass. The georadar survey was carried out before moisture and after moisture for 2 days with a variable time step. Each survey with a GPR was accompanied by the sand sample selection to determine the moisture content on the surface and at depths of 0.05 m, 0.1 m, 0.15 m, 0.2 m, 0.25 m. To verify the calculating values results of the sand refractive index of different moisture content performed according to the first technology, it was used the resonant measurement method of the electrophysical properties and based on the studies’ results [19–21]. The measurements were carried out in the frequency range 1400–1700 MHz.

4 Refractive Index of the Soil Layer There are presented the calculations of the refractive index which are performed using the formulas ((1), ● ) and ((5) and (6), ) in Fig. 1 with dependence of the time from the moisture moment. The same figure shows the results of resonant measurements of the refractive index, performed for sand on the surface of the layer ( ○ ). It is supposed that the experimental value of the refractive index can be calculated by the formula: n = n0 + wnH2 O ,

(11)

where n0 is the refractive index of dry sand and nH2 O = 8.1 ± 0.2 is the refractive index of water at the frequencies of the experiment performed. Then the moisture content value of the previously investigated sand, during its preparation for compaction work, can be determined by the formula obtained from (11): w=

n − n0 . nH2 O

(12)

3,0 2,8 2,6

n

2,4 2,2 2,0 1,8 1,6 0

10

20

30

40

50

t, hour Fig. 1. The dependence of the refractive index on the water drainage time. The vertical bars represent errors of 5%.

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5 Discussion Figure 1 shows the values of the refractive index of dry and wet immediately after adding water to the sand. The calculations were performed according to Eq. (1) and by solving the system of Eqs. (5) and (6). The results obtained in the same moisture conditions are close to each other up to the measurement error. To explain this fact, it is necessary to take into account the fact that the reflected signal (Formula (1)) is formed in the upper layer of the sample with a thickness of λ/4n [22]: L=

λ c 0, 30 = = ≈ 0.02 M, 4n 4nv 4 · 2.96 · 1.5

where λ is the wavelength of electromagnetic radiation, c is the spread of the electromagnetic waves speed in vacuum, v is the average frequency of electromagnetic waves used in the GPR experiment. At the initial moments of drainage, the thickness of the impregnated sand layer can be determined by the formula: l=

0.0151 V ≈ 0, 10 M, = S ∗ kv 0.36 ∗ 0.47

where V is the introduced water volume, S is the area of the wetted surface, kv is the sand void content. Also, the thickness of the sub-layer impregnated with water is substantially greater than the thickness of the reflective sub-layer. The wetted layer is moisture as: w=

2.96 − 1.55 n − n0 ≈ 0, 17. = nH2 O 8.1

The calculation of the refractive index, performed by solving the equation system (5) and (6), simultaneously reflects the surface and volumetric effects of the water drainage. Using this method is equivalent to determining the effective refractive index ( n), its value must be in the range from n0 to n. n˜ =

h1 n0 + kv lnH2 O 0.30 · 1.55 + 0.47 · 0.10 · 8.1 ≈ 2.82 = h1 0.30

For a drainage time about 10 h, the difference in refractive indices increases. On the one hand, as a result of water drainage, the refractive index of the surface sub-layers decreases and, when calculated by the first method, it stabilizes at n ≈ 2.5 value (Fig. 1). Obviously, the rate at which the refractive index decreases will be determined by the drainage ratio of the sand used. The calculation results of the refractive indices are verified by direct resonance measurements of the samples’ electrophysical properties according to the structural layer surface. The obtained values of the refractive indices are also shown in Fig. 1 and are in reasonable agreement with the results obtained by processing the GPR data. The n ≈ 2.5 value corresponds to the humidity determined according to Eq. (12): w =

n − n0 2.5 − 1.55 ≈ 0.11, = nH2 O 8.1

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And the layer thickness is: l = l

w 0.17 ≈ 0.15 M. = 0.10  w 0.11

Consequently, for the used sand after 10 h of drainage, the moistureing depth is approximately 0.15 m at a moisture content of 11%. Besides, the water cannot leave the structural layer due to the limiting watertight housing, which leads to the stabilization of the refractive index, determined by the second method, near the value n˜  ≈ 2.8 as it can be seen in Fig. 1. After the end of drainage and the formation of a state that is stationary in terms of humidity, in the experiment carried out, a sand layer is formed near the non-conductive housing, and its pores are saturated with water. It is determined the refractive index of this layer by the formula (11): n1 = n0 + kv nh2o = 1.6 + 0.47∗8.1 = 5.41. The thickness of this layer can be estimated from the ratio: n˜  = n

2.5 h − l l 5, 41  + n1 = · (0.3 − l ) + l = 2.8 h h 0.3 0, 3

It is possible to estimate the layer thickness by the value l  = 0.03m. It is obvious that the use of a smaller amount of water for moistening the structural layer can lead to the fact that l will become equal to zero and the lower sub-layers won’t be moistured. In this regard, when preparing the structural layer for compaction, the water volume required for moisture must be calculated taking into account the thickness of the structural layer and the moisture content of the original drainage soil. The obtained moisture value w = 11% is associated with the retention of water molecules on the surface of mineral particles and is close to the optimal value determined in this research as 13.2%. If the structural layer is prepared for construction work, the drainage water will be able to leave the structural layer. The closeness degree of the values n˜ and n will characterize the moisture uniformity control of the surface sub-layer wetting and the entire structural layer. However, for the practical application of this GPR technology, it is necessary to ensure the contrast of the lower boundary (Formula (2)) when forming the structural layer, which can be achieved by using markers reflecting electromagnetic radiation. Another way to analyze water drainage in unbound soils is based on the use of formulas (9) and (10). Figure 2 shows the results of calculating the relative reflectivity of sand sub-layers performed according to formula (9).

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The line colors used in the drawing of the picture refer to the calculation results at the time moment: black - before moisture; red color - after 0.5 h; green color - after 4 h; pink color - 6 h after moisture. The Fig. 2 shows that the moisture process is accompanied by an increase in the angle tangent inclination of the lines to the depth axis. As the drainage time increases, the angle tangent decreases and stabilizes at a certain value characteristic of the existing moisture distribution. It is obvious that the removal of the watertight housing used in this experiment will lead to a further decrease in the moisture content of the lower sub-layers of the structural layer due to the continuation of the drainage process. As a result of this process, the slope of the relative reflectance line will continue to decrease and stabilize at the values characteristic of the new moisture distribution. The process of water drainage through the structural layer is accompanied by the moisture redistribution in the sub-layers of the structural layer. This redistribution leads to a change in the values of the refractive indices of the sub-layers and, as a consequence, to the appearance of

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local extremes of the derivative to the relative reflectivity (Formula (10)). Figure 3 shows the results of comparing the maximum of the approximation polynomial to the calculation results by formula (10) and the position of the most humid sub-layer (h) for the considered experiments at different times. When constructing the figures, the h value was measured from the upper boundary of the sand layer.

6 Conclusions The studies carried out in this research paper are aimed at creating the GPR technique for studying the water drainage through the structural layers of non-cohesive drainage soil. The applied value of the created technique is determined by the need to ensure optimal soil moisture in the process of performing work on its compaction. The laboratory studies carried out to simulate the placement of a sandy soil layer on the surface of non-draining soil. The studies made it possible to formulate the following conclusions. The process of water drainage through the upper boundary of the structural layer is accompanied by a decrease in the value of the modulus of the refractive index. Over the drainage time, the angle tangent inclination of the dependence of the relative reflectivity on the depth decreases and stabilizes at a certain value characteristic of the existing moisture distribution. The achieved agreement between the results of the calculation and the experiment allows the proposed method of the GPR to be used to create technologies for determining the dynamic patterns of water drainage depending on the drainage coefficients, void content and natural moisture content of non-cohesive soils. Acknowledgements. This work was supported by the Federal Agency for Railway Transport (agreement dated February 25, 2021 No. 109-03-2021-019/1).

References 1. Shao, Z., Ma, Z.-J., Sheu, J.-B., Gao, H.O.: Evaluation of large-scale transnational highspeed railway construction priority in the belt and road region. Transport. Res. Part E: Logist. Transp. Rev. 117, 40–57 (2017) 2. Code for design of high speed railway (2014) National Railway Administration 3. Mikolainis, M., Ustinoviˇcius, M., Sližyt˙e, D., Zhilkina, T.: Analysis of static and dynamic deformation modulus. Eng. Struct. Technol. 8(2), 79–84 (2016). https://doi.org/10.3846/202 9882X.2016.1201434 4. Technical Reference LGV as part of PPP or DSP Earthworks 2 (2010) 5. California High-Speed Train Project. TECHNICAL MEMORANDUM Earthwork and Track Bed Design Guidelines TM 2.6.7 (2009) 6. Ercoli, M., et al.: Integrated GPR and laboratory water content measures of sandy soils: from laboratory to field scale. Constr. Build. Mater. 159, 734–744 (2018) 7. Shapovalov, V.L., Morozov, A.V., Vasilchenko, A.A., Okost, M.V., Yavna, V.A.: GPR calibration for determining the electrophysical properties of soil structural layers. Eng. Mining Geophys. 2020, 1–10 (2020). https://doi.org/10.3997/2214-4609.202051118

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8. Shapovalov, V.L., Morozov, A.V., Vasilchenko, A.A., Okost, M.V., Yavna, V.A.: GPR method for studying the drainage properties of sand layers. Eng. Mining Geophys. 2020, 1–10 (2020). https://doi.org/10.3997/2214-4609.202051119 9. Xu, X., Peng, S., Xia, Y., Ji, W.: The development of a multi-channel GPR system for roadbed damage detection. Microelectron. J. 45(11), 1542–1555 (2014) 10. Wang, P., Hu, Z., Zhao, Y., Li, X.: Experimental study of soil compaction effects on GPR signals. J. Appl. Geophys. 126, 128–137 (2016). https://doi.org/10.1016/j.jappgeo.2016. 01.019 11. Forte, E., Dossi, M., Colucci, R.R., Pipana, M.: A new fast methodology to estimate the density of frozen materials by means of common offset GPR data. J. Appl. Geophys. 99, 135–145 (2013). https://doi.org/10.1016/j.jappgeo.2013.08.013 12. Xie, X., Qin, H., Yu, C., Liu, L.: An automatic recognition algorithm for GPR images of RC structure voids. J. Appl. Geophys. 99, 125–134 (2013) 13. Saintenoy, A., Saintenoy, A., Hopmans, J.W.: Ground penetrating radar: water table detection sensitivity to soil water retention properties. IEEE J. Sel. Top. Appl. Earth Obs. Remote Sens. 4(4), 748–753 (2011) 14. Leger, E., Saintenoy, A., Tucholka, P., Coquet, Y.: Hydrodynamic parameters of a sandy soil determined by ground-penetrating radar monitoring of Porchet infiltrations. IEEE J. Sel. Top. Appl. Earth Obs. Remote Sens 9(1), 188–200 (2016). https://doi.org/10.1109/JSTARS.2015. 2464231 15. Ling, D., Zhao, Y., Wang, Y., Huang, B.: Study on relationship between dielectric constant and water content of rock-soil mixture by time domain reflectometry. J. Sens. 10, 2827890 (2016). https://doi.org/10.1155/2016/2827890 16. Orangi, A., Narsilio, G.A., Wang, Y.H., Ryu, D.: Experimental investigation of dry density effects on dielectric properties of soil–water mixtures with different specific surface areas. Acta Geotech. 15(5), 1153–1172 (2019). https://doi.org/10.1007/s11440-019-00805-x 17. Lalomov, D.A., Lalomov, D.A., Glazunov, V.V.: Evaluation of the filtration coefficient of the sandy-clayey soils based on the joint data interpretation of the resistance methods and georadar. J. Min. Inst. Saint-Petersburg Mining Univ. 229, 3–12 (2018). https://doi.org/10. 25515/PMI.2018.1.3 18. Shapovalov, V.L., Okost, M.V., Yavna, A.A., Vasilchenko, V.A.: GPR-based moisture content determination in the ground construction layers during the construction of subgrades. In: 15th Conference and Exhibition Engineering and Mining Geophysics, vol. 2019, pp.124–130 (2019). https://doi.org/10.3997/2214-4609.201901698 19. Khakiev, Z., Shapovalov, V., Kruglikov, A., Yavna, V.: GPR determination of physical parameters of railway structural layers. J. Appl. Geophys. 106, 139–145 (2014). https://doi.org/10. 1016/j.jappgeo.2014.04.017 20. Khakiev, Z.B., Kislitsa, K.U., Yavna, V.A.: Efficiency evaluation of ground-penetrating radar by the results of measurement of dielectric properties of soils. J. Appl. Phys. 112(12), 124909 (2012). https://doi.org/10.1063/1.4770470 21. Szypłowska, A., et al.: Impact of soil salinity, texture and measurement frequency on the relations between soil moisture and 20 MHz–3 GHz dielectric permittivity spectrum for soils of medium texture. J. Hydrol. 579, 124155 (2019). https://doi.org/10.1016/j.jhydrol.2019. 124155 22. Khakiev, Z.B., Yavna, V.A., Ermolov, K.M.: Evaluating the effectiveness of methods based on reflected GPR signal for determining the clogging of the ballast layer. In: 12th Conference and Exhibition Engineering Geophysics (2016). https://doi.org/10.3997/2214-4609.201600312

Allowing for Various Railway Project Phases Realization with Infrastructure Building Information Modelling of Railway Three-Dimensional Profile Anton Zavyalov1(B)

, Alexander Semochkin1 and Alexander Kruglikov3

, Andrey Bendik2

,

1 Russian University of Transport, Chasovaya str. 22/2, Moscow 125315, Russia 2 LLC «TransProject», Radio 24-1, Moscow 105005, Russia 3 Rostov State Transport University, Rostovskogo Strelkovogo Polka Narodnogo

Opolcheniya Sq. 2, 344038 Rostov-on-Don, Russia

Abstract. This article attempts to widen a spectrum of building information modelling technology in railway industry covering early design phases as well as maintenance, renovations, and re-use of existing tracks from the view point of alignment and railway profile forming information container for data organization. Authors of this research are exploring an approach that allows to achieve structured data by using vector graphic based program modules, utilizing information modeling as a data mapping tool. Article defines modelling as a core component of a railway lifecycle and focuses around work defining early phases of a project. Photogrammetry, generative and parametric modelling are key technologies scrutinized in this research in order to avoid high reliance on engineering and land surveys in particular at the beginning of project development. Aforementioned approach allows to put efforts solely in data container development and information base model organization. This research seeks to define role of design profile as an information container for gathering and structuring processed data. Keywords: Building information modelling · Construction administration · Geometry rationalization · Laser scanning · Photogrammetry · Digital twin · Common data environment · Geoinformation systems · Urban planning · Information exchange formats · Data structuring · Data description

1 Introduction The contemporary issue of applying information modeling technology to the field of railway transport contains a significant gap between the digital environment and machines and mechanisms that allow to analyze terrain features for choosing optimal railway alignment at an early stage of the life cycle, and implementing the stages of construction, operation and repair of roads at later stages. Agustin Vincenti’s article raises the problem of forming a digital twin for simulating the operation of machines and mechanisms in the context of their interaction with objects [1]. Information modeling technology © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 491–500, 2022. https://doi.org/10.1007/978-3-030-96383-5_55

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combined with three-dimensional and parametric tools allows you to build and update both the geometry and object data and structural elements. At the same time, very often the processes that occur during survey, construction and maintenance work remain outside the digital space of information models and data sets associated with them. The gap described above is a significant obstacle to expanding the range of applied applications of information modeling technology and creates a barrier between the full implementation of this technology in the railway sector and the existing processes related to the implementation of the construction project. In this article, it is proposed to identify the main technical means, tools and regulatory processes that allow linking the digital model of the railway and transport infrastructure objects into a single ecosystem for the exchange and mutual updating of data, structural elements and fixed assets of the railway.

2 Materials and Methods When defining hardware and software-hardware tools for implementing the life cycle, it is necessary to conduct a detailed analysis of the processes and works carried out at a particular stage. Integration of information modelling and 4D was well defined in Kutaba Azmeh article as an ecosystem of “people and processes” [2]. Current article applies an approach to generalizing the main processes within the framework of the roadbed design and terrain. The above approach allows authors to omit a number of processes that go beyond the scope of the article. This saves the context of the linearly extended structure. In this article, it is proposed to take as example a planning project for the territory of the Imereti lowland as the primary cartographic data, connecting the Sochi passenger railway with residential, commercial and recreational areas of the resort city. The analysis is based on the railway that runs along the northern border of the lowland with the existing railway station in the north-west of the Adler district (Fig. 1). In this case, information modeling technology accompanies the process of translating the planning project into an information model in order to process basic cartographic data and its parcellation in accordance with the boundaries of land plots and the existing and planned transport infrastructure. In addition, current model includes basic alignment of a railroad track. Based on article by Zuzana Gerhatovaa the process of digitalizing rail track maintenance model cannot ignore data related to train documentation and dispatch [[3], Fig. 1]. In addition, it can be stated that adjacent land plot data is a valuable early design asset as well. Figures 1 and 2 show possible approaches for working with planning and cartographic data in the context of carrying out preparatory work on the railway route option study, allowing for base model development described by Odio Pozuelo [4]. This approach allows you to get basic geometric data on the boundaries of adjacent land plots, their functional use and zoning. Figure 1 shows the contours and three-dimensional bodies obtained on the basis of the parcel design of the master plan. Other documents and information about adjacent territories and objects may be used to perform this task. Terrain data can be embedded in the boundaries of building polygons and adjacent areas, which allows you to specify the location of highways and railways in conjunction with geographic information and information about adjacent territories. Aforementioned stands in line with information modelling functioning as a planning platform for future

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developments, described by Tveit Marit [5]. In addition, comprehensive base model can be later used to create virtual reality training platforms analyzed by Roya Amrollahibuki in a context of safe workplace environment and operation [[6], Figs. 4–7]. Figures 1 and 2 show the railway line superimposed on information and geometric information collected from the territory planning documentation. Basic information about the terrain can be obtained on the basis of geographic information systems, aerial photographs, and topographic surveys previously conducted on the site. The above-mentioned data can be linked based on the geometry of the information model described in Fig. 2. The diagram shows that local terrain data can be added to the information model as documentation about completed engineering surveys becomes available. This will allow for a timely analysis of transport and urban agglomerations and the impact of existing and planned infrastructure on the construction and repair of the railway track. The longitudinal profile of the route in this paradigm can be combined with archival data on the terrain and other cartographic information (Fig. 2).

Fig. 1. Map of parcel allocation.

Fig. 2. Using the parcel geometry to plot the terrain.

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3 Results The design stage related to the implementation of railway transport objects combines the tasks of developing both linear roadbed objects, level crossings and secondary roads, and area objects, which include buildings and artificial structures. Combining the abovementioned objects into a single system is a complex task for the traditional process of designing and building an information model. In particular, transport infrastructure items such as railway stations, bridges, and tunnels should be implemented in conjunction with the one approved at the preparation stage construction technologies and products formed at the design stage. The methodology of working in the information modeling technology environment involves setting up a working modeling environment at an early stage of project implementation, as shown in the well-known MacLeamy graph in the professional community1 . The proposed step-by-step implementation of modeling activities encourages the use of archived data about the planned object for carrying out preparatory work on project information modeling. Otherwise, information modeling would have to start with the organization of empty data cells, which would significantly complicate the preparatory work for maintaining the information model at the main stages of the life cycle – design, construction and operation. The Indian Railways document on “mechanized tamping and stabilization” provides requirements for the formation of a project information model, and outlines the main parameters for integration into the digital environment [7]. Based on the abovementioned research, we can distinguish the main task of information modeling at the design stage in the context of classification of structures and elements of the roadbed and railway infrastructure. These works are already being carried out by domestic design organizations, in particular representatives of the general design of railways. For example, the construction of complex nodes of a switch and bridge structures of the upper structure of the track involves the development of counter-rails and rail wags. The abovementioned elements should be developed taking into account the basic technological schemes of their location and the object classifier. 5D concept described by Nagpur Rail Corporation engineers is based on the premise of utilizing mechanized machines, and therefore requires track geometry rationalization. Aforementioned allows to start tackling later constructability issues early in the design phase, increasing design efficiency comprehensively covered in article by Mohamed Iyad Al-Khiami using BIM maturity concept [[5], Fig. 2]. Development of an open data exchange format IFC contains cells for positioning these elements in the structure of the roadbed information model. It is important to note that the components of the rail-sleeper grid are developed on the basis of cross-sections of the upper structure of the track and contain data about them in the structure of the information model (Fig. 3) This process of generative modeling of a linear railway object is described in the work of Biancardo S. through an algorithm for creating a model of the upper structure of the track based on data on the route curve [[9], p.7] and is shown in Fig. 6 of the study. Thus, an ontological structure of the roadbed is built, containing data on the standard structural elements used, engineering solutions for connecting tracks, and measures to ensure safety in the event of a derailment of a railway train. The latter requires the presence of counter-rails in the information model and the principal nodes of their fixing in the structure of the upper structure of the track.

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The article by Davies D. describes the possibility of reducing the cost of adjustments during construction and operation by collecting project data at the early stages of conceptual design based on the MacLeamy curve using information modeling technology. The basic set of project data allows you to organize further support for the object’s life cycle by dividing the model into work areas, where border crossings form coordination areas for determining the areas of activity of production departments, construction and repair teams (Fig. 4). In foreign practice, engineers are beginning to realize the advantage of parametric tools to create a detailed information model of the roadbed 72. The method of procedural or algorithmic modeling is described in a number of foreign studies and involves the use of logical operations in accordance with industry methods for designing railways. This method is also described in the Journal of Advanced Transport as “a BIM approach based on procedural modeling for railway design” [8, 9]. The article provides examples of working in a parametric modeling environment for solving complex engineering problems in the context of composing the semantic structure of the upper structure of the path c using procedural or parametric modeling [[9], p. 21].

Fig. 3. Example of dividing an information model into development areas (LLC “TransProject”).

