# System for the Acquisition and Analysis of Maintenance Data of Railway Traffic Control Devices
## 8 Verification of the Method of Maintenance of Railway Traffic Control Equipment  
The SADEK system is dedicated to a variety of railway control equipment and systems. The article presents a quantitative analysis of a selected system, designated the Level Crossing Protection System (LCPS).  
Operational data obtained from LCPS devices during the implementation of the SADEK system over two consecutive years were utilized to verify the method. These data contain information regarding damage to LCPS devices on the selected E-20 railway line, specifically on the Opole-Wroclaw-Zgorzelec section (327.3 km). In the initial year, 511 defects were documented, while the subsequent year witnessed an increase to 768 defects (Table 1).  
\begin{table}
\begin{tabular}{c c c c} \hline \hline
**Parameter** & **Year 1—Real Data** &
\begin{tabular}{c} **Damage Forecasting Results** \\ **for the Following Year** \\ \end{tabular} & **Year 2—Real Data** \\ \hline Total number of their LCPS failures & 511 & 843 & 768 \\ \hline Average failure time of the LCPS [h] & 14.5413 & 16.5812 & 15.5925 \\ \hline Average time of correct operation of the LCPS [h] & 779.4318 & 681.1169 & 724.3196 \\ \hline LCPS availability & 0.9817 & 0.9762 & 0.9789 \\ \hline Number of failures for selected LCPS components: & & & \\ \hline control modules & 23 & 56 & 41 \\ track sensors and axle counters & 89 & 157 & 161 \\ light signals & 11 & 24 & 16 \\ barrier drives & 304 & 492 & 458 \\ power supply modules & 30 & 34 & 31 \\ other & 54 & 80 & 61 \\ \hline Average duration of damage [h]: & & & \\ \hline control modules & 19.9305 & 20.0693 & 14.6000 \\ track sensors and axle counters & 11.8622 & 13.5404 & 7.7638 \\ light signals & 5.7179 & 7.4083 & 6.4654 \\ barrier drives & 12.2581 & 13.4347 & 6.2719 \\ power supply modules & 21.7145 & 21.0635 & 17.3542 \\ other & 24.0524 & 23.9194 & 18.2606 \\ \hline Average time of correct operation [h]: & & & \\ \hline control modules & 95.4714 & 148.9557 & 142.5107 \\ track sensors and axle counters & 454.3407 & 579.4471 & 671.8333 \\ light signals & 1951.8819 & 2032.3829 & 2208.6117 \\ barrier drives & 597.6960 & 678.3106 & 553.1403 \\ power supply modules & 2353.3597 & 1921.6369 & 1779.2500 \\ other & 1176.1104 & 1288.5907 & 1342.6965 \\ \hline Availability of components: & & & \\ \hline control modules & 0.8273 & 0.8813 & 0.9071 \\ track sensors and axle counters & 0.9746 & 0.9772 & 0.9886 \\ light signals & 0.9971 & 0.9964 & 0.9971 \\ barrier drives & 0.9779 & 0.9806 & 0.9857 \\ power supply modules & 0.9909 & 0.9892 & 0.9903 \\ other & 0.9800 & 0.9818 & 0.9865 \\ \hline \hline \end{tabular}
\end{table}
Table 1: Observed and estimated reliability parameters for selected LCPS devices.  
The quantitative analysis entailed a comparison of the results of damage forecasting performed on actual data, including the total number of failures of LCPS equipment, the number of failures for selected equipment and components, and an analysis of damage duration and failure-free operation.  
Statistical analysis of the collected operational data and forecasting results show that the simulation of the LCPS equipment operation process is close to the real process (Table 1).  
Verification confirmed the correctness of the adopted method of maintaining railway traffic control equipment. As illustrated in Table 1, there is a slight disparity between the observed and anticipated outcomes. This phenomenon may be attributed to the limited sample size of identified defects within a specified timeframe. The model's low saturation level may lead to suboptimal model stability during the observation period.