The approach described above allows you to organize data in accordance with the regulatory framework, industry standards, and techniques, in conjunction with the selected route and features of terrain geodesy. The route curve formed at the stage of spatial planning solution acts as the main information container for organizing data on the roadbed and artificial structures of the overhead wiring (Fig. 4). In this example, the process of constructing the object’s geometry along the curve of a longitudinal profile is performed in an automated way. This allows you significantly reduce the task of creating an information model of the railway track. The basic structure laid down in the parametric algorithm for building an information model can be repeatedly used in both current and future projects. Adaptability of the elements of the upper structure of the track allows you to adjust the profile of the route and choose the most optimal curve at the pre-project stage of investment justification. During the implementation of construction measures for the roadbed laying, there are problems in performing construction and installation works in accordance with the project documentation and information model. A number of construction errors can be related to the methodology of carrying out construction work, as well as features of the terrain and geology that are not taken into account in the information model and documentation. In foreign practice and some domestic companies, monitoring of construction performance is accompanied by the use of laser and photogrammetric scanning. At a

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Fig. 4. Example of photogrammetric processing of aerial photography (left). Fragment of the algorithm executed in the parametric modeling environment (on the right). (RUT MIIT, JSC NIIAS, LLC “TransProject”)

technical university The city of Delft conducted a study on the topic of assessing the condition of the railway track based on laser scanning [10]. Chapter 5.2 describes the need for geometric boundaries to correctly classify a point cloud and determine whether it belongs to a structural element of a railway track [[10], p. 61]. At the same time, it is important to note that modern technologies of repair work rely both on the already completed works, and on the process of evaluating quality of intermediate construction activities. The possibility of translating laser scanning data into the environment of an information model and a digital twin involves the use of Lidar-type light measurement sensors, according to a study by Freeman M. R. and Kashani M.M. in the Canadian journal “Unmanned Machine Systems” [11]. The technology allows you to more accurately determine the scanned object, and therefore increase the efficiency of classifying or organizing structural elements to create an as-built information model. Thus, in the information modeling environment, it is possible not only to divide the object into working data-cells, but also to form analytical cells for performing various types of intermediate calculations. The abovementioned will allow us to make timely decisions on eliminating deviations from the design documentation and information model (Fig. 3). Figure 4 shows an analysis of aerial photography based on a parametric algorithm for converting the image color palette into three-dimensional terrain surface. During the development of the algorithm, the presence of calculation noise on the color histogram of the processed image was revealed. The above has led to the need to specify a high-pass offset filter to decrease tolerance of three-dimensional surface. According to a study by the Indian Railways Institute of Civil Engineering scientists on “mechanized tamping and stabilization”, a list of digital technological processes

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Fig. 5. Parametric model of the railway track (SEC TSTUZHCTI, RUT MIIT, LLC “TransProject”)

performed by track workers should be included in the operation of the laying crane of a track machine station [12]. The above-mentioned list of works is available in the document in the format of tables with recommendations on the requirements for software and hardware complexes. So, for example, bringing a track crane to the design position is carried out on the basis of coordinate information indicated in the paper documentation. Stated above results in multiple errors and deviations during the installation of the railsleeper grating in the design position. Contemporary technologies of track machine stations have functionality in the environment of software and hardware complexes that allow you to set the machine mode of operation of a track crane based on the information model. For example, railway track repair and laying machine SVM 1000 Plasser & Theurer4 allows to digitally record the position of sleepers during the laying process. This in turn allows to further develop a digital model of the railway path based on the result of the work performed by the machine. Data is uploaded in text formats dxf., catt. from a control room equipped with processor technology WIN-ALC5 and are transferred over to the information model environment by converting data to formats like xml., landxml. The above-mentioned data organization structures are perceived in hardware and software complexes that support information modeling technology. At the same time, the work on preparing data for controlling the operation of a track machine takes place in a digital environment that allows data decomposition to be correctly included in the model (Fig. 5). Preparatory work for laying sleepers includes the construction of a rail deflection based on the initial data obtained from the side of the track gauge. Metrological data of this technological process for assessing the state of the track is the drawdown of rail tracks6 threads, which is expressed in the formation of a longitudinal profile through the construction of the corresponding drawdown tapes7 . Longitudinal deviations of rail threads from the design position are documented in the longitudinal section, while transverse deviations are recorded on the plan. In this case, deviations in cross-sections, as well as in the plan, are components of the actual longitudinal profile of the rail thread, not being its three-dimensional curve. The aforementioned metrological components can

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be displayed as a longitudinal thread profile (Fig. 6). When combining the approach to building a railway track and obtaining the marks of the rail-sleeper grid shown in Fig. 5, it is possible to generate initial data for construction and installation works in the formats given in the description of crane machines Plasser & Therer. Described approach allows to develop methodology of rail track information modelling to perform monitoring and maintenance of built objects described in article by Mikhail Pleshko and Alexei Revyakin [[13], Fig. 5]. Aforementioned allows to gather data for monitoring buildings related to rail track, such as stations and substations by evaluating their performance and energy efficiency [[14], Fig. 6]. According to the Master’s study of Burgi Sinmez standard ANSYS 2018 on the calculation of embankment structures contains recommendations on the methodology for creating a computational grid based on dividing geometric bodies into cubic volumes [15]. Thus, performing simulation of the material behavior during construction works becomes possible by means of using the geometric bodies of the information model to include the initial data in the design scheme.

4 Discussion Discussion of the described methods and results of this study is provided in the context of the route curve. As mentioned above, the approaches to constructing the actual path state shown in Fig. 10 allow us to determine the range of applications of information modeling technology at the stages of repair and operation. Routine work on assessing the state of the track using a track gauge can be integrated into the digital model environment. The above allows you to get the target curve for work on leveling the path. This work is performed based on the actual the profile that is used to build the deflection arrows and the new longitudinal profile of the track. The received marks are transmitted to the straightening, lining and straightening machine equipped with an on-board processor. This process involves performing curve decomposition with subsequent reorganization into the required format of laser correction control, described in the work of Bollig Ya. [16]. The machines use a three-point alignment system. According to the instructions for using track machines of the Ministry of Railways and Communications of the State of India, the clodoid curve should be divided into tanget points8 connected by intermediate extremes [[8], Fig. 1]. Most schemes of the three-point approach show only a typical alignment section, without taking into account the displacement of the working phases at the beginning and end of the adjustment of the track section (Fig. 6). The aforementioned can create a new stage in the use of information modeling technologies at various stages of project implementation and the formation of the structure of data organization in the digital environment.

5 Conclusions Summing up the above-described processes of working with the roadbed and the initial data for its construction, it is possible to determine the basic data set when forming the railway route curve in the context of its decomposition into geometry points, marks and segments that provide data frame for filling the information model with the various information at the stages of the object’s life cycle based on a certain range of practical

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applications of the longitudinal profile curve. The formation of electronic libraries of elements should be carried out in the structure of the information container in conjunction with the ontology and semantics of the upper structure of the track and transportation infrastructure evolving around the former. The approaches described in this article make it possible to significantly expand an applied use of information modeling technology, and create an opportunity to introduce innovative construction and repair machines and technologies into technological process, as we know it. (Fig. 6).

Fig. 6. Plotting the actual route profile based on parametric modeling and track gauge metrology.

In the future, it is necessary to conduct research on mathematical modeling of the upper structure of the track and the curve of the route in order to clarify the methodology for developing an information model at various stages of the life cycle, including for generating data for construction work and maintenance work in the area of underground structures and tunnels [13]. Working out various track management nodes in the context of their geometry-as a carrier of the information container cell-will allow us to fully determine the applied value of information modeling technology when constructing a route curve.

References 1. Vincenti, A.: INFRABIM Modeling applications for design and maintenance plan. In: The case study of the “overpass 16” from the main renovation project of S.S. 372 “Telesina”. Politecnico di Torino, Corso di laurea magistrale in Ingegneria Civile (2018) 2. Azmeh, K., Liu, K.C.H.: Research on Bridging the Information Gap of BIM of interoperability and integration in Facilities Management. Chalmers University of Technology (2021) 3. Gerhátováa, Z., Zitrickýa, V., Klapitaa, V.: Industry 4.0 implementation options in railway transport. Transport, Res. Procedia 53, 23–30 (2021) 4. Odio, P., Odio, J.: Construction project performance control using 4D BIM: comparing the baseline plan against the as built progress of a project. Delft University of Technology, TU Delft Civil Engineering and Geosciences (2018) 5. Tveit, M., Gjerde, K.: Using building information modelling for planning a high-speed rail project in Norway. Civil Eng. 171(3), 121–128 (2018) 6. Amrollahibuki R (2019) Modeling Construction Equipment in 4D Simulation and Application in VR Safety Training. Computer Science 51 7. Nagpur Metro Rail Corporation Limited. 5D BIM & ERP System, vol. 51 (2015)

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8. Al-Khiami, M.I., Zangana, A.: The Impact of BIM on Design Phase Productivity, vol. 71. Chalmers University of Technology (2017) 9. Biancardo, S.A., Intignano, M., Viscione, N., Guerra De Oliveira, S., Tibaut, A.: Procedural modeling-based bim approach for railway design. J. Adv. Transp. 2021, 17 (2021). https:// doi.org/10.1155/2021/8839362 10. Prins, H.: Rail Line Detection Based Photogrammetry, vol. 53. TU Delft Civil Engineering and Geoscience (2021) 11. Freeman, M.R., Kashani, M.M., Vardanega, P.J.: Aerial robotic technologies for civil engineering: established and emerging practice. J. Unmanned Veh. Syst. (2021). https://doi.org/ 10.1139/juvs-2020-0019 12. Sharma, C.S., Choudhary, A.: Mechanised Tamping & Stabilisation, vol. 206. Indian Railways Institute of Civil Engineering (2016) 13. Pleshko, M., Revyakin, A., Malishevskaya, N.: Investigation of the influence of the railroad track on the stress state of the tunnel lining. Matec. Web Conf. 239, 01020 (2018) 14. Zhang, Y.Y., Kang, K., Lin, J.R., Zhang, J.P., Zhang, Y.: Building information modeling– based cyber-physical platform for building performance monitoring. Int. J. Distrib. Sens. Netw. 16(2), 1–21 (2020). https://doi.org/10.1177/1550147720908170 15. Sinmez, B.: Characterization of Geogrid reinforced ballast behavior through finite element modeling. College of Engineering, University of South Florida, Department of Civil and Environmental Engineering (2019) 16. Bollig, Y.C.: Geometrical and Topological Linking of Railway Systems. Technical University of Munich (TUM) (2020)

Theoretical Science of Creation of the Technology of Lubrication on the Basis of Specialized Railway Equipment Vladimir Shapovalov , Emin Feyzov , Vasiliy Mishchinenko(B) and Tatyana Sayamova

,

Rostov State Transport University, Narodnogo Opolchenija Sq. 2, 344038 Rostov-on-Don, Russia

Abstract. The relevance of the issue of improving the conditions of interaction in the “way-rolling stock” system is confirmed. The schemes of lubrication and rail lubrication, their advantages and disadvantages are considered. Theoretical bases of thermal metal cladding of TMC. Prerequisites for modeling a rail-lubricating complex. Setting goals and objectives of research. Keywords: Special self-propelled rolling stock · Friction system “Way-rolling Stock” · Rail lubrication · Lubrication of rail ridges · Lubrication · Resource · Modeling · Fitting into the curve · Rail-lubricating complex

1 Introduction The issue of improving the conditions for interaction between rolling stock and railway track, the tasks of increasing the resource characteristics of infrastructure facilities by improving the tribological aspects of the transportation process are immeasurably relevant. Since the beginning of the rapid growth and development of speeds and loads on the “way-rolling stock” system, the fundamental problem has only emphasized the importance of finding its own, increasingly effective, solution [1]. One of the most expensive, in terms of financial, resource and labor costs that make up the transportation process, is the maintenance and repair of the upper structure of the track, in particular rails and switches. Traffic safety largely depends on the rails, their resource directly determines the economic benefit of the holding, and expensive repairs and “technological windows” for this reduce the efficiency of cargo and passenger transportation of the company. Rail lubrication is a set of special measures aimed at introducing a special “third body” in the form of a lubricant into the contact zone of the ridges of the wheel pairs of rolling stock and the side surface of the rail head. There are many types of lubricants and methods of their supply to the contact zone, however, they all pursue one single goal – to reduce the intensity of wear of the working interacting surfaces and thus increase their resource. © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 501–509, 2022. https://doi.org/10.1007/978-3-030-96383-5_56

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2 Materials and Methods There are contact and non-contact methods of lubrication, using various, including solid, liquid and plastic lubricants (CM) [2–7]. The use of remote methods of feeding SM with the use of injectors has its objective disadvantages, their use is very limited and low effective in mobile locomotives and railcars, stationary lubricators. This includes the influence of wind load, low bearing capacities of liquid and plastic lubricants, adhesion to aggressive abrasive materials, for example, sand, oiling of the crew part of rolling stock and infrastructure facilities within a radius of 10–30 m, limited speed, increased consumption of fuel and energy resources for lubrication, in some cases the occurrence of two-sided sliders, etc. However, they are quite common due to the convenience and flexibility of the location of technological equipment and the relatively large stock used by SM “on board”. Clearly, the use of any means of lubrication is better than their absence, the only question is the degree of specific efficiency and rationality. So in this matter, the principle of “fish without fish and cancer” is appropriate. The technology of thermal metal cladding of TMC. The technology of rod contact lubrication of rail ridges GRS-RAPES and the development of this technology in the form of thermal metal cladding (TMC) developed by scientists and specialists of RSUPS and Russian Railways is devoid of all the voiced shortcomings [8]. The development of the theoretical foundations of metal plating of steel surfaces of open friction units with the use of thermostable thermoplastics-adhesives with special functional additives allows us to create a basis for research in the field of development of the “third body” on the friction surfaces of wheels in the form of thin nanolayers with anisotropic properties, with the possibility of their transfer during contact to the working surfaces of the rails. This solution will eventually replace the use of expensive specialized rolling stock (railcars, railcars), as well as eliminate the use of low-efficiency stationary lubrication systems. The use of thermal coating technology and the presence of a third body in contact with the working surfaces of the wheel (traction surface and ridge) and the rail (side surface of the rail head) with anisotropic properties provides: – an increase in the resource characteristics of rails and switch assemblies by 20–60%, an increase in the inter-repair operational terms of track and infrastructure repair, elimination of the phenomenon of ballast prism; – increase in the resource characteristics of wheel sets of locomotives and wagons by 30–80%, saving fuel and energy resources for the implementation of the transportation process; – increasing the traction properties of locomotives by 15–30%, increasing the interscaling intervals of filling locomotives with sand up to 10 thousand km or more, the resource of a single refueling of thermal coating systems-up to 30 thousand km. The technological equipment is the GRS lubrication of rail ridges equipped with a conservative drive, having stable power characteristics. The first stage of work on the adaptation of technological equipment to the conditions of use on the Sakhalin Railway, in particular on diesel locomotives of the 2M62U series, has been completed. The general view of devices for thermal metal cladding of TMC in the form of prototypes is shown in Fig. 1.

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Fig. 1. General view of devices for thermal metal cladding TMC, prototypes.

As a consumable material in this technology, lubricating rods are used, the shell of which consists of metal with special properties, filled with a solid thermoplastic adhesive with a number of functional additives. The use of heat-conducting shells provides automatic thermal regulation of the output channel of the GRS, reduces the likelihood of its icing due to the transfer of thermal energy of the frictional interaction of the shell with the ridge material. In addition, to prevent internal icing, the GDS housing is equipped with waterproofing elements. In the process of frictional interaction of the rod shell with the surface of the rowing wheel, due to frictional transfer, a thin sublayer is formed on the working surfaces of the wheel ridges, consisting of the shell material and a lubricant, that is, thermal metal cladding of the working surface of the comb occurs. This process is accompanied by the release of thermal energy, part of which is used for the thermal regulation of technological equipment, and part – for the formation of a protective antifriction layer of lubricant on a sublayer consisting of a shell material. The applied sublayer made of an aluminum alloy optimized in composition allows to increase the actual contact area and, accordingly, reduce contact loads. The presence of an adhesive-thermoplastic allows, when heat energy is released during frictional interaction, to “heal” local space of the destroyed layer by migrating from neighboring areas of the coating of the lubricant composition to the “bare” area of the bandage surface. The rod shell is made of a special aluminum alloy, provides automatic dosing and application of the optimal volume of the lubricant composition on the surface of the wheel ridges and it ensures, accordingly, the effectiveness of this technology and the exclusion of an overdose of the lubricant. The use of special core lubricants based on thermoplastics-adhesives can significantly increase the effectiveness of measures to protect the working surfaces of the wheel-rail system. The implemented technologies of lubrication of rail ridges and thermal metal cladding allow to use the ridges of the rolling stock as a working body of lubrication. The ridges treated with this lubricant in the places of contact with the side surface of the rail head are applied (transferred) a special protective layer on the rails, thus providing their further protection when passing any rolling stock following them. Development of a specialized rail-lubricating complex.

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It is proposed to develop a special rail-lubricating complex based on a special selfpropelled rolling stock (SSPS). This kind of complex will allow to perform rail lubrication of the necks of stations and nodes, switches, with the possibility of access to the main tracks with the implementation of rail lubrication without speed restrictions and technological windows. The use of the possibilities of lubrication of rail ridges in combination with the basic functionality of the SSPS increases its specific efficiency and economic feasibility of application. Let’s consider three main variants of the layout of the proposed rail-lubricating complex based on SSPS. The first option is shown in Fig. 2. The complex with two platforms, front and rear, provides a proven version of lubrication of rail ridges, due to the fact that we have 4 (four) lubricating trolleys equipped with GMP systems. When driving in curves and straight sections of the track, the wheel ridges touching the side surface of the rail head will apply lubricant to the side surface of the rail head. However, this option turns out to be quite cumbersome.

Fig. 2. Option 1 of the rail-lubricating complex, two trolleys on the sides.

The second option assumes the location of the trolley only on one side of the traction mobile unit, which structurally becomes less cumbersome and overall, but requires the development of a number of design and technological solutions that ensure guaranteed contact of the lubricating ridges of the wheel pairs with the side surface of the rail head. It is shown in Fig. 3.

Fig. 3. Option 2 of the rail-lubricating complex, with one trolley.

The third option involves equipping the actual traction unit of the SSPS with lubrication of rail ridges. This option also requires the development of a number of design and technological solutions for the implementation of the GDS technology. It is shown in Fig. 4. In our opinion, it is advisable to consider the possibility of combining the 2nd and 3rd options, in terms of combining a special self-propelled rolling stock equipped with a GDS and a single truck trailer on the cab side (so as not to block the view) equipped with a GDS, to increase the efficiency and reliability of the rail-lubricating complex.

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In order to ensure the contact of the ridges with the side surface of the rail head, two variants of the implementation of the movement of the rail-lubricating complex are assumed, namely: movement with a certain calculated outstanding acceleration and movement with a forced turn of the rolling stock trolley.

Fig. 4. Option 3 of the rail-lubricating complex.

In the development of the proposed option, with the implementation of the scheme of controlled turning of rolling stock bogies, the question of preliminary modeling of the movement of the considered rolling complex in curves and straight sections of the track, with the development of appropriate measures to ensure the efficiency and safety of the operation of the rail-lubricating complex, is important.

3 Modeling In general, modeling allows us to study real large objects of mobile mechanical systems on their models, most often mathematical or physical models. Modeling allows us to study the cause-and-effect relationships of important processes and phenomena that occur in practice, in real operation. In turn, the ordering and systematization of the studied cause-and-effect relationships allows us to predict and predict the behavior of a mechanical system under certain fixed conditions with a high degree of probability, as well as in some cases solve various optimization problems [8–12]. To compile differential equations, we take as a basis the Lagrange equation of the second kind in the form;   ∂T d ∂T − = Qi , i = 1, 2, . . . , n dt ∂ q˙ i ∂qi n - where is the number of degrees of freedom of a holonomic mechanical system; qi generalized coordinates and their time derivatives; t - time; T (qi , q˙ i , t) - kinetic energy of the system; Qi - generalized external forces consisting of potential and non-potential (including the friction force, as a function of the energy dissipation of the system) generalized forces. When considering the developed mechanical system for lubrication of rail ridges, the position in the body space is determined by five degrees of freedom: lateral displacement of the us, vertical displacement, and angular movements in the form of lateral pitching, galloping and wagging. In turn, the wheelset has a degree of freedom equal to four:

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lateral displacement, bouncing, lateral pitching and wagging. The reduced mass of the rail (track) under each wheel has one degree of freedom – the transverse movement of the angle j (i = 1, 2; j = 1, 2). Vertical movements of the rails are calculated as joint linear movements of the wheel and the rail under it. As a result, we obtain differential equations of the second kind for a system with 17 degrees of freedom (1).

(1)

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where is the reduced mass of the corresponding bodies; m – the angles of change in the trajectory of motion in terms of the corresponding bodies in the curve of radius R; χ - angular velocities of the change of the trajectory of movement; χ˙ - speed of movement; V - frame forces; YP - transverse linear movements of wheel pairs; , Zij , Xij - linear transverse components of the vertical forces acting on the wheels; displacements of elastic elements of the axle box assembly in the transverse, vertical and longitudinal directions, respectively. This mathematical model of a quasi-linear system will allow performing physical and mathematical modeling and clarifying the parameters of the test stand and modeling. In a number of works, the issue of controlled entry of rolling stock into the curve is considered with attempts to determine the function of the control action [10, 10, 13] Using adapted well-known equations of locomotive dynamics, we will write down a system of differential equations of controlled entry of rolling stock into a circular curve. α˙ = −C11 y − C12 α + C13 θ˙ + C14 θ¨ + C15 ; θ¨ = −C16 y + C17 α − C18 θ˙ − C19 + u(t); y˙ = C110 θ + C110 α,

(2)

α - where is the instantaneous angle of the rolling stock on the rail; y - pressing of the outer rail when entering the rolling stock into the curve; θ - the difference between the angle of rotation of the longitudinal axis of the carriage and the angle of inclination of the tangent to the axis of the track at the point of contact of the wheel to the rail; u(t) - control function; C1K - constants that depend on the design parameters of the rolling stock and the upper structure of the track, such as: the transverse stiffness of the rail; the reduced mass of the rolling stock; the speed of movement of the rolling stock; the load from the wheel on the rail; the tangent of the angle of inclination of the straight line, approximately replacing the curve of the sliding thorn; the number of axes in the rolling stock (trolley); the distance from the incoming wheelset to the center of gravity of the rolling stock; the radius of curvature of the track in the plan; the elevation of the outer rail in the curve; the distance between the wheel circles; the moment of inertia of the rolling stock relative to the vertical axis passing through the center of gravity; the moment of friction forces between the body and the trolley. In the works, the task was set to find such an implementation of the control action, in which the necessary quality criterion is brought to a minimum, with the simplest algorithm of the control device. This required drawing up a generalized mathematical description of the dynamics of the controlled entrance and the movement of the crew in a curved section of the track. However, the mathematical model turned out to be quite complex, although an analytical expression of the control function was obtained. The system of differential equations has the fourth order, and in order to find a more or less adequate solution, it is necessary to make a number of simplifications, to approximate to a lower-order differential equation up to the reduction to a separate differential equation. This approach, with the assumption of many simplifications, is very complex, not accurate, and in some cases unrealistic for implementation in the conditions of landfill mass operation. Mathematical models are very limited in solving problems of modeling essentially nonlinear frictional processes, which include the “path-rolling stock” system. At least the processes of frictional interaction are accurately represented

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in linear functions, and this distorts the actual results, since the friction function depends on the velocity and is essentially nonlinear. The linearization of essentially nonlinear frictional relations in mathematical modeling reduces the correctness of the results and distorts the actual values of the parameters by an order of magnitude. The solution to the voiced problem of modeling essentially nonlinear processes of complex mechanical systems is the method of physical and mathematical modeling developed by Professor V. V. Shapovalov and his followers. It excludes the process of linearization of the frictional interaction. In this case, the quasi-linear subsystem “path-rolling stock “is modeled by a system of differential Eqs. (1), which is correct from the point of view of the identity of the dynamic properties of the characteristics of the «path – rolling stock” system. This method is a development of the methods of academician M. V. Keldysh, who effectively solved the problems of flutter, shimmy, is the author of the theory of wind tunnels. This approach is now used everywhere, including in construction, aviation, automotive, tanker construction, etc., everything is “blown” in aerodynamic or hydrodynamic pipes. On the basis of the provisions of physical and mathematical modeling, it is planned to investigate the fundamental principles of thermal metal cladding of the working surfaces of open friction units with materials with anisotropic properties. Laboratory tests are carried out at the stand “Path-rolling stock” of the tribological laboratory of RSUPS and in the specialized research center “Trans-Tribotechnika” under the guidance of Professor Shapovalov V. V. Equation (2) is adapted to solve a fundamentally new problem of controlled movement of the RSP when moving along rectilinear sections of the track and differs from the original approach in that the controlled effect on the trolley is not associated with curved movement and fitting the trolley into the curve, but with movement along rectilinear sections with setting the calculated value of the force of pressing the wheel ridges when performing the rail lubrication function. The development of an algorithm for controlling the impact on the bogies of rolling stock is carried out in order to implement the tasks of rail lubrication, where the working body is the wheel ridges.

4 Conclusions In order to conduct research and develop the technology of lubrication of rail ridgesa when using SSPS using the cart reversal function, as well as varying the level of outstanding acceleration for the implementation of the processes of interaction of the ridges of wheel pairs with the side surface of the rail head, it is necessary to solve this modeling problem by the optimal method of physical and mathematical modeling.

References 1. Grossoni, I., Hughes, P., Bezin, Y., Bevan, A., Jaiswal, J.: Observed failures at railway turnouts: Failure analysis, possible causes and links to current and future research. Eng. Fail. Anal. 119, 104987 (2021) 2. Kolesnikov, I.V., Novikov, E.S., Kolesnikov, V.I.: Microscopic studies of diffusion and segregation processes in heavily loaded tribosystems. Russ. J. Appl. Chem. 92(2), 267–275 (2019). https://doi.org/10.1134/S1070427219020150

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3. Kolesnikov, V.I., Ermakov, S.F., Shershnev, E.B., Sychev, A.P.: Structurally induced lubricity of liquid crystal cholesterol nanomaterials in the friction of metals. Dokl. Phys. 64(9), 356–359 (2019). https://doi.org/10.1134/S1028335819090027 4. Vásquez-Chacón, I.A., Gallardo-Hernández, E.A., Moreno-Ríos, M., Vite-Torres, M.: Influence of surface roughness and contact temperature on the performance of a railway lubricant grease. Mater. Lett. 285, 129040 (2021) 5. Khonsari, M.M., Ghatrehsamani, S., Akbarzadeh, S.: On the running-in nature of metallic tribo-components: a review. Wear. 474–475, 203871 (2021) 6. Kokhanovsky, V.A., Glazunov, D.V.: A Lubricant for rotaprint lubrication of the wheel-rail system. J. Frict. Wear 41(6), 717–724 (2020). https://doi.org/10.3103/S1068366620060100 7. Sidashov, A.V., Boiko, M.V.: Surface films formation on steel during friction of polymer composites containing microcapsules with lubricant. In: Radionov, A.A., Kravchenko, O.A., Guzeev, V.I., Rozhdestvenskiy, Y.V. (eds.) ICIE 2019. LNME, pp. 1259–1268. Springer, Cham (2020). https://doi.org/10.1007/978-3-030-22041-9_131 8. Kolesnikov, V.I., Vereskun, V.D., Kudryakov, O.V., Manturov, D.S., Popov, O.N., Novikov, E.S.: Technologies for improving the wear resistance of heavily loaded tribosystems and their monitoring. J. Frict. Wear 41, 169–173 (2020). https://doi.org/10.3103/s1068366620020051 9. Indraratna, B., Ngo, T., Ferreira, F.B., Rujikiatkamjorn, C., Tucho, A.: Large-scale testing facility for heavy haul track. Transp. Geotech. 28, 100517 (2021) 10. Chernyshev, S.L., Kolesnikov, V.I., Vermel, V.D., Ozyabkin, A.L., Kolesnikov, I.V., Koryakin, A.N.: Diagnostics of dissipative characteristics of friction damper. IOP Conf. Ser.: Mater. Sci. Eng. 996, 012009 (2020). https://doi.org/10.1088/1757-899X/996/1/012009 11. Tao, G., Wen, Z., Guan, Q., Zhao, X., Luo, Y., Jin, X.: Locomotive wheel wear simulation in complex environment of wheel-rail interface. Wear 430–431, 214–221 (2019). https://doi. org/10.1016/j.wear.2019.05.012 12. Shantarenko, S., Kuznetsov, V., Evseev, A.: Modeling of dynamic behavior of wheel-motor block under conditions of locomotive moving. Transp. Res. Procedia 54, 834–841 (2021). https://doi.org/10.1016/j.trpro.2021.02.138 13. Kolesnikov, V.I., et al.: Selective suppression of amplitudes of frictional oscillations. IOP Con. Ser.: Mate. Sci. Eng. 900, 012005 (2020). https://doi.org/10.1088/1757-899x/900/1/012005 14. Dumitriu, M.: Modeling of railway vehicles for virtual homologation from dynamic behavior perspective. Appl. Mech. Mater. 371, 647–651 (2013). https://doi.org/10.4028/www.scient ific.net/AMM.371.647

Application of Elastic-Dissipative Characteristics of the Friction Contact Monitoring for the Study of Tribological Processes in the System “Railway Track-Rolling Stock” Pavel Kharlamov(B) Rostov State Transport University, Rostovskogo Strelkovogo Polka Narodnogo Opolcheniya Square 2, 344038 Rostov-on-Don, Russia

Abstract. The developed methods of physical and mathematical modeling and dynamic monitoring of nonlinear mechanical systems made it possible to create an effective experimental foundation based on a unique laboratory complex for model tests of “Path – Rolling stock” systems with various types of traction and trailed rolling stock. In contrast to the approaches known from the scientific and technical literature, the proposed method allows us to model the correlation and mutual influence of dynamic processes occurring in full-scale quasi-linear mechanical and nonlinear frictional subsystems correctly. Keywords: Monitoring · Coefficient of friction · Criterion · Correlation coefficient · Rolling stock · Friction contact

1 Introduction Based on the theoretical provisions of the tribospectral identification method of friction processes [1–5], the analysis of both the value of the coefficient of friction in the stationary-stable motion of the object of study and the dynamic, corresponding to the transient component of the oscillations of the output controlled quantity (the general solution of the system) is carried out on the basis of calculating the complex transmission coefficient [2–7]: W (iω) =

SFN (iω) SFN (iω) = A(ω) · eiψ(ω) = P(ω) + iQ(ω), = 2 SNN (ω) |SN (ω)|

(1)

where S FN (iω) is the mutual spectrum of forces in the tangential (F t = C x ·x, where C x is the stiffness, x is the deformation of the bond) and normal (N = C y ·y, where C y is the stiffness of the bond, y is the convergence of the surfaces) directions of the frictional interaction; S NN (iω) – the energy spectrum of the input impact (load); © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 510–518, 2022. https://doi.org/10.1007/978-3-030-96383-5_57

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A(ω) is an amplitude frequency function that characterizes the gain or attenuation coefficient of the output coordinate of the subsystem at a specific frequency ω of the harmonic effect:  (2) A(ω) = |W (iω)| = P 2 (ω) + Q2 (ω); ψ(ω) is a phase frequency function that characterizes the delay of the output value relative to the input value depending on the frequency of the input harmonic effect: ψ(ω) = arg[W(iω)] = ϕ2 (ω) − ϕ1 (ω); P(ω) is a real frequency function that characterizes the elastic-inertial properties of the subsystem, or the conservative component of the energy of the system (the sum of potential and kinetic energies): P(ω) = A(ω) · cos[ψ(ω)];

(3)

Q(ω) is an imaginary frequency function that characterizes the dissipative properties of the system (friction losses), or the energy dissipation function: Q(ω) = A(ω) · sin[ψ(ω)].

(4)

2 The Theoretical Part Using the theoretical foundations of the fractional-octave spectral analysis of the complex (dynamic) coefficient of friction, the identification of the most characteristic frequency ranges with the highest values of the Pearson coefficient correlation with changes in the stationary value of the coefficient of friction f = W(0) is realized. Based on the performed analysis, a conclusion is formulated about the significance of a particular frequency range of changes in the dynamic coefficient of friction in the fraction-octave analysis [3, 6]. The analysis of the trends of the fraction-octave spectra in real time allows us to identify the characteristic moments of operation of the observed friction-mechanical system: the completion of the running-in of the friction surfaces, the stationary mode of friction, the appearance of wear, deterioration of the lubricating characteristics of the friction unit, temperature increase, etc. To solve the problem of monitoring the technical condition of the wheel - rail system in real time, a dynamic quality criterion was chosen [4]:   13 8 1  (partial)  (time) Jk + Jk , (5) ID (t) = 21 k=1

k=1

where J k (partial) ) – private criteria estimates of frequency characteristics; J k (time – partial criteria estimates of time characteristics; K – is the current number of the criterion. Thus, its maximum permissible value during normal operation of the frictionmechanical system should not exceed one.

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Level

Indicator Image

Level

≥ 1.15 (dangerous)

0.9 – 0.95

1.1 – 1.15

0.85 – 0.9

1.05 – 1.1

≤ 0.85

Indicator Image

0.95 – 1.05 (attention)

The linear level of the dynamic quality criterion (5) of the friction-mechanical system can have 7 levels, presented in Table 1. The particular quality criteria included in Eq. (5) are determined on the basis of comparing the current values of the measured parameter with some maximum permissible value determined on the basis of a priori known information, or on the basis of experimental studies:  n P i=1 ki , if Jk min ≡ Pi min ; Pk0 (6) Jk = P k0 n , if Jk max ≡ Pi min , P i=1

ki

where Pki – is the measured physical quantity based on the results of n test cycles; Pk0 – reference values of a physical quantity established by a priori reliable sources, or experimentally; n – is the number of measurements in the observation time. The analysis of the selected parameters in (5) allows us to evaluate the current state of the friction-mechanical system with variations of any of the listed parameters that characterize both changes in the elastic-dissipative and dynamic characteristics of the system. For the study of model samples of the friction subsystem “roller – pad”, three lubricants were selected: – a single anti-friction coating RAPS-1 in a plastic shell; – one-time antifriction coating of RAPS-2, which has a microcapsular structure of the lubricating rod; – graphite rod. – The bench tests were carried out in three stages, consisting in: – running-in of the contacting friction surfaces to the recorded values of the friction coefficient 0.25… 0.3; – one-time application of the lubricant; – resource tests of the tribosystem with an increase in the coefficient of friction to the previous values of 0.25… 0.3.

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In each experiment, the values of the trends of the coefficient of friction in statics and dynamics, the energy losses of the dynamic coefficient of friction, the dissipative losses of the dynamic coefficient of friction and the dimensionless value of the damping coefficient in the most significant octave frequency ranges, as well as the dynamic quality criterion of the system were recorded. The practical part. Based on the theoretical provisions of physical and mathematical modeling of heavily loaded friction-mechanical systems, the similarity scales are justified and the load-speed conditions for bench testing of tribosystems for model studies of the dynamics of the formation of the third layer in the contact area of the wheel and rail on the II-5018 friction machine are determined [2, 8–11]: – “roller-brake pad” in the study of the resource of a single application of solid lubricating coatings of the RAPESEED type; – “roller-roller” in the study of metal plating of friction surfaces and stabilization of coupling forces. Since in TAU the amplitude of the transmission coefficient is inversely proportional to the dimensionless damping coefficient ξ of the oscillating link: |Qmax | = A(0)/(2ξmin ),

(7)

where A(0) – is the stationary stable value of the coefficient of friction; ξmin – dimensionless damping coefficient; Qmax – dynamic coefficient of friction at phase shift ψ = 90°, then the hypothesis is put forward that the logarithmic decrement of oscillation attenuation δ(t) at the current moment of observation of the change in characteristics t can be defined as the ratio of the decrement of oscillations in the time domain or the modulus of the amplitudes of the dynamic coefficient of friction to the amplitudes of energy dissipation-in the ranges of octave (1/3 -; 1/12 -; 1/24-fraction of octave) frequencies ω:  

 ωj hmax 1 − hyc

A(ω)d ω ω j , (8) ≈ ln ωi δ(t) = ln ωi |@(ω)|d ω hmax 2 − hyc where hmax1 , hmax2 , hyc – are the amplitudes of the maximum deviations of the dynamic coefficient of friction from the steady-state value of the transition function when the friction system responds to a typical impact in the form of a Heaviside function; A(ω) – is the amplitude frequency function; Q(ω) – is an imaginary frequency function; ωi , ωj – are the boundary frequencies in octave (fraction-octave) spectral analysis. This makes it possible to identify the tribological characteristics of friction modifiers and wear characteristics [2, 8–13], characterized by their own natural frequencies ωk, by analyzing trends in time t of the logarithmic attenuation decrement δ(t) or the integral

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value of the dimensionless damping coefficient:  β T1 Iξ (t) = = ≈1 1+ βcr 2T2

4π 2 δ 2 (t)

(9)

where δ(t) is the change in the logarithmic decrement of oscillations in time t; T 1 , T 2 – constant integrations of a typical second-order link; β, β cr – the coefficient of resistance (N*s/m) and its critical value. In this case, with an increase in the amplitude of the complex (dynamic) coefficient of friction relative to a steady value, the logarithmic decrement of attenuation δ increases, and the value of the dimensionless damping coefficient ξ and its analog Iξ (t) in the frequency domain decrease. The results of tribospectral identification of the processes of modifying the roller – pad friction system in the 12-octave frequency ranges are shown in Fig. 1 and 2. From 15 to t0 = 28 s. of the experiment, a hard-plastic lubricating coating of the RAPS type was applied once to the friction contact (Fig. 1). It can be seen that with the application in the 1/12-tioctave frequency ranges of 30.7… 46.0 Hz, the dynamic damping coefficient (9) increases, which is due to a decrease in the relative resistance forces and an increase in the relative damping. To assess the reliability of the obtained characteristics, the Pearson correlation coefficient Cxy of the time realizations of the trends of the stationary motion friction coefficient (see Fig. 1) and the dimensionless damping coefficient (9) in the frequency ranges [4–6, 13] was used. It can be seen that with a probability of 0.95, the time moments t1 … t5 highlighted in Fig. 1 of changes in the dimensionless damping coefficient in the 1/12tioctave frequency ranges cause a change in the gradient of the physical and mechanical properties of the friction interaction and an increase in the values of the recorded friction coefficient. Figure 2 shows the results of tribospectral identification of friction processes when the adhesion forces are activated by a metal-coating material. It is seen that the activation of the adhesion forces by the metal-coating material causes an increase in the values of the dimensionless damping coefficient (9) in the 1/3-octave frequency ranges of 0.71– 11.2 Hz, and an equilibrium roughness with stable friction properties is formed on the friction surfaces. Here, the calculated values of the Pearson correlation coefficient are negative, and the trends of the coefficient (9) already characterize the energy dissipation during the activation of the coupling forces, since the damping coefficient (9) is inversely proportional to the values of the dynamic coefficient of friction (7). To improve the automatic control systems for the supply of friction modifiers for the wheel – rail friction system and clutch activators for the wheel – rail traction surface system, a generalized dynamic criterion for the quality of the friction system was used   13 8 1  (partial)  (time) Jk + Jk , (10) ID (t) = 21 k=1

k=1

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Fig. 1. Trends of the dimensionless damping coefficient in the 1/12-tioctave frequency ranges when a lubricant is introduced into the friction unit.

where J k (partial) – private quality criteria frequency characteristics TAU (stability amplitude and the phase of oscillation index; the cut-off frequencies; elastic-dissipative characteristics, etc.); J k (time) – private quality criteria transient performance TAU (control time, overshoot, q-switched, linear criteria throttling errors, etc.); k – serial number criteria. Thus, its maximum permissible value during normal operation of the friction-mechanical system should not exceed one.

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Fig. 2. Trends of the dynamic dimensionless damping coefficient of the system in 1/3-octave frequency ranges with a slip of 3.3% in the friction contact.

Figure 3 shows the trends of the generalized quality criterion of the friction system and a comparison of their values with the “warning” threshold established by the loadspeed operating conditions.

Fig. 3. Trends of the dynamic quality criterion and the coefficient of friction in the stationary movement of the roller – pad friction system with RAPS-1 lubricant.

Based on the analysis of the trends of the dimensionless damping coefficient of the system (9) and the dynamic quality criterion (10) and the similarity scales of physical and mathematical modeling, the following were determined for the 2TE116 diesel locomotive and curved sections of the track with a radius of 250 m: a) the resource of a single application of RAPS grease-1 is 2667 m; b) the predicted residual resource of a single

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application of RAPS grease-1 is 1838 m; c) the total resource of a single application is 4505 m.

3 Conclusion The performed studies of the technical condition of the friction unit of the model of interaction of the wheel of a traction rolling stock with rails showed that the use of the theoretical foundations of tribospectral identification of friction processes and dynamic monitoring of changes in elastic-dissipative and dynamic characteristics allows us to identify the most correlated ranges of vibration frequencies of the friction-mechanical system. In the selected frequency intervals, changes in the physico-mechanical, tribological, and temperature characteristics of the contacting friction surfaces and the lubricants or clutch activators used are displayed. The use of a dynamic quality criterion is convenient for subsequent use in the ATS by drives for the supply of lubricants and automated control of the friction properties of full-scale tribosystems of traction rolling stock. The introduction of a method for monitoring friction units based on the tribospectral identification method makes it possible to identify changes in the gradient of the physico-mechanical properties of the friction interaction and to establish both the resource of a single application of the lubricant, and to predict with varying degrees of accuracy the residual resource of their work before the onset of dry contact. When the friction bonds are activated by a metal-coating material for at least 60 s. The dynamic dimensionless damping coefficient increases by two to three times, which reduces the amplitudes of the frictional self-oscillations of the mass volumes of the surface layers of the contacting bodies and the standard deviations of the friction coefficient, both in transient and stationary modes of motion, changes the microgeometry of the contacting friction surfaces and forms a new equilibrium roughness.

References 1. Shapovalov, V., Lubyagov, A., Kharlamov, P.: Application of tribology theoretical bases for working out of resource-saving systems on railway transportation. Transp. Probl. 12(2), 137– 146 (2017). https://doi.org/10.20858/tp.2017.12.2.13 2. Kolesnikov, V.I., Ozyabkin, A.L., Novikov, E.S.: Friction, wear, and monitoring of heavily loaded tribosystems: an innovative approach to studying the processes. J. Frict. Wear 40, 292–302 (2019). https://doi.org/10.3103/S1068366619040056 3. Maiba, I., Glazunov, D., Maiba, V.: Special purpose composite materials for wheel-rail contact. IOP Conf. Ser.: Mater. Sci. Eng. 709, 033013 (2020). https://doi.org/10.1088/1757-899X/ 709/3/033013 4. Shapovalov, V.V., Kharlamov, P.V., Mishchinenko, V.B., Shestakov, M.M., Migal, Y.F.: Formation of adhesive bonds under contact rotaprint lubrication. J. Frict. Wear 38(5), 411–418 (2017). https://doi.org/10.3103/S1068366617050129 5. Akhverdiev, K.S., Lagunova, E.O., Mukutadze, M.A.: Mathematical model of a radial bearing with a low-melting metal coating of design models of hydrodynamic viscoelastic lubricant formed by melting the surface of a bearing bush coated with a metallic low-melting coating. IOP Conf. Ser.: Mater. Sci. Eng. (2020). https://doi.org/10.1088/1757-899X/760/1/012002

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6. Evans, J., Berg, M.: Challenges in simulation of rail vehicle dynamics. Veh. Syst. Dyn. 47, 1023–1048 (2009) 7. Suvorova, T.V., Belyak, O.A., Ivanochkin, P.G., Danilchenko, S.A.: Modeling the mechanical characteristics of tribotechnical composites. IOP Conf. Ser.: Mater. Sci. Eng. 680 (2019). https://doi.org/10.1088/1757-899X/680/1/012018 8. Shapovalov, V., et al.: Application of methods physical and mathematical modeling for a research of nonlinear mechanical systems on the example of the rolling stock. In: AIP Conference Proceedings. XV International Scientific-Technical Conference Dynamics of Technical Systems, vol. 2188, pp. 020017. (2019) https://doi.org/10.1063/1.5138391 9. Loktev, A.A., Gridasova, E.A., Zapol’nova, E.V.: Simulation of the railway under dynamic loading. part 1. ray method for dynamic problem. Contemp. Eng. Sci. 8, 799–807 (2015). https://doi.org/10.12988/ces.2015.57204 10. Dumitriu, M.: Modeling of railway vehicles for virtual homologation from dynamic behavior perspective. Appl. Mech. Mater. 371, 647–651 (2013) 11. Yang, Y.C., Chu, S.S., Chang, W.J., Wu, T.S.: Estimation of heat flux and temperature distributions in a composite strip and homogeneous foundation. Int. Commun. Heat Mass Tran. 37(5), 495–500 (2010). https://doi.org/10.1016/j.icheatmasstransfer.2010.02.005 12. Wolter, K.U., Zacher, M., Slovak, B.: Correlation between track geometry quality and vehicle reactions in the virtual rolling stock homologation process. In: 9th World Congress on Railway Research (2011) 13. Shapovalov, V.V., Shcherbak, P.N., Bogdanov, V.M., Feyzov, E.E., Kharlamov, P.V., Feyzova, V.A.: Improving the efficiency of the “wheel — rail” friction system. Vestnik of the Railway Research Institute 78(3), 177–182 (2019). https://doi.org/10.21780/2223-9731-2019-78-3177-182

Geomechanical Assessment of the Transport Tunnel Linings Residual Resource with a Long Service Life Andrey Sammal1(B)

, Alexey Revyakin2

, and Ivan Voynov2

1 Tula State University, pr. Lenina 92, Tula 300600, Russia 2 Rostov State Transport University, Rostovskogo Strelkovogo Polka Narodnogo Opolcheniya

Sq. 2, 344038 Rostov-on-Don, Russia

Abstract. An approach to the assessment of the technical condition and residual re-source of the transport tunnels lining with a long service life has been proposed. It is based on the study of the unified geomechanical system interaction of “underground structure - surrounding mountain range” elements. A special feature of the approach is a comprehensive accounting based on mathematical and computer modeling of underground structures defects detected during the survey due to negative geotechnical and geochemical processes developed for a long time in the surrounding soil massif. The article shows that, in the case of a linear formulation the problem is solved analytically without taking into account the cavities formed in the lining due to corrosion, leaching, as well as destruction processes. For this purpose, the corresponding calculation method developed at the Tula State University is applied. In more complex geomechanical situations, when the use of analytical solutions does not allow to adequately model the features of the static operation of an underground structure, including, if necessary, the consideration of spatial models, the finite element method is used, implemented with the help of modern software systems. In the process of considering the inhomogeneity of the lining and the rock mass surrounding the tunnel, a significant simplification of the solution is achieved by combining finite element modeling using the Monte Carlo method and the method of reducing the elastic modulus that has been sufficiently tested in practice. Keywords: Transport tunnel · Lining · Calculation · Stress-strain state · Load-bearing capacity

1 Introduction Railway tunnels are considered to be the most complex and responsible objects of transport infrastructure. In accordance with the current design standards, the lining of these structures must ensure a service life of at least 100 years. It should be noted that in the Russian Federation and neighboring countries about 30 km of tunnels will be in operation for more than 100 years by 2025, and by 2050 it will be about 60 km [1]. A number of railway tunnels which were constructed in the © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 519–528, 2022. https://doi.org/10.1007/978-3-030-96383-5_58

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second half of the XIX, the beginning and the middle of the XX centuries already have a service life exceeding the standard indicators, but their operation should be continued in the medium and long term. The oldest tunnels are those of the Crimean Railway, which include 6 railway tunnels with a length of 100 to 616 m. It is obvious that with an increase in the underground structure service life under the influence of negative geological, geochemical and geomechanical processes occurring in the surrounding mountain range, unfavorable changes in underground structures are being accumulated, the consequence of which is a progressive decrease in their bearing capacity. At the same time, the task of ensuring the tunnels operating condition becomes particularly urgent, which, as a rule, can be solved by carrying out timely current or major repairing, as well as, if necessary, complete reconstruction. It is obvious that the successful solution of this engineering and technical problem with minimal economic costs requires, in turn, a more reliable and qualitative assessment of the tunnels current technical condition and the determination of underground structures remaining resource. The relevance of the problem under consideration is evidenced by the introduction of a new Russian regulatory document from 2017: Russian Standard “Tunnels and subways. Rules for the inspection and elimination of defects and damage during operation”, which contains a requirement for a three-stage verification of the bearing capacity of tunnel structures based on the materials of a comprehensive survey and design data. At the same time, at the first stage, the design stress-strain state of tunnel and subway structures is calculated according to their design characteristics. Then, an assessment of the actual stress-strain state of the object’s structures is carried out, the results of its technical condition survey being taken into account and the state of the finishing space (defects in structures and the contact layer “soil–lining”, the impact of new construction, repair and restoration work or reconstruction of the object). The final stage provides for the calculation of the tunnel structures actual stress-strain state, the results of the survey of the structures technical condition being considered, the back-up space, as well as the possible impact of the urban infrastructure object being constructed (this stage is necessary when the tunnel is located in urban development conditions).

2 Materials and Methods The proposed engineering assessment method of a transport tunnel technical condition with a long service life is based on modern ideas of the underground structures mechanics about the interaction of the lining and the surrounding mountain range as elements of a single geomechanical system “support-array”. The negative processes occurring in the rocks surrounding the tunnel are taken into account, they have a significant impact on the residual life of the lining and the period of structure maintenance-free operation. In order to perform a qualitative and reliable predictive assessment, the methodology provides for the solution of the following scientific and technical tasks: 1. Experimental study of the actual tunnels condition with a long service life and statistical analysis of the data obtained. 2. Development and adjustment of an appropriate geomechanical model for specific mining and technical conditions, which provides for mathematical and computer

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modeling of changes in the stress-strain state of an underground structure during operation, taking into account geological, geochemical and geomechanical processes in the soil massif. 3. Quantitative and qualitative assessment of the stress-strain state and the residual loadbearing capacity of the tunnel lining with inhomogeneous strength and geometric parameters. As an object of research, the paper considers railway tunnels with a long service life located on the sections of the North Caucasus Railway on the Armavir-Tuapse, Crimean – Novorossiysk, Tuapse – Adler railway lines, as well as the Crimean Railway on the Simferopol – Sevastopol section. The initial information was obtained as a result of the existing archival data analysis and information available in the scientific literature [2, 3], as well as on the basis of conducted research processing at various sections in 22 railway tunnels [4]. At the same time, the field studies of the research included three main stages: 1 Preparatory and analytical. 2 Visual. 3 Instrumental. A continuous survey was carried out on a number of tunnels sections of the Crimea, for which there was no design documentation, as well as on sections where defects were visually identified that reduce the bearing capacity of underground structures. Thus, the performed studies made it possible to identify and analyze general patterns of changes in the actual strength of the tunnel lining. In general, it was found that in a monolithic concrete lining, there are significant fluctuations in the actual strength of concrete, both along the length of the tunnels and in each individual cross-sections. For the purpose of a deeper analysis, an array of data was formed on the values of the actual strength determined in the same section of the lining in the left and right walls. On its basis, the corresponding histograms of the strength distribution of the lining material are constructed and analyzed. The obtained results allowed us to establish that more than 60% of the studied cross-sections have a significant variation in the strength of concrete. Next, a comparison of the actual and design characteristics of the linings has been performed. The analysis of deviations revealed that the share of sections in which there is a decrease in the strength of the concrete lining with deviations is of 20% or more is 42%. The study of changes in the actual geometric dimensions of the tunnel linings crosssection was carried out according to the data obtained using laser scanning systems of the ERA diagnostic complex [1]. In order to determine the actual thickness of the linings, the instrument base of ultrasound tomography and geo-radar sounding was used. These tools made it possible to identify internal defects and inhomogeneities in underground structures. Based on the results of processing the obtained field data, an array of the actual thickness values of the lining was formed, the analysis of which allowed us to establish that 88% of the studied tunnel sections are characterized by a thickness greater

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than the designed one. This circumstance has a positive effect on the residual loadbearing capacity of structures. At the same time, significant deviations in the thickness of structures in the smaller direction were revealed on 2.0% of the studied sections. During the visual and instrumental inspection of the tunnels, other defects of the lining were identified and analyzed, which cannot be subjected to simple statistical processing. In this regard, the identified defects were divided into two groups according to the predominant influence that they have on the performance of the underground structure: – defects that reduce the load-bearing capacity of the structure. – defects that negatively affect the water resistance of the lining. In order to obtain a qualitative overview of the tunnels technical condition at the first stage, all defects are structured according to the categories of criticality: A – high risk. It is necessary to implement special measures to ensure the safe operation of the facility (emergency mode). B – significant risk. It is necessary to implement certain measures to ensure the safe operation of the object (the mode of controlled operation during major repairs or reconstruction). C – essential risk. It is necessary to implement some measures to ensure the safe operation of the object (speed limit mode, etc.). D – insignificant risk. Taking measures to ensure safe operation is not required. In accordance with the proposed methodology, at the first stage, the relative integral assessment of the surveyed tunnels technical condition is determined based on the results of the consolidated classification of the identified lining defects:     kA A + kB B + kC C + kD D (1) TC0 = 0, 01L where k i is the defect ranking coefficient [6]; L is the tunnel length. The analysis of defects with the use of criterion (1) can be performed both for the structures of the main tunnel lining, and for auxiliary facilities: galleries, cross passages, chambers, etc., as well as a soil massif. Thus, the parameter TC0, determined for 14 of the 22 analyzed geomechanical situations associated with the tunnels under investigation, allowed us to establish that its values vary in the range from 12.46 to 23.18 with an average value of 17.81. This allowed us to conclude with a sufficient degree of reliability about the negative manifestations of geomechanical processes occurring in the lining, which worsen the technical condition of the tunnels. It should be noted that the main disadvantage of the primary assessment using criterion (1) is the inability to take into account the total impact of various types of defects on the actual load-bearing capacity of the lining at a particular section. In turn, this does not allow to identify the most dangerous sections and timely implement measures to ensure the safe operation of the structure. In addition, it should also be considered that,

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apart to defects, the state of the surrounding soil mass and the earth’s surface can have a significant impact on the actual stress-strain state of the lining. In this regard, the authors have proposed a series of geomechanical models that allow assessing the redistribution of stresses and forces in an underground structure, taking into account the revealed defects of the lining and the negative geological and hydrogeological processes occurring in the array, associated with a decrease in the deformation and strength characteristics of rocks, the formation of suffusion zones, stratifications and voids. The developed models allow us to take into consideration the main factors affecting the stress-strain state of the structure – the features of lining mutual deformation and the rock mass as well as individual rock layers; fracturing and disturbance of rocks; – changes in the geometric parameters of the tunnel lining, its strength and rigidity, the influence of closely located underground workings; – the history of loading the lining during operation and the nature of rock mass deformation. In order to implement the formulated calculation principles, a number of geomechanics plane and spatial problems are considered, both in linear and nonlinear, including elastic plastic formulations. As an illustration, Fig. 1 shows a generalized computational model of the tunnel lining in a flat linear formulation, used to account for progressive changes in the geometric parameters of the structure during operation.

Fig. 1. The calculation model of the tunnel lining used to account for the progressive changes in the geometric parameters of the structure during a long service life.

Here, an infinite medium S0 , whose deformation properties are characterized by the average values of the deformation modulus E0 and the Poisson’s ratio ν0 models an array

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of rocks. A non-circular ring S1 with a variable thickness along the perimeter, made of another material with appropriate deformation characteristics E1 ν1 , models the lining of the tunnel. The shape and geometric parameters of the lining are set based on the processing of data from full-scale measurements in the tunnel (the dotted line shows the design internal contour of the structure cross-section). (0)(0) (0)(0) , σy , the main axes The medium S0 is loaded with an initial stress field σx of which generally do not coincide with the vertical and horizontal and have an angle of inclination α. The parameters of the initial stress field are determined by the rock pressure manifestations analysis results. The medium (array) S0 and the ring (lining) S1 are deformed together, that is, the conditions of continuity of displacements and total stresses are recorded on the contact line L0 . In case of a linear formulation without taking into account the cavities formed in the lining due to corrosion, leaching, as well as destruction processes, the task is solved analytically. For this purpose, the corresponding calculation method [5], developed at the Tula State University, is used. In more complex geomechanical situations, when the use of analytical solutions does not allow adequately modeling the features of an underground structure static operation, and when it is necessary to consider spatial models, the finite element method is used, implemented with the help of modern software systems. Currently, the MIDAS GTS NX software program has been widely used in conducting geotechnical calculations, which allows for comprehensive accounting of the factors considered above. Therefore, this software product is accepted as the main modeling tool. Figure 2 below shows a fragment of a typical spatial model implemented by the numerical method.

Fig. 2. A fragment of the spatial model of the lining with isofields of the main stresses.

In the process of considering the inhomogeneity of the lining and the mountain massif surrounding the tunnel, a significant simplification of the solution is achieved by combining finite element modeling using the Monte Carlo method and having received sufficient approbation in foreign studies [6–11] when assessing the reliability of various functional purposes building structures by the method of reducing the elastic modulus (EMRM – elastic modulus reduction method). At the same time, the EMRM method, being relatively simple and very effective from the practical implementation point of view, is also applicable for the analysis of large geomechanical systems [11]. In the

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process of computer modeling, a control strategy is implemented at each step of each element elastic modulus iteration being under consideration, based on the principle of strain energy conservation in combination with the method of linear elastic finite elements:  q A , (2) Ek+1 = Ek B where E k , E k+1 are the initial elastic modulus, respectively, at the k-th and k + 1-th iteration steps; q is a coefficient that takes into account the rate of concrete degradation, which varies in the range from 1.0 to 3.0; parameters A, B are assumed to be equal to the lining reliability index, respectively, at the k + 1 – th iteration step and with design parameters [12–15].

3 Results An example of a computational experiment results is shown in Fig. 3. The values of the reliability indices before iterations correspond to the picture of the stress-strain state (SST) of the lining with a local internal defect. A similar distribution after iterations allows us to assess the overall reliability of the system.

Fig. 3. Results of a computational experiment.

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4 Discussion In accordance with the proposed method, the intensity of the reduction in the resource of the tunnel lining bearing capacity is determined from the expression: ψ=

nrel,n − nrel,cr nrel,0 − nrel,cr

(3)

where nrel,n , nrel,cr , nrel,0 – accordingly, the reserves of bearing capacity at the time of work during destruction and design. For tunnels sections in which a sample survey was carried out, or in cases where, for various reasons, a comprehensive study of the properties of tunnel structures and the surrounding soil mass is impossible, modeling is performed using a combination of finite element methods, such as Monte Carlo and elastic modulus reduction (EMRM). At the same time, in order to assess the reduction in the resource of the structure bearing capacity, a similar parameter is introduced: ψ=

βn − βcr β0 − βcr

(4)

where βn , βcr , β0 are reliability indices, respectively, at the time of work, during destruction and design. Additionally, the physical wear of the lining is evaluated using the criterion U (t) = eλ(t−T ) − 1

(5)

where U (t) is the wear in fractions of the bearing capacity at time t; λ is the indicator of the wear intensity (it is in the range of 0.008–0.012); T is the initial period of operation when there is no wear; t is the current time from the start of operation (in years); tkr is the period corresponding to critical wear. As a result, the remaining service life of the object under consideration is determined before the restoration or major repairs are carried out: T = tkr − t

(6)

here tkr – the period of tunnel lining operation before the transition to a state of critical wear, determined from the expression tkr =

ln(Ukr + 1) +T λ

(7)

where Ukr is the critical wear, at which operation stops. The evaluation of the remaining operational life of the tunnel is carried out using the criterion: T=

k λ

(8)

where k is the coefficient assumed to be equal to: 0.16 – when determining the resource before the reconstruction of the tunnel; 0.22 – when determining the resource before the emergency condition of the tunnel.

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5 Conclusions The method given in this paper is used in the survey of the section drainage tunnel on the Simferopol – Sevastopol railway. Based on the results of the performed studies, a number of recommendations for the reconstruction of the surveyed tunnel have been developed. In order to obtain the most accurate results of assessing the technical condition of the tunnel in the most difficult sections, it is also recommended to conduct studies of tunnel structures and the surrounding massif using modern geophysical methods [16].

References 1. Pleshko, M.S., Pleshko, M.V., Voynov, I.V.: Assessment of the technical condition of railway tunnels with a long service life. Min. Inf. Anal. Bull. (Scientific and Technical Journal). 1, 34–40 (2018). https://doi.org/10.25018/0236-1493-2018-1-0-34-40 2. Lebedev, M.: Automated systems as a part of geotechnical monitoring in construction and operation of transport tunnels. Procedia Eng. 448–454 (2016). https://doi.org/10.1016/j.pro eng.2016.11.719 3. Lebedev, M.O.: Ensuring safety during the construction of a double-track subway tunnel in Quaternary sediments. Min. Inf. Anal. Bull. (Scientific and Technical Journal). 3, 88–96 (2019). https://doi.org/10.25018/0236-1493-2019-03-0-88-96 4. Pleshko, M., Voynov, I., Revyakin, A.: Assessment of the impact of railway tunnel lining defects with a long working lifespan on its carrying capacity. MATEC Web Conf. 106, 05004 (2017). https://doi.org/10.1051/matecconf/201710605004 5. Antsiferov, S.V., Sammal, A.S., Deev, P.V.: Stress state estimation in multilayer support of vertical shafts, considering off-design cross-sectional deformation. IOP Conf. Ser.: Earth Environ. Sci. 134(1), 012001 (2018). https://doi.org/10.1088/1755-1315/134/1/012001 6. Daller, J., Žibert, M., Exinger, C., Lah, M.: Implementation of BIM in the tunnel design – Engineering consultant’s aspect. Geomechanics and Tunnelling 9, 674–683 (2016) 7. Wang, J., Hao, X., Gao, X.: The application of BIM technology in the construction of Hangzhou Zizhi tunnel. In: 3rd International Conference on Mechatronics, Robotics and Automation, vol. 4, pp. 195–204 (2015). https://doi.org/10.2991/icmra-15.2015.40 8. Jian-ping, Z., Ding, L., Jia-rui, L.: Application of BIM in engineering construction. Const. Technol. 41(371), 10–14 (2012) 9. You-quan, X., Liu Xin, L.: Study on flat organization structure of the large construction projects based on BIM. J. Eng. Manag. 27(1), 44–47 (2013) 10. Heikkilä, R., Kaaranka, A., Makkonen, T.: Information modelling based tunnel design and construction process. In: The 31st International Symposium on Automation and Robotics in Construction and Mining. pp. 672–675 (2014) 11. Shen, X., Lu, M., Mao, S., Wu, X.: Integrated Approach to Machine Guidance and Operations Monitoring in Tunnel Construction The 31st International Symposium on Automation and Robotics in Construction and Mining, pp. 103–109 (2014) 12. Adibi-Asl, R., Fanous, I.F.Z., Seshadri, R.: Elastic modulus adjustment procedures. Improved convergence schemes. Int. J. Press. Vessels Pip. 83, 154–160 (2006) 13. Adibi-Asl, R., Seshadri, R.: Local limit-load analysis using the mβ method. J. Pressure Vessel Technol. 129, 296–305 (2006). https://doi.org/10.1115/1.2716434 14. Bilotta, A., Leonetti, L., Garcea, G.: An algorithm for incremental elastoplastic analysis using equality constrained sequential quadratic programming. Comput. Struct. 102–103, 97–107 (2012). https://doi.org/10.1016/j.compstruc.2012.03.004

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15. Duan, Q.H., Guo, Y.Q., Zeng, D.D., Luo, Y.J.: Limit analyisis of frame structure based on the elastic modulus reduction method. Appl. Mech. Mater. Trans. Tech. Publ. 578–579, 950–953 (2014). https://doi.org/10.4028/www.scientific.net/AMM.578-579.950 16. Meskhi, B., Pleshko, M., Buligin, Y., Alexeenko, L., Molev, M.: Ensuring safe operation and assessing the condition underground structures by the method of acoustic resonance flaw detection. IOP Conf. Ser.: Earth Environ. Sci. 90(1), 012217 (2017). https://doi.org/10.1088/ 1755-1315/90/1/012217

Comparative Analysis of Methods for Calculating the Load Capacity of a Metal Bridge Span Igor Martynyuk , Oleg Popov , Maxim Yashchuk(B) and Anastasia Opatskikh

,

Rostov State Transport University, Rostovskogo Strelkovogo Polka Narodnogo Opolcheniya Square, 2, 344038 Rostov-on-Don, Russia

Abstract. Goals. To analyze the comparison of methods for calculating the load capacity of metal span structures. Research methods. Metal span structures designed for loads at the beginning of the 20th century was used as a calculation model. The results of the study. Analysis of the comparison of the assessment of the load capacity of metal bridge spans according to regulatory documents and with the help of modern software. Calculations using the example of a single span structure, it is shown that, despite the proximity of the results, some elements are estimated by the calculated method with a significant revaluation. Conclusions. The analysis revealed that the importance of an accurate assessment of the loadlifting capacity is associated with the accuracy of the assessment of the probability of failure and, consequently, with the safety of train traffic. Keywords: Destruction of samples · Railway bridge · Welded span · Fatigue crack · Finite element method · Residual stresses · Reinforcement

1 Introduction The current period is characterized by a movement in the direction of automation and digitalization of the parameters of infrastructure structures that characterize the safety of their operation. Significant progress was achieved in assessing the pre-failure states of the upper structure of the path, the risk of operation on a particular section, and the development of algorithms for such an assessment [1–8]. For interval assessments, a technical tool is used –the “risk matrix”, which also required some development [9, 10]. As for the assessment of the risks of bridge operation, the success here is noticeably more modest. This is due to a very large number of factors, first of all, with the significant complexity and high cost of medium and long superstructures (from 25 m). The cost of span structures, as a rule, is one and a half orders of magnitude higher than the cost of a path of the same length. In this regard, the assessment of the possibility of operation, recommendations for repair, replacement of the superstructure is made by a group of experts specialized in this topic, and the question of automation of solutions moves to a very distant future. © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 529–537, 2022. https://doi.org/10.1007/978-3-030-96383-5_59

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2 Research Methods The operated railway bridge over the Psezuapse River began to be built in 1916. The span structures were manufactured and installed in 1927. They were projected according to the design standards of 1925. The installed superstructures of the split system, with a length of each of them equal to 55.0 m. The superstructures are made in the form of through trusses with a triangular lattice with a polygonal upper belt with additional racks and movment by a lower one. The trusses of span structure consists of 10 panels, the panel length is 5.5 m. The bridge bed is on without ballast reinforced concrete slabs, with two sidewalks with a flooring of reinforced concrete slabs. The diagram of the span structure is shown in Fig. 1.

Fig. 1. Diagram of the span structure with a length of 55.0 m.

According to the results of the survey (checking the technical condition and current maintenance of the bridge), a number of defects and malfunctions were identified, including those shown in Fig. 2. An explanation of defects and malfunctions is provided below: – Corrosion in the rhombus shape overlay (t = 50%), weakening from corrosion in the node (Fig. 2a); – Reduction of the thickness of the metal in the rhombus shape overlay, under the influence of corrosion (Fig. 2b); – Corrosion destruction of the shape plate of the upper longitudinal connections between the longitudinal beams of the roadway (Fig. 2c); – Corrosion destruction of the shape plate between the longitudinal beams of the roadway with the formation of a crack in the shape (Fig. 2d); – Destruction of the diagonal of the links (Fig. 2e); – Corrosion between the shape plates of the support node (Fig. 2f). It is also be noted that in the course of the conducted survey, one of the goals of the survey was to collect full-scale data for the subsequent classification of the metal superstructure, taking into account the revealed defects. During the survey, defects formed in all structural elements of the bridge were recorded. Then a certain category was assigned to each defect. Most of them were belong to the highest 3 category. The above-mentioned defects and malfunctions significantly affect the reduction of the load-lifting capacity of metal superstructures, this problem is the justification for a comparative analysis of the methods for calculating the load capacity.

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Fig. 2. The main defects of the superstructure affecting the reduction of load capacity: a) corrosion in the node; b) corrosion in the rhombus shape overlay; c) corrosion of the upper longitudinal links; d) crack in the shape; e) separation of the connection diagonal; f) corrosion between the shapes.

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One of the means of assessing the risk components of further operation of bridges is the assessment of the probability of bridge failure under circulating loads. Naturally, the more accurate the probability estimation is, the more precisely the parameters of the limit states and classes are calculated, which shows the need to use calculation methods based on modern software. The calculation data are given below and the results of calculating the load capacity are compared with results, obtained using the Manual (based on plane models) and a set of programs based on it and using a finite element spatial model. The theoretical basis of mathematical modeling of the research calculations is given in [11–15]. Calculation of the load capacity of the metal superstructures of the bridge (across the Psezuapse River) with the help of modern software. The spatial scheme of the superstructure, together with the loading scheme, is shown in Fig. 3. Vertical arrows-concentrated forces at the points of contact of the wheels with the rails (the load of the locomotive), green indicates the distributed load (from the cars).

Fig. 3. The scheme of the worst load application when calculating the load capacity class of the element H1-2 and P0-1. On the left-a rigid seal, on the right-a hinge.

The following data were also used for the calculation model. The design of the roadway: there are no breaks in the longitudinal beams and there are no brake connections. The material is cast iron smelted after 1906. The weight of the bridge roadway bed is 1.9 t/m. The main calculated material resistance is −190.0 MPa. The using model of the material is linear-elastic. Figure 1 shows the scheme of the calculation model of truss. Table 1 shows the diagrams of the main elements of the superstructure. The model of the superstructure was formed in a specialized PC “LIRA”. In addition to the main trusses connected by struts and longitudinal ties, the spatial rod model includes longitudinal and cross beams of the bridge roadbed. The diagonal longitudinal ties of the lower belt, as well as the diagonal longitudinal ties of the upper belt, are taken into account. The longitudinal connections of the beams of the bridge roadbed, portal connections were not taken into account. Hinge-fixed and support-movable parts were modeled in the support nodes. The parameters of the sections of the main elements of the bridge are taken in accordance with the survey data. The highest equivalent voltage for each main element was determined, then, according to the formula (1 and 2), the class of the element was calculated: Kn =

R − σp (1 + μ0 )σH 1

(1)

Comparative Analysis of Methods for Calculating the Load Capacity Table 1. Sections of the main elements of the superstructure.

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Ky =

R − σpy (1 + μ0 )σH 1y

(2)

where Kp , Ky are the strength and stability classes, respectively, σp is the maximum main stress from constant loads, σn1 is the maximum main stress from an equivalent unit load, σn1y is the maximum main stress from an equivalent unit load when solving the stability problem, 1 + μ0 – coefficient of dynamics.

3 Research Results The results of the strength class calculations are shown in Table 2, and the data of the stability calculations are shown in Table 2. The results of the comparison of the performed calculations based on the spatial model with the calculations based on the “Manual” show that in some cases the loadcarrying strength class calculated according to the Manual is determined with a significant error “not in the reserve of lifting capacity” (elements H1-2, P0-1, P2-3, P3-4). The error reaches 40%. Some elements of the lower belt and braces have a small margin of strength, for example, H3-4, P4-5 (Table 3). Table 2. Results of calculations of strength classes. Type of element

Class, when calculating was done according to the spatial scheme

A class on the “Manual”

% Deviation

H 1-2

11.03

12.78

−13.72

H 3-4

11.31

10.86

4.16

H4-5

11.99

12.07

−0.67

B2 -3

12.66

12.47

1.51

B4 -5

10.91

11.57

−5.71

P 0-1

10.65

18.12

−41.20

P1 -2

9.40

11.65

−19.34

P2-3

12.45

13.61

−8.56

P3 -4

10.70

13.20

−18.94

P4-5

16.98

15.08

12.59

C5 -5

12.90

11.77

9.62

The stability classes calculated on the basis of the stresses obtained using the spatial model show that the classes “according to the Manual” have a certain margin, with the exception of P3-4, where there is a significant error in the calculation - “not in the load capacity margin”.

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Table 3. Results of calculations of stability classes. Type of element

Class, when calculating was done according to the spatial scheme

A class on the “Manual”

% Deviation

B2 -3

15.22

13.48

12.91

B4 -5

15.15

13.45

12.67

P 0-1

23.45

18.29

28.23

P1 -2

11.01

P2-3

13.80

12.64

9.21

P3 -4

10.19

22.82

−55.35

P4-5

12.60

12.18

3.45

The elimination of significant errors in determining the load capacity classes based on the calculations of three-dimensional models will significantly clarify the probabilities and risks of sudden failures of the main elements of bridge structures. The need to calculate such probabilities and risks is connected, among other things, with the development by the scientific departments of JSC “Russian Railways” of a package of regulatory documents of the industry concept “Resource Management, risks and reliability at the stages of the life cycle” (URRAN). In addition, the use of updated load capacity estimates will allow us to more correctly solve the problems of optimizing the costs of strengthening superstructures in accordance with modern requirements for preparing infrastructure for heavy and high-speed traffic, to check the validity of existing warnings on limiting the speed of trains.

4 Research and Discussion On a specific bridge over the river Psezuapse, the Tuapse-Veseloe section of the North Caucasus railway, the calculations of the probability of failure of a sudden failure show a sufficient margin of safety of the superstructure for the next 15–20 years, while maintaining the level of circulating loads and subject to the passage of 300 tones transporters with a speed limit of 5 km (without dynamics). The calculations performed using modern software showed that the greatest risk in the operation of the bridge is associated with a decrease in the resource of such elements as the longitudinal and transverse beams of the bridge floor, while other main elements of the trusses have a sufficient load capacity. Thus, the recommendation for the replacement of the entire superstructure, made according to the results of the survey, can be replaced by a recommendation for repair, the main content of which will be strengthening, lifting repair or replacement of the longitudinal and transverse beams of the bridge roadbed. It is also worth noting that in the conditions of the development of heavy cargo traffic, in order to increase the level of reliability and safety of the operation of complex technical objects – railway bridges, it is necessary to pay special attention to their elements that most respond to an increase in the time load. These are metal superstructures consisting

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of rivet connections. In the current situation, only an integrated approach based on the use of innovative technologies at all stages of the life cycle: design; manufacturing at the factory; supervision, current maintenance, repair and overhaul during operation-will be able to solve the issue of correctly calculating the load capacity of metal spans of railway bridges.

References 1. Bokarev, S.A., Efimov, S.V.: Experimental and theoretical study of the operation of longitudinal sidewalls in reinforced concrete superstructures. In: AIP Conference Proceedings Proceedings of the XIV International Conference of Students and Young Scientists, vol. 1899, 060004. (2017) https://doi.org/10.1063/1.5009875 2. Bokarev, S.A., Zhunev, K.O., Usol’tsev, A.M.: Stress-strain behavior of welded joints in railway girders. Mag. Civ. Eng. 8(84), 119–129 (2018). https://doi.org/10.18720/MCE.84.12 3. Diachenko, L., Benin, A., Diachenko, A.: Design of dynamic parameters for simple beam bridges on high-speed railways. IOP Con. Ser.: Mater. Sci. Eng. 463, 022048 (2018). https:// doi.org/10.1088/1757-899X/463/2/022048 4. Popovic, Z., Manakov, A., Breskich, V. (eds.): TransSiberia 2019. AISC, vol. 1116. Springer, Cham (2020). https://doi.org/10.1007/978-3-030-37919-3 5. Chernykh, V.K., Ovchinnikov, I.I.: Bearing capacity and life time of multielement structures exposed to corrosive wear. IOP Conf. Ser.: Mater. Sci. Eng. 451, 012062 (2017). https://doi. org/10.1088/1757-899X/451/1/012062 6. Bykova, N., Yashnov, A., Semenov, R.: System approach to operating transport structures geodynamic safety estimation. MATEC Web Conf. 265, 02004 (2019). https://doi.org/10. 1051/matecconf/201926502004 7. Kurbatskiy, E.N., Telyatnikova, N.A., Thang, N.N.: Study on using laboratory model to research for bearing capacity of soft ground improved by deep cement mixing columns due to embankment load with different montmorillonite contents. In: International Conference “Quality Management, Transport and Information Security, Information Technologies”, pp. 121–127 (2018). https://doi.org/10.1109/ITMQIS.2018.8525125 8. Bureev, A., Ovchinnikov, I.: The bridge design of tensegrity structures using parametric analysis. In: Dolinina, O., et al. (eds.) ICIT 2020. SSDC, vol. 337, pp. 350–366. Springer, Cham (2021). https://doi.org/10.1007/978-3-030-65283-8_29 9. Chizhov, S.V., Smirnov, V.N.: Approximated methods of estimation of the reliability of framed railway structures of railway bridges. Mag. Civ. Eng. 7(75), 150–160 (2017). https://doi.org/ 10.18720/MCE.75.15 10. Diachenko, L., Benin, A., Smirnov, V. Rating of dynamic coefficient for simple beam bridge design on high-speed railways. Civil Environ. Eng. 37–43 (2018) https://doi.org/10.2478/cee2018-0005 11. Yashchuk, M., Smerdov, D.N.: Reinforced concrete elements strengthened by pre-stressed fibre-reinforced polymer (FRP). Transp. Res. Procedia 54, 157–165 (2021). https://doi.org/ 10.1016/j.trpro.2021.02.060 12. Kolesnikov, V.I., Vereskun, V.D., Popov, O.N.: Technologies for improving the wear resistance of heavily loaded tribosystems and their monitoring. J. Frict. Wear 41, 169–173 (2020). https:// doi.org/10.3103/S1068366620020051 13. Kolesnikov, V.I., Vereskun, V.D., Popov, O.N.: Application of the acoustic emission method in problems of vehicle diagnostics. J. Phys.: Conf. Ser. 1336, 012006 (2020). https://doi.org/ 10.1088/1742-6596/1636/1/012006

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14. Opatskikh, A.N., Solop, S.A.: Hydrodynamic calculation of a thrust bearing with an adapted profile. Russ. Eng. Res. 39, 650–655 (2019). https://doi.org/10.3103/S1068798X19080124 15. Smerdov, D.N., Klementyev, A.O.: Indicators of reliability of artificial structures with elements made of polymer composite materials at all stages of their life cycle on the basis of risk assessment. Transp. Res. Procedia 20, 624–629 (2017). https://doi.org/10.1016/j.trpro.2017. 01.101

Stress State Assessment of the Rails Switches Under the Influence of Truck with the Axial Load 245 kN Sergey Kosenko1

, Ivan Bondar2(B) , Mikhail Kvashnin2 and Alexey Revyakin3

,

1 Siberian Transport University, Dusi Kovalchuk 191, 630049 Novosibirsk, Russia 2 Satbayev University, Satbayev Street 22, 050013 Almaty, Kazakhstan 3 Rostov State Transport University, Rostovskogo Strelkovogo Polka Narodnogo Opolcheniya

Sq. 2, 344038 Rostov-on-Don, Russia

Abstract. Increased axial loads from rolling stock on the track and increased train speeds necessitate the evaluation of the stress state of the track on the operational characteristics of its elements. The purpose of this work is to study the stress state of the base and the rail web of the transfer curve and speed mode to ensure the possibility of passing rolling stock with increased axial loads on the switches. The paper presents the results of stress measurements of a transfer curve rail obtained during tests of a turnout with a 1/11 grade cross under the influence of freight cars with 230 and 245 kN axle loading. The results of edge stresses measurements in the rail sole and stresses in the rail neck were obtained using strain gauge hardware and software complex (SGHSC). The analysis of the obtained results showed that the increase of axial load from the rolling stock by 15 kN, or 6%, leads to the increase of stresses throughout the cross-section of the rail. The obtained dependences of edge stresses and stresses in the rail neck on the speed of rolling stock with typical and increased axial loads should be used in the design of elements of turnouts for heavy-weight traffic. This will increase the service life of switches and the capacity of the main and station tracks. Keywords: Switch · Dynamic tests · Stress state · Heavy traffic

1 Introduction The annually growing volume of traffic on the main lines of the open joint-stock company “Russian Railways” necessitates the search for additional solutions to increase the carrying capacity and throughput of existing railway lines [1], as well as the design of new lines and second tracks [2]. The reserves for increasing carrying capacity are an increase in train speeds [3, 4] with the improvement of the track plan and profile and the development of track infrastructure [5, 6]. The reserves for increasing carrying capacity are an increase in the carrying capacity of cars and axle loads and strengthening track design [7, 8], as well as an increase in the number of cars and train length [9]. When selecting track structures [10], as well as when designing station development on the © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 538–546, 2022. https://doi.org/10.1007/978-3-030-96383-5_60

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main heavy-duty directions [2], additional studies of the stress state of track elements and switches are required [11–13]. Construction and commissioning of track with heavy rails P65, P75 and P65Sh on reinforced concrete sleepers leads to both strengthening of the track and increasing its vertical and transverse stiffness. Increased stiffness of railroad track, including at switches [14], contributes to the impact of unevenness on rolling stock wheels [15–17] and rails on deformation of track elements and forces of interaction between track and rolling stock [18, 19]. Settlements of heavy track with reinforced concrete sleepers are more significant than the settlements of light track with wooden sleepers that have greater elasticity. But with wooden sleepers, the reliability of track construction is not sufficient and the inter-repair period is significantly shorter, especially in regions with difficult climatic conditions [2–4]. In these conditions, it is necessary to carry out the measures to improve traction rolling stock [19] and to strengthen the subgrade [19], and the general development of transport infrastructure [20], and transport and logistics services [21, 22]. Rail strength is characterized by edge stresses at the base of the rail. The values of edge stresses determine the vertical and lateral forces occurring in rails under the influence of trains [23, 24]. It is assumed that the lateral forces are determined by the half-difference of edge stresses, and the vertical forces are determined by the half-sum [14]. This paper gives the results of determination of stresses in the neck and foot (edge stresses) of a rail of a transfer curve during movement of freight gondola cars with bogies 19–9920 (static axial load 245 kN) and 12–9941 (static axial load 230 kN). Tests were conducted on the road section of the main line of Almaty-Shu with a turnout with a cross of mark 1/11.Records were grouped by speed and the various processes. Arrays of data were obtained for each process characterizing the impact on the track of each wheel pair separately as a function of speed. The obtained data arrays were subjected to statistical processing. Numerous experimental studies show that the variation series of stresses in the bottom edges of the bottom of the rail, arising when passing over the rail of the experimental rolling stock, subject to the normal law or the generalized normal law. For the obtained set of values, the maximum probable values of the value are determined with a probability of 0.994.

2 Research Methods To determine the stresses and forces (efforts) from the movable temporary vertical load, the authors used strain gauge method of measuring deformations. The magnitude of the beam deformation of equal resistance was determined by the known formula of resistance of materials: ε=

6Pl , Eδ 2 b

(1)

where P is the concentrated force acting on the end of the cantilever, l is the distance from the force application point P to any arbitrary cross section, b is a section width, δ is beam thickness, E is the elasticity modulus of the beam material.

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Strain-sensitivity coefficient for the used set of strain gauges Sg = 2.09, was set in the basic settings of the recording device. After the bridge circuit was connected to the module, the measuring bridge was balanced and the instrument indicator was set to the zero position. The load was created by weights, which were imposed on a kettlebell suspended on the free end of the beam. The weights were selected so that the reference deformations calculated according to formula (3) were 100, 200, 500, 1000 µm/m. The proportionality coefficient was calculated from the expression: CP =

εcal . dr

(2)

During the calibration it was found that the system has a linear coefficient of overall sensitivity in the range of strain measurement from 100 to 1000 µm/m, in this range the proportionality factor CP = 2000. When starting the deformation control system at the object, the installed measuring bridges are balanced for each module used (setting the instrument indicators to zero position). Calculation of measured tensile and compressive strains εN arising from the passage of the rolling stock from the temporary vertical load during monitoring is performed by the following formula: εN = dr Cp = 2000 · dr , [εN ] = [μm/m]

(3)

Calculation of tensile-compressive stresses σN , arising during the rolling stock passage from the temporary vertical load, is performed according to the values of deformations measured in this way εN according to Hooke’s law: σN =

εN E , [σN ] = [MPa] 1000000

(4)

where E is the Young’s modulus of rail steel [E] = [MPa]. The modulus of elasticity in the calculation of stresses is taken equal to 210000 MPa. In this work, the Japanese strain gauges PFL-10-11 on a metal substrate for long-term measurements on steel base 10 mm, resistance 120  were used as primary transducers.

3 Study Results Figure 1 shows the installation diagram of strain gauges on the track section of the main line Almaty-Shu with a turnout with a crossing grade 1/11, and shows the scheme of installation strain gauges on the rail P65 turnout curve turnout. The circle and the square show the sections, the stress state of which is considered in this paper.

Stress State Assessment of the Rails Switches Under the Influence

Shu

Almaty

541

1 – at the top on the outer web of the rail, above the sleeper; 2 – at the top on the outer rail web in the center of the inter-e box; 3 – at the boom on the outer rail web in the center of the sleeper box; 4 – on the outer boom of the rail in the center of the sleeper box; 5 – on the inner rail sole in the center of the sleeper box

Fig. 1. Scheme of installing strain gauges on the track section of the main line Almaty-Shu and the scheme of strain gauge installation on the P65 rail of the translation curve of a switch with a – lateral at the rail crown and 1/11 grade cross: – lateral at the rail crown on the sleeper; on the rail bottom in the inter-tie box

Figure 2 shows the experimental train: from electric locomotive VL80s, empty and loaded freight gondola cars 19–9920, loaded and empty freight gondola cars 12–9941, diesel locomotive CKD6e-2108. Passage of the experimental train along the track section with a switch was carried out by the method of “shuttle”. The tests were controlled from the cabs of the electric locomotive and diesel locomotive drivers.

Fig. 2. Schematic diagram of experimental composition.

In Fig. 3, as an example, the fragments of oscillograms obtained in the measuring section at the points with installed strain gauges during the passage of the experimental composition are shown. From the oscillograms shown in Fig. 3, it can be seen that they differ both in quantitative values and in nature. It is especially evident in the oscillogram of stresses in the lower outer part of the rail web in the center of the inter-tie box (Fig. 3). Significant sign-variable stresses are fixed in this point of the rail, characterizing bending deformations arising in this point. In addition, there is a dependence of stress values not only on the location of strain gauge, but also on the axial load of the rolling stock bogie, as well as on the location of wheel pairs when passing in the direct (along the hairline direction of the switch) and reverse (counter hairline) direction.

S. Kosenko et al.

Stress, MPa

542

Time, sec Fig. 3. Fragment of the oscillogram of stresses, 3 - strain gauge is installed in the lower outer part of the rail neck in the center of the inter-sleeper box, the direction of motion in Shu.

4 Results Discussion Figure 4 shows the measurement results of the maximum stresses of the switcher curve rail, obtained during the tests of the turnout with a cross of grade 1/11 impact of freight cars with an axle load of 230 and 245 kN. Figure 4 shows that the maximum stresses on the outer edge of the rail sole in the center of the sleeper box, arising when a bogie wagon 19–9920 (245 kN) passed in a straight run, are 6% higher than the maximum stresses on the outer edge of the rail sole in the center of the sleeper box, arising when a gondola wagon 12–9941 (230 kN) passed. It is characteristic that the difference between the axle loads of these bogies is also 6%. At the reverse (anti-sleeper) passage of the experimental train with the same speed, the difference between the stresses was 2%. On the inner edge of the rail sole in the center of sleeper box at movement direction to Almaty (straight running in crossing direction) with a diesel locomotive CKD6e-2108 in the head of the train, the difference between the stresses from the impact of semi-trucks 19–9920 (245 kN) and 12–9941 (230 kN) was 37%. And at the direction of movement to Shu (backward movement in the counter direction) with the electric locomotive VL80s in the head of the train 7%. A completely different picture was observed at the rail neck. Tensions in the top external part of the rail web above the sleeper arising at the passage of cart car 19–9920 (245 kN) in a straight course exceeded the maximum tensions arising at the passage of cart car 12–9941 (230 kN) by 11%. At reverse passage of the experimental train with electric locomotive VL80s in the head at the same speed, the difference between the stresses was 3%. Stresses in the upper outer part of rail neck in the center of sleeper box arising at passing of bogie of semi-truck 19–9920 (245 kN) in straight running exceeded the maximum stresses arising at passing of bogie of semi-truck 12–9941 (230 kN) by 9%. At reverse passage of experimental train with the same speed the difference between the stresses was 11%. The study showed that in the translation curve of the turnout with a

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Stress, MPa

а)

Travel speed, km/h

Stress, MPa

b)

Travel speed, km/h – on the outer edge of the rail sole in the center of the inter-tie box, when traveling to Almaty; – on the outer edge of the rail sole in the center of the sleeper box, when moving to Shu; – on the inner edge of the rail sole in the center of the sleeper box, when traveling to Almaty; – on the inner edge of the rail sole in the center of the sleeper box, when moving to Shu

Fig. 4. Maximum stresses from the impact of freight bogie trucks: (a) 19–9920 – 245 kN; (b) 12–9941 – 230 kN

cross of grade 1/11 at a speed of 40 km/h, stresses were recorded close to the permissible values. In this regard, it is recommended either to limit the permissible speed of traffic on the switches with a cross of mark 1/11 in the lateral direction to a speed of 40 km/h. Or reinforce the structural elements of the turnouts when it is necessary to organize the movement on the side track at a speed higher than 40 km/h.

5 Conclusions The analysis of experimental data showed that an increase in the axial load from the rolling stock by 15 kN, or 6%, leads to an increase: – Stresses in the outer edge of the bottom rail of the translation curve also by 6%, and in the inner edge - by 36%;

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– Stresses in the upper part of the outer rail web above the sleeper by 11%; – Stresses in the upper part of the outer rail web in the center of the inter-tie box by 34%; – Stresses in the lower part of the outer rail web in the center of the inter-tie box by 21%. The obtained dependences of edge stresses and stresses in the rail web on the speed of an experimental train can be used when establishing the permissible speed mode for switches with a cross of 1/11 grade rolling stock with an axle load of 245 kN. Taking into account prospective objectives of JSC “Russian Railways”, the trends of growth in speed, load and axle loads, point factories of the Russian Federation in the development of new and modernization of existing switches, as well as in the design of the element base for the new generation of point switches should consider the actual experimental data under conditions of increased axle loads. This will prolong the overhaul period of the main elements of switches and increase the movement speed on them. It is possible to increase the service life of switches up to 500 million tons of gross weight and ensure the ability to pass rolling stock with axial loads up to 27 tf by such technical solutions as: – application of additional tie strips in the transfer curve to ensure consistency of the track width in the arrow area; – reinforced pads with cushions; – roller devices; – elongated counter-rails with hardened working part; – equal rigid attachment of the cross-rail to the pads with SKL 12–32 clamps on both sides. Based on these prerequisites, a 1/11 P65 type point switch for heavy traffic of N01.001 project on reinforced concrete bar has been developed and is in pilot operation at the ZSDI. An important component of its design is complete interchangeability with the project 2750 points and the possibility to lay it on reinforced concrete beams of the same project. At that speed in straight direction is increased from 140 km/h to 160 km/h, in side direction – 50 km/h, (it is provided by cross beam brand).

References 1. Kosenko, S.A., Akimov, S.S.: Performance characteristics of differentially quenched rails. Mater. Civ. Eng. 75, 94–105 (2017). https://doi.org/10.18720/MCE.75.9 2. Akimov, S., Kosenko, S., Bogdanovich, S.: Stability of the supporting subgrade on the tracks with heavy train movement. In: Popovic, Z., Manakov, A., Breskich, V. (eds.) TransSiberia 2019. AISC, vol. 1116, pp. 228–236. Springer, Cham (2020). https://doi.org/10.1007/978-3030-37919-3_22

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The Problem of New Dangerous Goods on Rail and Other Transport Modes Vladimir Medvedev(B)

, Mikhail Surkov , Zakhar Oshchepkov , and Maxim Rublev

Siberian Transport University, 191 Dusi Kovalchuk Street, Novosibirsk 630049, Russian Federation

Abstract. This paper deals with the scientific and technical problem associated with the periodic inclusion of new dangerous goods by the Committee of Experts of the United Nations Economic and Social Council in Annex 1 to the Model Rules (list of dangerous goods allowed for carriage by the main transport modes). The analysis showed that there is no procedure for the automatic inclusion of new dangerous goods admitted (recommended) for transportation in international railway freight traffic into the national rules. This kind of procedure is not provided for in other modes of transport in Russia that carry out the corresponding transportation. The relevance of the work is also caused by the fact that there is no positive coordination of the efforts of specialists of various types of transport, which is necessary when organizing multimodal transport, and by other topical issues. The method of system analysis was used to improve the adaptation method of new dangerous goods and to determine the key conditions of transportation based on it. The concept of creating a unified national regulation on the safety of the handling dangerous goods sphere has been proposed. The scientific foundations of the methodology for assessing the effectiveness of the domestic system for regulating the conditions for the safe transportation of new dangerous goods by rail are presented, and an assessment of the prospects of its extension to other transport types is made. Keywords: Emergency cards · Railway transport · Classification code · Dangerous goods · Safety rules · Danger zone size · Russian railways

1 Introduction The material needs of modern society are very diverse and extensive. Modern man lives in a dynamically changing world, characterized by unprecedented flows of mat-ter, energy and information. To date, more than 6 million chemicals have been identified, synthesized and described. On the basis of a certain part of these substances of natural and artificial origin, estimat-ed at about 100 thousand, materials and products are created and involved in eco-nomic circulation. Every year, tens of thousands of new types of products appear in the world, almost all of which are included in the transportation system. © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 547–559, 2022. https://doi.org/10.1007/978-3-030-96383-5_61

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Of particular interest are goods classified as dangerous, since they require special conditions of transportation, which prevent the realization of the potential hazard of this substance in the transport process [1, 2]. New dangerous goods can be presented for transportation, in accordance with the legislation of our country, according to two procedures. The priority is the procedure in which the interested party initiates the inclusion of a new dangerous goods in the list of admitted for carriage on certain conditions, or on changing the carriage conditions of the goods al-ready presented there. The Committee of Experts of the United Nations Economic and Social Council on the Transport of Dangerous Goods authorizes the admission to the carriage of new dangerous goods by all transport modes by adopting and issuing the Model Rules in the appropriate edition every two years. There is also another possibility, perceived as more operational and serving short-term purposes, is the inclusion of dangerous sub-stances and goods, carried out by the organization acting as the competent authority of the country in the national register. In our country, the functions of the competent authority for the transport of dangerous goods by rail are assigned to the Federal Railway Transport Agency of the Ministry of Transport of the Russian Federation. Meanwhile, there is no unambiguous mechanism and coordination of transport modes. The concept of this work is that the objective need of the key carriers of dangerous goods in Russia for unconditional transportation safety at an acceptable (unformalized to date) level should be implemented within a single mechanism based on the globalist imperative of “common safety and responsibility for all”. The analysis showed that there is no procedure for the automatic inclusion of new dangerous goods approved (recommended) for transportation in international freight traffic by rail into the national rules. It seems that all modes of transport engaged in the transportation of dangerous goods are interested in it: land (road, rail and river), sea and aviation. The urgency of statement of this work, which will be continued and the results of which are prepared for publication by our team, is also caused by the fact that there is no positive coordination of efforts of specialists of different kinds of transport. It is necessary, in particular, when organizing multimodal, mixed transportation. Carriers can be integrated around a single important goal: ensuring reliability, sustainability, safety of international transport corridors. Ensuring the safety of transport operations with dangerous goods, especially in case of abnormal situations, has been the subject of a large number of works in recent years [3–6]. However, the problem is far from being solved, special attention should be paid to new dangerous goods, it is advisable to extend the scientific and technical developments of rail transport to other types. First of all, these are the developments that have received the status of such regulatory documents as: “Safety rules and procedure for elimination of emergency situations with dangerous cargoes during their transportation by railroads” and “Emergency cards for dangerous cargoes transported by railroads of the CIS, Latvian Republic, Lithuanian Republic and Estonian Republic”. At the same time, cooperation, proposals on which will be submitted to the Ministry of Transport of the Russian Federation, will allow realizing the competitive advantages of Open Joint Stock Company “Russian Railways” and Russian railway transport as a whole, including as the “most environmentally friendly” type of transport. The events of the spring of this year show the interest of global carriers in further gradual transition to rail transport.

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2 Materials and Methods To solve the main and related side tasks, a complex method was applied, justifying itself by the results of a large number of studies, interesting both in theoretical and practical respects. It includes methods: computer modeling, circular expert evaluations, comparative typology, similarity theory. The comprehensiveness of the approach lies in the productivity of the justified application of L. Bertalanffy’s system analysis to the solution of generalized problems of noxology and, in particular, problems of explosion, fire, chemical, biological, endogenous and radiation safety on transport [7–9]. Elements of technical and economic analysis of solution efficiency are conditioned by homological principles of taxonomy and quantification.

3 Results As the study object, the new dangerous goods adopted by the UN Committee of Experts and admitted for transportation in international railway freight traffic but not included in national regulations for the period 2010–19 were considered. This situation carries certain risks. This paper presents the results based on the methodology developed by us, aimed, among other things, at adapting current international documents to the domestic system for regulating the conditions for the safe transportation of goods by rail. The results obtained require further efforts, taking into account the modern methodology [10] to improve the technical and economic transportation efficiency. The Open Joint Stock Company Russian Railways is primarily interested in the results in this area for a number of fundamental reasons that will be disclosed in this and subsequent works. The regulatory and legal framework of federal railway transport, as mentioned above, does not provide for a single mechanism, cooperation with other modes of transport in terms of regulatory and technical support for the safety of transportation of dangerous goods. Certain uniform approaches are prescribed by state standards GOST R 574782017 “Dangerous goods. Classification” and GOST R 57479-2017 “Dangerous goods. Marking”. For the present stage of complex work, an important result is that the content analysis of legal and regulatory and technical sources has shown, for example, that the procedure for accepting new dangerous goods on railway transport is not provided, not explicitly spelled out. Apparently, the situation is similar in other transport modes. The attribution of new dangerous goods, that is, the determination of the transportations necessary for the transport across the territory of the Russian Federation, includes the definition of parameters not provided for by the Recommendations of the UN Committee of Experts on the Transport of Dangerous Goods – Model Rules. These include: 1) the classification code, the number of the emergency card and the radius of the hazardous area isolation [10] and other characteristics not considered in this work. This task is a particular one in relation to other more general tasks, it is not “an end in itself”, but an important component of the subject area of the safety regulation of dangerous goods transport operations. Hazardous waste, which is an important problem not only in our country, attracts considerable attention. Perhaps the next stage of our work will be the creation of a more general model of the transport process, considering the shunting and sorting work inherent in railway transport [11, 12]. As a promising continuation of

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this direction of scientific research, we see the creation of a test experimental technique for determining the size of hazardous zones in accidents with dangerous goods. As a reference solid, ammonium nitrate and sulfur can be considered, liquid – gasoline and diesel fuel, gaseous – propane – butane fractions [3, 13, 14]. The creation of a mechanism for harmonizing the domestic regulatory framework with the international one, unification of the codes of rules operating on various types of transport would make it possible to put on the agenda the creation of a unified modern system for ensuring the safety of the dangerous goods handling. There is a need for a modern edition of the Rules of Transportation and Safety Rules for the elimination of emergency situations in transport, including emergency cards for dangerous goods of all hazard classes (including class 7). As the first stage of the work, the requirements analysis was carried out, the results of which are presented in Table 1. Table 1. Attribution of dangerous goods for inclusion in transportation rules and practices. UN Model Rules

Ministry of Transport of the Russian Federation

Federal Rail Transport Specialized scientific Agency and technical organizations, supervisory bodies, JSC «RZD» and its branches - railways

1.1. UN number (serial 1.2. Classification number of the list of code dangerous goods)

1.3. Emergency cards (including establishing and adjusting the radius of isolation of the hazardous area)

1.4. Possibility of transportation under special conditions (Charter)

2.1. Proper shipping name (including those belonging to the category “not otherwise stated” (n.o.s.))

2.3 Possibility of joint transportation with other dangerous and non-dangerous goods

2.4. Definition of codes of the Harmonized System Code (HSC)

3.1. Hazard class, main danger symbol

3.3. Modification of provisions no. 6.1–10.1

3.4. Determination of Classes of transport rates codes (CTR)

4.1. Hazard subclass, additional danger symbol (s)

3.4. Possibility of transportation on special conditions (open and special rolling stock)

4.4. Special regulations for storage and handling of supervisory authorities

5.1. Packing group

3.5. The procedure for placing a carriage with dangerous goods in a train

2.2. Marking of vehicles, loading units, containers and packaging

(continued)

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Table 1. (continued) UN Model Rules

Ministry of Transport of the Russian Federation

Federal Rail Transport Specialized scientific Agency and technical organizations, supervisory bodies, JSC «RZD» and its branches - railways

6.1 Hazard code

3.6. Procedure for carrying out shunting operations

7.1. Classification code

3.7. The standard for breaking up a wagon from a hump

8.1. Special regulations 9.1. Type and type of rolling stock 10.1. Restrictive quantities 11.1. Precautions for transport in flexible containers 12.1. Regulations for carriage in tank containers

The table establishes the areas of regulation of dangerous goods, “areas of responsibility” of the subjects of the transport process: a specialized body of the UN, the Ministry of Transport of the Russian Federation, the Federal Agency for Railway Transport, specialized scientific and technical organizations, JSC «RZD» and its branches are railways. The solution to the issue of attribution of new (included in the UN list) dangerous goods should take place in stages, according to the distribution of administrative regulation spheres adopted in our country. In general terms, the established practice assumes the following sequence. 1. Consideration of the characteristics and conditions of carriage of a new dangerous cargo, its inclusion in the UN list with the appropriate attributes. 2. Federal Rail Transport Agency Formation, as the competent authority of the Russian Federation for the carriage of dangerous goods, a technical assignment for the development of transportation conditions and an emergency card for a new dangerous cargo and the conclusion of an agreement with a specialized organization for the implementation of Research and Development.

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3. Development of conditions and an emergency card for a new dangerous cargo, acceptance of the Federal Rail Transport Agency result on its approval by the Ministry of Transport of Russia and JSC «RZD». 4. Federal Rail Transport Agency initiated an appeal to the Directorate of the Council for Railway Transport of the Member of CIS States, Latvia, Lithuania, Estonia, as well as the Committee for the Organization for Cooperation between Railways (OSJD). 5. Inclusion in relevant databases and coordination with other transport modes. Since this work takes place on an ongoing basis, it is advisable to develop a special regulatory and technical document with the working title “Procedure for the harmonization of international regulatory legal acts in the field of dangerous goods with the regulatory legal acts of the Russian Federation. This part of the general problem is being solved by us on our own initiative, and the results of this work will be made public. The concept of creating a unified national regulation on the safety of the sphere of handling dangerous goods has been proposed. An attempt to present the scientific foundations of the methodology for assessing the effectiveness of the domestic system for regulating the conditions for the safe transportation of new dangerous goods by rail and assessing the prospects of its extension to other types of transport has been made. Table 2 shows the characteristics of that part of the new dangerous goods, UN numbers 3499-3509, which have no analogues among the scheduled dangerous goods, which are accepted for carriage by the Rules for the carriage of dangerous goods. – Appendix 2 to the Agreement on International Rail Freight Traffic, but for which there are no emergency cards in national and international regulations. The following parameters have been determined: classification code, emergency card number, approximate value RAV. Table 2. Characteristics of dangerous goods, UN numbers 3499–3509, which have no analogues among the scheduled dangerous goods, for which there are no emergency cards in national and international regulations (“not otherwise stated” (n.o.s.)) UN number

Name

Hazard Class

Danger symbol

Classification code

Emergency card number

Estimated value RAV, m

3499

Electrical double layer capacitor (with an energy capacity greater than 0.3 W*h)

9

9

9093

907

50

(continued)

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Table 2. (continued) UN number

Name

Hazard Class

Danger symbol

Classification code

Emergency card number

Estimated value RAV, m

3500

Chemical pressure product, n.o.s

2

2.2

2216

215

50

3501

Chemical product under pressure, (highly) flammable, n.o.s

2

2.1

2116

214

50

3502

Chemical product under pressure, toxic, n.o.s

2

2.2 + 6.1

2316

219

300

3503

Chemical product under pressure, corrosive, n.o.s

2

2.2 + 8

22361)

220

200

3504

Chemical product under pressure, (highly) flammable, toxic, n.o.s

2

2.1 + 6.1

21261)

219

300

3505

Chemical product under pressure, (highly) flammable, corrosive, n.o.s

2

2.1 + 8

21361)

219

300

(continued)

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V. Medvedev et al. Table 2. (continued)

UN number

Name

Hazard Class

Danger symbol

Classification code

Emergency card number

Estimated value RAV, m

3506

Industrial products containing mercury

8

8 + 6.1

8061

811

50

3507

Uranium hexafluoride, radioactive material, excepted package, less than 0.1 kg per package, non-fissile or fissile, excepted

8

8

8013

806

50

3508

Asymmetric capacitor (with an energy capacity of more than 0.3 W*h)

9

9

9093

907

50

3509

Waste containers, uncleaned

9

9

9093

907

50

Table 3 present the characteristics of dangerous goods, UN numbers 3510–3518, which have analogues among the dangerous goods on the list, for which there are no emergency cards in national and international regulations. We have set the parameters: classification code, UN numbers and names of analogous goods, emer-gency card number, approximate value RAV.

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Table 3. Characteristics of dangerous goods, UN numbers 3510–3518 and 3510–3518, respectively, which have analogues among the scheduled dangerous goods for which there are no emergency cards in national and international regulations UN Name number

Hazard Danger Classification UN Class symbol code numbers (s) and names of similar goods

Emergency Estimated card value number RAV , m

3510

Adsorbed 2 gas, flammable, n.o.s

2.1

2117

1954, 3168, 3169 Flammable gas, n.o.s

218

300

3511

Adsorbed gas, n.o.s

2

2.2

2217

1956 215 Compressed gas, n.o.s 3158 Refrigerated gas, liquid, n.o.s 3163 Liquefied gas, n.o.s

50

3512

Adsorbed gas, toxic, n.o.s

2

2.3

2317

1955 220 Compressed gas, toxic, n.o.s 3162 Liquefied gas, toxic, n.o.s

200

3513

Adsorbed, oxidizing gas, n.o.s

2

2.2 + 5.1

2227

3156 220 Compressed gas, oxidizing, n.o.s 3157 Liquefied oxidizing gas, n.o.s 3211 Refrigerated gas, liquid, oxidizing, n.o.s

200

(continued)

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V. Medvedev et al. Table 3. (continued)

UN Name number

Hazard Danger Classification UN Class symbol code numbers (s) and names of similar goods

Emergency Estimated card value number RAV , m

3514

Adsorbed 2 gas, toxic, flammable, n.o.s

2.3 + 2.1

2327

1953 219 Compressed gas, toxic, flammable, n.o.s 3160 Liquefied gas, toxic, flammable, n.o.s

300

3515

Adsorbed gas, toxic, oxidizing, n.o.s

2.3 + 5.1

2337

3303 220 Compressed gas, toxic, oxidizing, n.o.s 3307 Liquefied gas, toxic, oxidizing, n.o.s

200

2

Dangerous goods of UN numbers 3535–3549 have been reviewed and included in the general list over the past few years and are not represented in national and international regulations; therefore, there are no emergency cards on them. In other words, they are not included in the current emergency card package. This creates a double complexity for the carrier: both from the point of view of the conditions of transportation across the territory of the country, and the organization of the emergency situations consequences liquidation. For this set of cargoes, we have established the following parameters: classification code, UN numbers and names of analogous cargoes, emergency card number, approximate value RAV, which is reflected in Table 4. In the light of the problems solved, the proposals have been developed to consistently bring in line a number of existing regulatory documents on the railway transport and possible additions to the “Strategy of scientific and technological development of the holding company “Russian Railways” for the period up to 2025 and in the future up to 2030”. Forecast efficiency of the development consists in expansion of transport services expansion of the range of transported cargoes and estimated reduction of risk of emergency situations due to inclusion of hazard notification system (by several percent), as applied to railway transport only.

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Table 4. Characteristics of dangerous goods, UN numbers 3535–3549 which are not represented in national and international regulations and for which there are no emergency cards UN number

Name

Hazard Class

Danger symbol

Classification code

Emergency card number

Estimated value PAV , m

3535

Toxic solid, flammable, inorganic, n.o.s

6.1

6.1 + 3

6131, 6132

644

200

3536

Lithium batteries installed in a cargo transport unit

9

9

9142

905

100

3537

Products containing flammable gas, n.o.s

2

2.1

2116

214

50

3538

Products containing non-flammable, non-toxic, gas, n.o.s

2

2.2

2216

213

50

3539

Products containing toxic gas, n.o.s

2

2.3

2316

220

200

3540

Products containing flammable liquid, n.o.s

3

3

3011, 3012, 3013

335

200

3541

Products 4.1 containing flammable solid, n.o.s.

4.1

4111, 4112, 4113

402

100

3542

Products containing a substance liable to spontaneous combustion, n.o.s

4.2

4211, 4212, 4213

415

200

4.2

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4 Conclusion For the purposes of this study, “new dangerous goods” is taken to mean the nomenclature items included by the UN ECOSOC Committee of Experts on the Transport of Dangerous Goods in the list of dangerous goods of the UN Model Rules. Since the procedure for inclusion of new dangerous goods into the national and interstate regional rules for dangerous goods transportation is not deterministic and is not automatic, the competent authority of the Russian Federation must adapt these new cargoes to the current rules of transportation. Adaptation must be carried out in accordance with the legal and regulatory and technical acts in force in the country. Russia’s participation in international transport corridors, especially in the light of increased competition in the transport services market and the shipper’s search for alternative global logistics routes, makes the task of prompt and rational harmonization and synchronization of international regulations to domestic ones important in economic, image and political terms. 1. A comparative analysis of the UN Model Rules new edition and the current in our country regulatory and technical documentation for the carriage of dangerous goods by rail, in domestic and international traffic has been carried out. A certain inconsistency has been established, in which part of the dangerous goods accepted for transportation in our country are not included in the emergency cards (or emergency cards have not been developed for these goods), and another certain part of the new cargo does not have the attributes necessary for transportation. 2. On the basis of the algorithm previously approved by the II Commission of the Committee for the Organization of Railways Cooperation (2006 – 2009), the following were done: – proposals for the inclusion of 43 new dangerous goods in the current regulations, – classification ciphers in accordance with the state standard, – proposals for the inclusion of new dangerous goods in 22 emergency cards of goods of 7 different hazard classes (2, 3, 4, 5, 6, 8, 9) and 7 subclasses (4.1, 4.2, 4.3, 5.1, 5.2, 6.1, 6.2). It was found that for 6 new dangerous goods, the state standard does not provide the classification codes adequate to the properties, in connection with which it is stated that it is necessary to set an appropriate scientific and technical problem and remove this discrepancy. 3. The values of the parameter are determined for cargo – the approximate value of the hazardous zone isolation radius (50 – 300 m) and the ways of objectification (differentiation, mainly reduction in relation to the standard value) are outlined. 4. The proposals to improve domestic regulations for the transport of dangerous goods and further harmonize with international regulations have been developed.

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References 1. Manish, V.: Railroad transportation of dangerous goods: a conditional exposure approach to minimize transport risk. Transp. Res. Part C Emerg. Technol. 19(5), 790–802 (2011). https:// doi.org/10.1016/j.trc.2010.07.003 2. Fereshteh, S., Lianne, L., Renato, M.: Analysis of train derailments and collisions to identify leading causes of loss incidents in rail transport of dangerous goods in Canada. J. Loss Prev. Process Ind. 72, 104517 (2021) . https://doi.org/10.1016/j.jlp.2021.104517 3. Yu, Y., Fan, J.: Research on explosion characteristics of sulfur dust and risk control of the explosion. Procedia Eng. 84, 449–459 (2014). https://doi.org/10.1016/j.proeng.2014.10.455 4. Mabrouk, A., Boulmakoul, A., Karim, L., Lbath, A.: Safest and shortest itineraries for transporting hazardous materials using split points of Voronoï spatial diagrams based on spatial modeling of vulnerable zones. Procedia Comput. Sci. 109, 156–163 (2017). https://doi.org/ 10.1016/j.procs.2017.05.311 5. B˛eczkowska, S.: The method of optimal route selection in road transport of dangerous goods. Transp. Res. Procedia 40, 1252–1259 (2019). https://doi.org/10.1016/j.trpro.2019.07.174 6. Enrique, F., et al.: Railway safety by designing the layout of inland terminals with dangerous goods. Saf. Sci. 110, 206–216 (2018). https://doi.org/10.1016/j.ssci.2018.03.001 7. Yu, G., et al.: Comprehensive study on the catastrophic explosion of ammonium nitrate stored in the warehouse of Beirut port. Process Saf. Environ. Prot. 152, 201–219 (2021). https://doi. org/10.1016/j.psep.2021.05.030 8. Khanmohamadia, M., et al.: A security vulnerability analysis model for dangerousgoods transportation by rail – case study: chlorine transportation in Texas-Illinois. Saf. Sci. 110, 230–241 (2018). https://doi.org/10.1016/j.ssci.2018.04.026 9. Macciotta, R., et al.: Hazard ranking for railway transport of dangerous goods in Canada. Case Stud. Transp. Policy 6(1), 43–50 (2018). https://doi.org/10.1016/j.cstp.2017.11.006 10. Medvedev, V., et al.: A New Approach to the concept of dangerous zone during transportation of dangerous goods by rail. E3S Web Conf. 138, 02019 (2019). https://doi.org/10.1051/e3s conf/201913802019 11. Lavrukhin, O., Kovalov, A., Kulova, D.: Formation of a model for the rational placement of cars with dangerous goods in a freight train. Procedia Comput. Sci. 149, 28–35 (2019). https://doi.org/10.1016/j.procs.2019.01.103 12. Sun, J., Zhang, F., Lu, P., Yee, J.: Optimized modeling and opportunity cost analysis for overloaded interconnected dangerous goods in warehouse operations. Appl. Math. Model. 90, 151–164 (2021). https://doi.org/10.1016/j.apm.2020.09.007 13. I. Elzaki B, Zhang Yue J,: Relationships between structures of surfactants and their antihygroscopicity performance of ammonium nitrate particles. Arab. J. Chem. 13(11), 7626– 7636 (2020). https://doi.org/10.1016/j.arabjc.2020.08.033 14. Yong, H., Lifeng, X., Changbo, L., et al.: Static experimental study on flame retardant and explosion suppression performances of fire resistant diesel fuel. Procedia Eng. 84, 419–426 (2014). https://doi.org/10.1016/j.proeng.2014.10.452

Functional Reliability of a Station Yard Under the Conditions of Nondeterministic Interaction with Private Railway Elena Pserovskaya , Igor Kagady , Konstantin Zheldak , and Anastasiya Kim(B) Siberian Transport University, 191 Dusi Kovalchuk Street, Novosibirsk 630049, Russian Federation

Abstract. In an unstable economic situation and fierce competition in the field of transportation, improving the quality of railway transportation services is considered especially important. It directly affects the performance of the transportation process, taking into account the reserves of railroad capacity and the required processing capacity of stations. This paper considers the problems of interaction between a railway station and a container terminal under the conditions of uneven operation. The necessity of transport processes modeling at the station yard and the private railway under study has been revealed and substantiated. The recommendations to create a simulation model of freight station functioning have been proposed. Optimization experiments with the model were carried out, and the processing capacity of the freight station was estimated, which contributed to the adjustment of the local operation size in order to make the best use of the unloading capacity of places of simultaneous loading-unloading of freight cars and the optimal loading of station facilities. As a result of the study, it was found that for the station daily dispatch of six trains is possible when the loading of shunting locomotives and the receiving and sending tracks not more than 85%, and the size of the operating fleet of cars not exceeding 140 cars. These conditions require five receiving-departure tracks, two shunting locomotives, and an inter-train arrival interval of 350 min. Keywords: Local freight operation · System dynamics · Station yard · Private railway · Simulation modeling

1 Introduction The domestic transport market has been addressing the issue of effective coordination of interaction between public and private railway transport since the 19th century. The idea of a uniform plan of freight transportation on the railway network, which linked the promotion of freight car traffic with the unloading capacity of infrastructure facilities, was actively implemented from that period onwards. At the same time, at major industrial transport enterprises unified technological processes were developed to coordinate the operation of non-public tracks and freight stations. In accordance with the © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 560–569, 2022. https://doi.org/10.1007/978-3-030-96383-5_62

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561

current Transport Strategy of the Russian Federation and the Strategy of Railway Transport Development in the Russian Federation for the period up to 2025, as well as the Customer-oriented Policy of the Russian Railways Group, the implementation of these development directions is possible by systematizing the quantitative and qualitative composition of services and creating customer interest and positive emotions towards the Russian Railways brand. However, this is categorically hindered by the existing difficulties in the transport processes of the mainline and industrial transport: – low throughput capacity on some of the most popular routes (about 10.2 thousand km of “bottlenecks”) – non-compliance of some infrastructure elements due to high wear and tear; – ageing of the locomotive fleet; – changes in the operating conditions due to the surplus of the cars and changes in the ownership and management of the fleet of universal cars; – reduced mobility and, as a consequence, a drop in the reliability of transportation. The studies of domestic scientists [1–4] point out the great influence of the freight trains imbalance on the transportation process. Non-deterministic nature was established using probability theory and methods of mathematical statistics by studying the nature of train formation and constructing a deterministic-stochastic series. In the series of articles by foreign and Russian scientists [1–3, 5–8], much attention is paid to the role of modern software complexes, which are able to evaluate the algorithms of real transport systems behavior. When simulating, the structure of the model should repeat the structure of the real object in maximum detail, and the connections between its individual components are a reflection of real connections. Many foreign researchers have considered the models for vehicle management with deterministic and stochastic elements of the distribution of the quantities under study. Deterministic approaches assume that the input parameters (e.g. demand for transportation services, transportation and travel time) are the exact values. These optimization models have been used for rational distribution of vehicles, including transshipment in seaports, in accordance with the specified distribution rules [9]. Some of these models have been developed and implemented, for example, the model of dynamic routing and planning of freight car transportation on the railway network. Lawley [10] presented a spatiotemporal network flow model for planning recurring rail shipments in bulk from suppliers to customers. Narisetty [11] presented a model for optimizing the assignment of heterogeneous empty freight cars as the best match between the operating fleet at stations and the freight operation level. Such a model allowed to optimize transportation costs, as well as to strictly meet delivery deadlines. The model has been implemented on Union Pacific Railroad and it has helped the company achieve significant reductions in freight costs. Sayarshad and Marler [12] presented the development of a fleet size analysis solution. Their analysis tool includes the ability to optimize rolling stock usage, assess profitability from efficient freight promotion, and verify the quality of service provided to customers. Sayarshad [13] proposes in a mathematical model to optimize planning the use of a homogeneous fleet of railcars in the industry to minimize the sum of costs associated with the quality of service and maximize profit, calculated as the difference between revenues and total costs for the use of railcars. Also, the study [14] gives

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the parameters of the transport system based on its capacity, useful use and expected recovery time as attributes of efficiency and stability of service. Based on this, a comprehensive evaluation system is developed with the simultaneous inclusion of these three relevant modules. And in [15], the analytical model includes the main characteristics of railway stations, such as throughput and processing capacity, the number of shunting locomotives, the profile of railroad tracks, as well as the parameters of disassembly and formation of trains. As part of the client orientation development, reduction of administrative barriers and improvement of work on the provision of services in the sphere of freight railway transportation in Russia, it is necessary to identify the trends towards coordinated interaction of station yards and private railways in the promotion of railcars. To carry out this study, the following objectives have been set: – formalization of the transportation process at the railway station yard and the allocation of key parameters affecting the technology of maintenance of the track of non-use (container terminal) – analysis of train generation and statistics of freight traffic; – development of a simulation model of a station yard based on the key parameters, taking into account the identified patterns of interaction; – conducting optimization experiments with the model and selection of no-failure conditions for correcting the volume of car handling, technical equipment and operating technology.

2 Materials and Methods To analyze the operation of station I and the served container terminal, the statistical data of arrivals and departures of freight trains for 2015–2020 were collected and analyzed. The provisions of probability theory and mathematical statistics were used to establish the laws of operating interval distribution. The following comparison of the freight station’s available processing capacity with the required volumes of freight traffic was made using the formula: Nfr =

N 

Ti − tc.i

i=1

Tconst. (1 + ρ)

f

f

Kconst,i bi

(1)

Where Nfr is the number of freight fronts; Ti – estimated operating time of the i-th freight f f front; t(const.i) defines time of operations not related to cargo work; Tc is freight front f

operation cycle; Kc,i is the number of serves on the i-th freight front for the time Tc ; bi is an average number of cars in feed on the i-th freight front; ρ is a coefficient, taking into account the occurrence of failures of mechanization means on the i-th freight front. The coefficient of wagon flow nonuniformity is determined on the basis of the mathematical statistics method, where first the variation series of the studied random variable for the calculation period is built, and then the subgrouping interval is calculated: Lgr =

Nmax − Nmin 1 + 3.3221g(N )

(2)

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563

Where Nmax and Nmin are the maximum and minimum dimensions of daily car traffic for the calculation period; N is a number of values in the sample (number of days in the calculation period). Based on the grouped values of the nonuniformity coefficient the mathematical expectation M and the root-mean-square deviation σ2 are calculated. The coefficient of irregularity is determined by: Kir = 1 + V

(3)

Where V is the coefficient of the flux variation, which characterizes the scatter of the random variable: V =

σ (N ) M (N )

(4)

The study of statistical data on the station yard I operation in processing transfer and route trains sent to it from the marshalling station can provide a detailed analysis of the incoming information for subsequent optimization of the adjunction station operation under consideration. Analytically, the time of cars’ stay at the station can be represented in the following form: Tij =

Kij 

tijbas +

i=1

Kij 

tijconst. +



tij

(5)

i=8

Where Tij is the duration of the i-th car flow at the j-th freight point, h; Kij is the number fin of operations in accordance with the network schedule; tijbas and tij define the length of time spent on the basic and finite elements, h; tij – unproductive demurrage at the station, h.

3 Results Table 1 summarizes the data on the number of arriving block trains to In-V station, including the cars for the container terminal. The distribution of train arrival interval values corresponds to the following probability laws: γ-distribution, Erlang distribution of order 2 or less, as well as Poisson, normal and uniform distribution laws. Based on these data, the mathematical expectation, variance, and standard deviation of the arriving train flow were obtained. The mathematical expectation is M(x) =

n 

xi pi = 118.3 car/month.

i=1

This figure gives an idea that, on average, the station handled 118 trains arriving on schedule each month during 2020. Variance: D(x) =

n  i=1

  M |X − M (x)|2 = 6.53 car/month

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E. Pserovskaya et al. Table 1. Statistical data on directions and number of arriving trains at the station yard

Direction

N - NSK

L - NSK

OZ - NSK

U - NSK

Total

Probability of occurrence, p

816

4

567

32

1419

JANUARY

69

0

50

0

119

0.084

FEBRUARY

67

0

46

0

113

0.081

MARCH

77

0

45

0

122

0.086

APRIL

67

0

50

0

117

0.082

MAY

78

0

39

0

117

0.082

JUNE

67

0

49

0

116

0.082

JULY

79

4

37

0

120

0.085

AUGUST

68

0

54

0

122

0.086

SEPTEMBER

59

0

58

0

117

0.082

OCTOBER

59

0

50

12

121

0.085

NOVEMBER

59

0

48

10

117

0.082

67

0

41

10

118

0.083

816

4

567

32

1419

Parameters Arrival rate, train/year Including months

DECEMBER Total

1

The standard deviation is: δ=

 2

D(x) = 2.56 car/month.

These values characterize the deviation of the number of trains arrivals to the station. The scatter of the data relative to the processed number of trains at the given parameters of the transport system operation is about three trains per month. The difference between the planned and actual number of trains arriving at the station is characterized by the uniform law of distribution. This is confirmed by the fact of route trains arrival in accordance with the schedule: any deviation from the fixed time of trains arrival to the station does not go beyond the current standards. The deviations of the train arrival times for one week are revealed in relation to the available data: the influence of a random variable on the scatter of the actual arrival times is observed. The result of the correlation between the two sets of two-week train arrival data is shown in Fig. 1. Thus, the coefficient of irregularity of the car flow handled by In-V station is K = 1 + 0.14 = 1.14. The handling capacity of the station yard is Nfr ≈ 140 cars. In view of the fact that the influence of industrial enterprises on the quality of operational activity of interchange stations is direct, it acts as a necessary criterion to determine the required processing capacity of freight stations and should be taken into account in the expression parameters (1). The process of modeling behavior of «station yard - TPL”

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Correlaon coefficient

0.2 0.1 0 -0.1 0

5

10

15

20

25

30

35

-0.2

Daily Fig. 1. Distribution of train arrivals at the actual station yard during the first two weeks of January 2020.

transport system at various operation technologies and freight traffic volumes was realized by means of software distributive - AnyLogic, programming language - Java. The main results are summarized in Table 2. Table 2. Experiments with different number of cars in the train with a constant train arrival schedule Parameters and indicators

Value

Experiment 1 (40-car trains) Average time of cars stay in the system, min

777.25

Loading the receiving and sending tracks, %

82.3

Loading of station shunting locomotives, %

78.9

Loading of the station yard shunting locomotives, %

29.8

Number of arriving trains (transfer I route)

3

2

Number of departed trains (transfer I route)

1

0

Experiment 2 (45-car trains) Average time of cars stay in the system, min

777.25

Loading the receiving and sending tracks, %

83.2

Loading of station shunting locomotives, %

79

Loading of the station yard shunting locomotives, %

31.2

Number of arriving trains (transfer I route)

3

2

Number of departed trains (transfer I route)

1

0

Experiment 3 (50-car trains) Average time of cars stay in the system, min

868.25

Loading the receiving and sending tracks, %

87

Loading of station shunting locomotives, %

78.9

Loading of the station yard shunting locomotives, %

33.4

Number of arriving trains (transfer I route)

3

2

Number of departed trains (transfer I route)

1

0 (continued)

566

E. Pserovskaya et al. Table 2. (continued)

Parameters and indicators

Value

Features: During the simulation time, equal to one day of virtual time, at the station, taking into account the existing technology of its work, it is possible to process the number of cars only to form one train. All other arriving trains are accepted on the vacant receiving-and-departure tracks until they are completely filled, the rest wait “unreceived”. Thus, due to the high loading of the station tracks, it is necessary to adjust the arrival time in the train schedule

Volume of freight traffic, cars.

The results of numerous experiments on the model show that the number of cars handled is seriously influenced, all other things being equal, not only by the size of the working fleet of cars, the mechanization loading on the freight fronts and the number of cars in feed, but also by the number of simultaneously used shunting locomotives and station tracks, their loading during the day. Taking these features into account, two more types of experiments were conducted (no.1 and no.2): in experiment 1, the incoming flow sizes are considered existing, taking into account their random arrival, and in experiment 2 they are increased in comparison with the existing arrival sizes. The results of experiment 2 are shown in Fig. 2. 200 100

170

155 90 140 90 137 90 100 45 120 45 45 120 45 95

140

125 0

0

0

8

9

10

0 1

2

3

4

5

6

7

Modeling period, day Fig. 2. Daily number of processed cars at the station (experiment 2)

Figure 3 and Table 3 show the result of one of the optimization experiments, in which the limiting parameters were “number of receiving tracks at the station”, “train arrival interval”, and “number of station locomotives”. The results of the experiments established the possibility of sending 6 trains when the employment of shunting locomotives and receiving tracks not more than 85%, the working park of cars, not more than 140 cars. For these conditions, the following requirements for the technical equipment of the station and operational work should be met: 1) the number of tracks – 5; 2) the number of locomotives – 2; 3) interval of trains arrival – 350 min.

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Optimization experiments with the model can determine the conditions under which the stable operation of the freight station and the non-public tracks can be achieved. Table 3. Results of the optimization experiment Modeling process

Data sampling Current

Best

Iteration

143

69

Replication

100

100

Functional

0

6

Results of the optimization experiment

Number of shunting locomotives, loc.

2

2

Number of tracks, tracks

4

5

Intertrack interval, min.

50

350

Modeling capability, train/day

Optimization parameters

7 6 5 4 3 2 1 0 0

20

40

60

80

100

120

140

Rolling stock, car/day Fig. 3. Optimization experiment to determine the processing capacity of the station

The inverse task of modeling is to find the values of the factors that will define the most preferable solution from the range of admissible values and maximize the index of system efficiency (functional reliability). If the number of possible solutions is insignificant, then the solution of the inverse problem is reduced to a simple enumeration of all possible solutions, using, among others, directed enumeration methods (heuristics). At the same time the optimal solution after the multiple solution of the “forward problem” and finding a vector of result indicators is obtained for each set of input parameters. The OptQuest optimizer developed on the basis of scatter and tabu search metaheuristics acts as a block to record output index values and select the next approximation in optimization.

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4 Conclusions The conducted research has resulted in the following conclusions: 1. Based on real statistical data on the local operation volumes of a station yard, a probabilistic model was compiled and the hypothesis was tested that the number of trains arriving at the station yard during the period τ is subject to the uniform law and does not contradict the results of real observations. 2. A simulation model of the station yard operation and a PNP has been developed. Software distributive is AnyLogic, programming language is Java. Verification of adequacy and operability of the simulation model was carried out by Fisher’s criterion. Research of the dispersion ratio of the samples from two general totals (fullscale observations and the results of the model experiments on the average time of the cars staying at the station) S12/S22 = 0.63, which confirmed the condition of convergence of the simulation results and the real observations. 3. The experiments were conducted on the model “Cargo Station - Non-Public Track” to assess the impact of the freight station car fleet on the volume of their processing, the use of shunting locomotives and the existing service technology (the sequence and order of service of arriving trains, the formation of supply to the loading-unloading track, the loading-unloading itself, etc.). The results of experimental replications of the model for the station was the possibility of dispatching 6 trains at loading of shunting locomotives and receiving-rail not more than 85%, and the size of the operating fleet of cars not exceeding 140 cars. These conditions require the following technical and technological changes: five receiving-departure tracks, two shunting locomotives, the inter-train arrival interval - 350 min.

References 1. Borodin, A., Kozlov, P., Kolokolnikov, V., Osokin, O.: Construction of efficient railway operating domains based on a simulation examination. In: Popovic, Z., Manakov, A., Breskich, V. (eds.) TransSiberia 2019. AISC, vol. 1116, pp. 1143–1151. Springer, Cham (2020). https:// doi.org/10.1007/978-3-030-37919-3_112 2. Kozlov, P., Osokin, O., Timukhina, E., Tushin, N.: Optimization of fleet size and structure while serving given freight flows. In: Popovic, Z., Manakov, A., Breskich, V. (eds.) TransSiberia 2019. AISC, vol. 1116, pp. 1064–1075. Springer, Cham (2020). https://doi.org/10.1007/ 978-3-030-37919-3_104 3. Timukhina, Y., Kozlov, P., Kolokolnikov, V., et al.: Modeling of large railway polygons. MATEC Web Conf. 216, 02025 (2018). https://doi.org/10.1051/matecconf/201821602025 4. Kosenko, S.A.: Design of track structure for corridors of heavy-train traffic. MATEC Web Conf. 239, 1–12 (2018). https://doi.org/10.1051/matecconf/201823905005 5. Kallrath, J.: Polylithic modeling and solution approaches using algebraic modeling systems. Optim. Lett. 5, 453–466 (2011). https://doi.org/10.1007/s11590-011-0320-4 6. Loxton, R., Lin, Q., Teo, K.L.: A stochastic fleet composition problem. Comput. Oper. Res. 39(12), 3177–3184 (2012). https://doi.org/10.1016/j.cor.2012.04.004 7. Sherali, H.D., Lunday, B.J.: Equitable apportionment of railcars within a pooling agreement for shipping automobiles. Transpor. Res. Part E. 47(2), 263–283 (2011). https://doi.org/10. 1016/j.tre.2010.09.005

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8. Yaghini, M., Khandaghabadi, Z.: A hybrid metaheuristic algorithm for dynamic rail car fleet sizing problem. Appl. Math. Model. 37(6), 4127–7138 (2012). https://doi.org/10.1016/j.apm. 2012.09.013 9. Olsson, F.: An inventory mode lwith unidirectional lateral transshipments. Eur. J. Oper. Res. 200, 725–732 (2010). https://doi.org/10.1016/j.ejor.2009.01.024 10. Lawley, M., et al.: A time–space scheduling model for optimizing recurring bulk railcar deliveries. Transp. Res. Part B 42(6), 438–454 (2008). https://doi.org/10.1016/j.trb.2007. 10.001 11. Narisetty, A.K., et al.: An optimization model for empty freight car assignment. Union Pacific Railroad. Interfaces 38(2), 89–102 (2008). https://doi.org/10.1287/inte.1070.0330 12. Sayarshad, H.R., Marler, T.: A new multi-objective optimization formulation for rail–car fleet sizing problems. Operational Research: An International Journal 10(2), 175–198 (2010). https://doi.org/10.1007/s12351-009-0068-0 13. Sayarshad, H.R., Javadian, N., Tavakoli-Moghadam, R., et al.: Solving multi-objective optimization formulation for fleet planning in a railway industry. Ann. Oper. Res. 181(1), 185–197 (2010). https://doi.org/10.1007/s10479-010-0714-1 14. Lai, Y.-C., Ip, C.-S.: An integrated framework for assessing service efficiency and stability of rail transit systems. Transp. Res. Part C Emerg. Technol 79, 18–41 (2017). https://doi.org/ 10.1016/j.trc.2017.03.006 15. Zhang, L.: Macrolevel classification yard capacity modeling, transportation research record. J. Transp. Res. Board 2608(1), 125–133 (2017). https://doi.org/10.3141/2608-14

Analysis of the Process Efficiency of Wagon Repair Base Specialists’ Technical Training Artem Popkov(B)

, Daria Shkolina , and Andrey Kolomeets

Siberian Transport University, 191 Dusi Kovalchuk Street, Novosibirsk 630049, Russian Federation

Abstract. Insufficient quality of professional knowledge of wagon repair facility specialists can lead to significant consequences that entail time, material and reputational losses. At the same time, the process of intensive revision of normative documentation, introduction of new technologies, regulations and guidance documents requires constant and timely technical training of specialists. However, not all specialists are interested in improving the quality of their professional knowledge, which is evidenced by the constant attempts to falsify the results. The paper considers the common techniques of results falsification used by the specialists and the methods of counteraction to such attempts. It is found that the most effective way to improve the effectiveness of training is the use of synonymous formulations of questions and answer options, as well as the use of interactive multimedia content for questions. The use of authorization by “login - password” combination does not allow the system to recognize a user who deliberately gave his data for authorization to third parties. A method for determining the identity by the behavioral parameters of specialists, registered in the process of interaction with input devices, such as keyboard and computer mouse, is proposed. Keywords: Production organization · Technical classes · Personal knowledge Management · Identification of employees · Verification of technical classes results · Behavioral parameters · Falsification of training results

1 Introduction To date, most cases of critical units and freight car parts’ failure in the rolling stock of the West Siberian Railway are caused by human factor, which is directly related to the level of knowledge, competence, qualification and work experience of the specialist [1, 2]. The relevance of this topic is evidenced by the fact that up to 80% of transport accidents around the world are directly related to the influence of the subjective factor [3]. Untimely detection of critical defects leads to consequences from car detachment for the time of repair to derailment of the rolling stock, which leads to material, time and reputational losses. One of the reasons of missing defects is the lack of experience and professional knowledge of wagon repair plants’ specialists [4]. Improvement of professional skills of defectoscopists can be achieved in many ways, including the use of training computer programs, which allow on-the-job consolidation of © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 570–577, 2022. https://doi.org/10.1007/978-3-030-96383-5_63

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the available knowledge and timely familiarization with new inspection technologies and changes in normative documentation. However, frequent attempts to falsify the results reduce the effectiveness of training. The paper considers common variants of falsification and proposes the methods that reduce the likelihood of the results falsification [5].

2 Organizing Technical Classes The principle of on-the-job technical training involves the employee’s own choice of time, place and duration of training. When free time from the main activity is available, the employee can start training at any nearby personal computer with access to the corporate network. And training will start at the same place where it was suspended before. For the implementation of such a scheme the client-server architecture is the most preferable. Specialists of nondestructive inspections work in wagon repair depots, specializing on different elements of the rolling stock, normative-technical documentation and training materials for which are very different. That is why the system of technical training was designed with a possibility of hierarchical division of training material of any nesting level. The possibility of individual planning of the training process for each unit was envisaged. The training material consists of a list of training topics, which includes a multimedia tutorial and a set of interactive test questions. The specialist responsible for technical training has the ability to select the necessary topics in accordance with the specifics of the enterprise and set the reference dates for them. Training is carried out in three stages: familiarization with the training material, training and control testing. During the learning test, the user has the right to use the training materials, the correctness or incorrectness of the given answer is displayed. In the control testing mode study materials are not available and the final result is known only after the end of the testing session. A topic is considered to be successfully completed, if during the training and control tests the user gives the correct answers to 80 percent or more of the questions asked. The progress of each topic is stored on the server. Training can be continued at any time on a personal computer with access to the corporate network. The number of correct and incorrect answers, the number of views of the training material, and the length of time each user spent thinking about the question asked are stored as statistical information. Depending on the specific enterprise, training is conducted in different areas: control of automatic couplers, control of automatic brakes, general questions of NDT, bogies control, railway wheels control, and welding in the repair of rolling stock running parts (welding). Over the course of one year, the experts study the training manuals and undergo educational and control tests in accordance with the set dates. Training results are stored in a database and are available for continuous monitoring and comprehensive analysis at various management levels of the railcar repair facility.

3 Falsification of Results and Methods of Counteraction Hereinafter, the term “falsification of results” is used not so much in the sense of changing the quantitative value of the learning result, but in the sense of any methods and means

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that allow to obtain the necessary result in one way or another without learning the topic. Variants of cracking the source code of the program and databases are not considered. The most common method of controlling the learning of the topic using computer programs is testing, which is presented as a set of questions with variants of answers. Testing allows evaluating the specialist’s knowledge with minimal time expenditures, but in some cases its objectivity raises doubts [6]. In order to identify the signs of results falsification, the studies on focus groups of specialists from different enterprises were conducted. Attempts to falsify the results were detected, which consisted in passing the test by one or more specialists of the enterprise with fixing the correct answers and passing them to the others. These specialists spent a lot more time studying the topic than those using the known correct answers. The distribution of the time spent on studying the subject by the number of specialists is characterized by an even character with a significant “outlier” in the interval of up to 5 specialists (Fig. 1, item b). For the enterprises, in which there were no falsification attempts, the time spent on studying the theme is distributed according to the normal law (Fig. 1, item a). a.

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It is impossible to completely exclude the possibility of this type of results falsification, but the methods allowing complication of its realization by specialists are proposed [7]. In the ideal case, for a falsifying specialist to master the topic it is enough to remember the number of the correct option for each question. With this approach, it takes an average of 2–3 s to answer one question (Fig. 2). The first option for counteracting attempts at falsification is to mix questions for each specialist. The average time to answer a question in this case increases and reaches 8–10 s, as specialists need to first find the question in the list according to its wording. The next option is to mix the questions and answer options, which does not allow selecting the right answer option by number. The time required per question is 15–18 s. Specialists need to find the question by wording and after reading all possible answers, choose the right one. In this case,

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The use of synonymous wording for questions and answer options can increase the average time to answer a question to 30–35 s. Using this approach requires the specialist not only to find the question and the correct answer according to the phrasing, but also to understand the meaning of the questions, which allows increasing the amount of knowledge obtained in the testing process. Maximum efficiency of the testing process is achieved through the use of interactive questions, for the answer to which it is required to perform a certain sequence of actions, interacting with multimedia content. The average response time to interactive questions of equal complexity is 40–50 s. The use of interactive questions reduces the number of attempts to falsify the results. Authentication and authorization of the specialist in the training system is carried out by a pair of “login - password”. For a system that processes publicly available personal data, this access restriction technology is sufficient [8]. Two-factor authentication, for example, with the use of a unique one-time password sent to a linked phone number can reduce the likelihood of third parties gaining access to the system. However, the described methods of authentication work only when the user is not interested in access by third parties to the system. The system is not able to deny authorization to user A, if he correctly entered the “login - password” pair of user B. Consequently, the use of even multifactor authentication by reusable passwords does not allow to sufficiently protect against the described attempts to falsify the results.

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4 Behavioral Authentication When interacting with I/O manipulators of a personal computer, each user is characterized by his own “digital handwriting” consisting of many parameters [9], such as typing speed, distribution of delays between keyboard keystrokes when printing certain sequences, strength and duration of keyboard and computer mouse key presses, cursor movement speed, and so on. In order to determine keystroke force, specialized input/output manipulators are required, which makes it impossible to use these parameters for a mass study [10]. As the analyzed behavioral parameters, the duration of the left mouse button press during the learning process were used. During the study it was determined that the duration of the left mouse click for the majority of users ranges from 80 to 1000 μs. Analysis of the click duration per training session showed that different users are characterized by different distribution of click duration (Fig. 3). 70

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When analyzing mouse clicks in passing a set of themes Y, the average value of the duration for user A was 110 μs, for user B - 340 μs, which corresponds to the previously obtained distributions (see Fig. 3). The values of standard deviations of the click durations for passing the themes from the set Y by users A and B are within 20 μs, which indicates an insignificant and identical scatter of experimental data for different subjects (Fig. 4).

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The duration of the mouse click of a particular user C is a random variable with a normal distribution (see Fig. 4), for which the arithmetic average value a and the standard deviation σ are uniquely and with some accuracy defined. Consequently, in case the value of duration is out of the range [a − 2σ, a + 2σ], with 95% probability we can say that the click does not belong to the analyzed user C. If the value is out of the confidence interval once, it is impossible to judge falsification. But in the case that all clicks during the passage of a particular topic differ from the characteristic values corresponding to the user, the results are considered to be falsified (Fig. 5).

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In practice, it is possible that different users are characterized by the same values of mouse click duration. In addition, the values of the described parameters are influenced by many factors: the degree of fatigue of the user, the equipment used, and so on. Therefore, it is promising to use a set of several different behavioral parameters for a more accurate determination of falsified results [11].

5 Analysis of Results and Key Findings Conducting training of flaw detectors is an important component to ensure the reliability of production processes, as the rail transport safety depends on the qualifications of personnel and the ability to correctly interpret the results of the inspection. As a result of the work, the system architecture was proposed to increase the efficiency of technical training by using the solutions that reduce the time spent on training. Reducing the time spent on the technical training contributes to the increase of the basic activity time and, consequently, increases the productivity of the wagon-repair enterprise specialists. One of the factors of training process efficiency is the time spent. The longer a specialist has studied a topic, the higher is the probability that he/she has mastered it, but there is no direct correlation. The use of methods to counter attempts to falsify the results increased the average time required to answer one question by more than 10 times. We also proposed a method capable of detecting attempts to falsify the results with a probability of more than 90%. Specialists of one enterprise falsified more than 20% of the results. Expanding the list of analyzed behavioral parameters will increase the reliability of digital handwriting detection. In addition, the identified patterns of behavioral parameters changes are planned to be used to identify the user and determine his current state.

References 1. Bertovic, M., Gaal, M., Müller, C., et al.: Investigating human factors in manual ultrasonic testing: testing the human factor model. Insight - Non-Destr. Test. Cond. Monit. 53(12), 673–676 (2011). https://doi.org/10.1784/insi.2011.53.12.673 2. Carino, N.J.: Training: often the missing link in using NDT methods. Constr. Build. Mater. 38, 1316–1329 (2013). https://doi.org/10.1016/j.conbuildmat.2011.03.060 3. Kyriakidisa, M., Majumdarb, A., Ochiengb, W.Y.: The human performance railway operational index—a novel approach to assess human performance for railway operations. Reliab. Eng. Syst. Saf. 170, 226–243 (2018). https://doi.org/10.1016/j.ress.2017.10.012 4. Abramov, A., Bekher, S., Popkov, A.: Optimization of the processes of technical training of the personnel of car-repair enterprises through the development and implementation of software. Bull. Siberian State Transport Univ. 4(47), 42–48 (2018) 5. Murav’ev, V.V., Volkova, L.V., Platunov, A.V., et al.: Analysis of test results mean specialists in magnetic non-destructive testing for the certification. Testing Diagnostics 10, 36–42 (2015) 6. Shkolina, D., Bekher, S., Bobrov, A., Kolomeets, A.: Information support methods and algorithms for non-destructive control system management. Int. Scientific Siberian Transport Forum, TransSiberia 54, 334–339 (2020). https://doi.org/10.1016/j.trpro.2021.02.080 7. Popkov, A., Bekher, S.: Use of computer software for technical training at rail car repair shops. Matec. Web Conf. 216, 04001 (2018). https://doi.org/10.1051/matecconf/201821604001

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8. Pat. 2625554 C1 Russian Federation, IPK7 G 09 B 3/06. Method of testing and/or questioning of remote users. Applicant and patent holder Federal State Budgetary Educational Institution of Higher Professional Education “Siberian Transport University” (STU) 2016117427 7 p. 9. State Registration Certificate for Computer Programs No. 2017610808. User identification program for remote testing. Applicant and copyright holder STU 2017610808 10. Mahfouz, A., Mahmoud, T., Eldin, A.: Survey on behavioral biometric authentication on smartphones. J. Inf. Secur. Appl. 37, 28–37 (2017) 11. Bekher, S., Kolomeets, A.: Automation of control processes in the non-destructive testing units. Matec Web Conf. 239, 01025 (2018). https://doi.org/10.1051/matecconf/201823901025

Modeling the Value Chain for Suburban Passenger Companies Lyudmila Arshba , Valeria Galter , and Yana Nikonova(B) Siberian Transport University, 191 Dusi Kovalchuk Street, Novosibirsk 630049, Russian Federation

Abstract. Modern economic science is based on the theory of marginal utility, the basis of which is the theory of consumer value. M. Porter has developed value chain model within the framework of value approach, which is one of the basic tools to determine the competitive advantage of the company. The aim of the article is to conduct value chain modeling of Russian suburban passenger companies to determine the competitive ad-vantages and strategic directions of efficiency improvement. The basic methodological approach used in the paper is the value approach, which focuses on the creation of socially significant, useful and safe values rather than on profit creation. The research was conducted with the use of M. Porter’s value chain model. Analysis of SPC value chain has shown that the key interconnections and “coupling” are between the main and auxiliary activities: the work on interaction with the authorities of the subject of the Russian Federation is aimed at supporting and developing the main activity, improving the position of SPC in the market; the development of personnel management system is also aimed at improving the effectiveness and efficiency of SPC; - work with the main sup-plier of SPC (JSC “Russian Railways”) also affects the level of SPC costs (the share of costs claimed by RZD is more than 10% of SPC costs).Work to improve the value chain efficiency of suburban passenger companies should be carried out both to increase profitability and to reduce the cost of suburban transportation. Keywords: Consumer value theory · Value chain · Suburban passenger companies

1 Introduction Modern economic science is based on the theory of marginal utility, the basis of which is the theory of consumer value. The founders of the marginal utility concept in economic theory are the representatives of the Austrian school of economics. The founder of the Austrian school K. Menger believed that the value of a good is subjective in nature and depends on its ability to satisfy people’s needs. The main provisions of the theory of marginal utility and its conceptual apparatus were formulated more fully in the works of Eugen von Böhm-Bawerk and Friedrich von Wieser, the students of K. Menger. © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022 A. Manakov and A. Edigarian (Eds.): TransSiberia 2021, LNNS 403, pp. 578–586, 2022. https://doi.org/10.1007/978-3-030-96383-5_64

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Eugen von Böhm-Bawerk in his monograph “Fundamentals of the Theory of Value of Economic Goods” (1886) develops Menger’s theory, but with a less subjectivism and even introduces the term “objective value”, which he attributes to menovalue. Friedrich von Wieser introduced into economic science the terms “marginal utility” and “opportunity cost”. Later the theory of customer value received development in marketing in works of such scientists as A. Maslow (1943), M. Rokich (1973), T. Reynolds, J. Gutman (1988), etc. The foundations of the theory of consumer values were finally formed in the early 90’s of the XX century. J. Shet, B. Newman and B. Gross. The authors distinguished five groups of values: functional, social, emotional, conceptual and conditional. The identification of values that determine the choice of goods and services by the consumer led to the development of the value approach in marketing. Based on the value approach, Levitt and Kotler distinguished several levels of goods: Levitt’s attributive product theory and Kotler’s multilevel product model, and they also identified the key and additional values of goods. The search for the ways to improve consumer value led to the emergence of many concepts of development of the company’s offer, reflecting the possible structure of consumer value. Concepts of development of the company’s offer have passed a way from the goods themselves to the increased goods (goods + service) and to the complex decision, which includes also financing of the client [1]. At the same time, the researchers note that the speed of change is increasing, and the intangible characteristics of the offer are becoming more and more important in the consumer value [2]. The value approach was also used by M. Porter when developing the value chain [3]. M. Porter was the first to describe the value chain model. The value chain is one of the main tools to determine the competitive advantage of the company in order to develop a competitive strategy, as well as helps to build the organizational system of the company in accordance with its long-term strategy.

2 Materials and Methods The basic methodological approach used in the article is the value approach, which focuses the attention of economic agents not so much on the creation of profit, as on the creation of socially significant, useful and safe values. The study was conducted using M. Porter’s value chain model (Fig. 1) [3]. The core principle of Porter’s model is his approach to analysis, focusing on the interaction of organizational units and activities with customers as a central principle. It connects subsystems and activities with each other and demonstrates how this affects costs and profits. In the process of research, a systematic approach that enables the study of processes and phenomena in their development, identifying the essence of the phenomenon under study, taking into account the integrity of the system and the relationship of a set of elements is also used.

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3 Results The transition from the production of a product to the offer of a comprehensive solution to the consumer [4] makes us take a different look at the process of creating customer value in the suburban passenger transportation market by rail transport [5]. When structuring the activities of a suburban passenger company (SPC) the following assumption was made. The process of selling travel documents for SPC is an element of the main type of activity. But taking into account the importance of this type of activity, it was decided to separate it from the block “Production activity” and conditionally include it in the block “Output logistics”, because for companies that provide services, it is virtually impossible to separate the activities of delivering the end product to the client in their pure form. In addition, this solution makes it possible to separate the direct physical process of selling travel documents and activities to promote suburban rail transport and encourage customers to purchase services. A general view of the value chain for SPC is shown in Fig. 2. Infrastructure. This type of activity includes not only the general management of SPC, but also interaction with shareholders and authorities. From the moment of emergence, due to the interaction of the suburban company’s shareholders and work with the authorities, it is possible to implement the projects aimed at improving the quality of transport services. Human resources management. In the area of human resource management, the existing mentoring system, as well as the system of training and certification of employees should be noted as the key resources and capabilities of SPC. Development of technology. SPC is improving the efficiency of its operations by introducing new technologies and automating core production processes and by implementing new types of transportation services and creating loyalty programs for commuter complex passengers. Russian SPCs are implementing a policy to improve modern methods of organizing the transportation process, enhance the quality of services provided, optimize the route network and the composition of suburban electric trains. Material and technical supplies. The main supplier of goods, works and services consumed by SPC is JSC “Russian Railways”. Contractual work with Russian Railways is very important to ensure the quality of the SPC core business. Core activities. The SPC has organized the process of passenger service and transportation on the entire route, from the station of departure to the exit from the destination

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point. One important part of the process is the process of identifying passenger needs, based on a marketing approach to working with customers. Based on the marketing research of passenger flows and feedback, the schedules of electric trains are formed, additional services are provided to passengers, and quality passenger information service is ensured. Passenger work is carried out both at stations and stops, and on the way - in electric trains. The company ensures control of sanitary and technical condition of electric trains. In order to prevent fare evasion and increase the profitability of suburban passenger transportation, control and auditing work is carried out. All the company’s actions are controlled by the passenger through the feed-back system, which serves as an assessment of the company’s actions and a source of information for the development of the suburban complex. Russian SPCs use the following passenger feedback channels: books of comments and suggestions at stations and stop platforms, company telephone, SPC corporate websites, official groups in “VKontakte”, “Passenger Day”, etc. Sales of passenger transportation services (sale of travel documents) are carried out through the ticket offices located at railway stations and bus stops; on the way from the station or bus stop, where there is no ticket office, sales of travel documents are carried

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out through cashiers directly in the electric train. Key resources in this activity are ticket cashiers, who make up almost one third of all staff in Russian SPC. The key resources and capabilities of SPC by value chain blocks are summarized in Fig. 3. Company infrastructure

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Expanding the methods of payment for travel documents, suburban passenger companies offer passengers the opportunity to purchase tickets through self-service terminals and mobile applications. There is also an opportunity to issue a season ticket on a plastic card. An additional feedback channel of the company is the Public Passenger Council. The council members are the consumers of the company’s services and direct the information flow towards the company through the implementation of feed-back. Taking into account that the main activity of SPC is a single technological process of work of all divisions of JSC “Russian Railways” related to passenger service and, accordingly, JSC “Russian Railways” acts as the main supplier of in-coming resources, the major part of SPC expenses represents expenses charged to JSC “Russian Railways” (about 60%). This group of expenses includes costs for: – repair and maintenance of own rolling stock; – rental payments for rolling stock; – management and operation of rolling stock.

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Own expenses for suburban transportation account for about 40% of all expenses of suburban passenger companies. The distribution of own costs (excluding depreciation charges) by value chain units is shown in Fig. 4. Infrastructure

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