Reliable railway operations depend on a large number of geographically distributed devices and systems. These include operational and technological communication equipment, hot axle box monitoring systems, wheel defect detection systems, pantograph and rolling stock clearance monitoring systems, video surveillance, as well as solutions for monitoring bridges, tunnels and other infrastructure assets.
Each of these systems performs a specific function. However, their overall effectiveness depends on how quickly the data they generate can be translated into actionable decisions. When information is delivered to different departments through separate software environments, response times may increase, while operators receive only a fragmented view of the overall situation.
A centralised monitoring system makes it possible to consolidate data from different devices within a single operational environment, promptly detect critical deviations and transmit relevant information to the responsible teams in accordance with predefined procedures.
A practical example of this approach is the development of a rolling stock monitoring system on Slovenia’s railway infrastructure. The project involves the installation and modernisation of detector equipment at 20 monitoring points. These points are to be connected to the Central Monitoring System — a centralised platform for displaying and transmitting alarms, measurements and trends, as well as monitoring the operational status of all connected monitoring points. Existing monitoring points are also to be integrated into the system, enabling the infrastructure to be developed gradually without requiring the simultaneous replacement of all installed equipment.
Various types of condition and anomaly detection systems are deployed across the Slovenian railway network:
hot axle box and brake monitoring;
wheel defect detection;
weigh-in-motion monitoring of rolling stock;
loading gauge compliance monitoring;
pantograph condition monitoring;
dragging equipment detection;
vehicle identification.
These monitoring points are installed directly along the railway infrastructure. As a train passes through a monitoring point, the equipment automatically measures predefined rolling stock parameters.
For example, infrared detectors monitor the temperature of axle box bearings, wheels and brakes. Wheel defect detection systems measure wheel impact forces on the rails, while weigh-in-motion systems determine axle loads, the weight of individual vehicles and the total weight of the train.
Each type of detector has its own monitoring parameters, threshold values and criticality levels. The system evaluates the results according to the nature and severity of the detected deviation and generates an alarm with the appropriate priority level. This classification enables operators to quickly assess the level of risk and apply the response procedure defined for the specific type of event.
The information is transmitted to the operator’s workstation, where the operator acts in accordance with the procedure defined for the relevant type of event. As a result, a signal generated by a sensor does not remain an isolated technical notification but becomes part of a structured incident-response process.
In Kontron’s materials, this approach is implemented through the IRM-R platform, which combines centralised monitoring and incident management capabilities.
The platform enables operators to:
track trains as they pass through monitoring points;
display alarms and measurement results;
maintain an event history for each monitoring point;
analyse data according to different criteria;
transmit information to dispatchers and responsible teams;
support predefined response scenarios;
generate periodic and summary reports.
Kontron’s Incident-Response Management solution is designed to process data in real time and transform detected critical events into structured operational workflows for operators.
For example, if a monitoring point detects a potentially dangerous increase in axle box temperature as a train passes, the system sends the corresponding alarm to the operator. The data can be associated with a specific train, location and measurement time, after which the responsible personnel can take the actions prescribed by the relevant procedure.
At the same time, the accumulation of historical data makes it possible to analyse changes in parameters over time and use this information for maintenance planning.
The Slovenian example primarily demonstrates the centralised monitoring of rolling stock condition. However, the underlying principle of a unified operational environment can be applied much more broadly.
Depending on the project architecture and equipment compatibility, the following systems can be progressively integrated into a centralised monitoring environment:
operational and technological communication equipment;
rolling stock monitoring systems;
bridge and tunnel condition sensors;
public address and warning systems;
video surveillance and video analytics;
access control systems;
incident management solutions.
Kontron’s transport video surveillance solutions, for example, support real-time video processing, alarm generation, integration with other onboard systems, as well as scenarios for detecting vandalism or potentially dangerous behaviour.
As a result, operators receive not a collection of isolated notifications but a comprehensive view of the monitored area: where an event has occurred, which equipment detected it, how critical it is and which team is responsible for responding.
For Ukraine, centralised monitoring is particularly important given the extensive railway network, the large number of remote infrastructure assets and the need to maintain the operation of critical infrastructure under persistent threats.
The geographically distributed nature of railway equipment makes operational monitoring more difficult and increases the need for on-site visits by technical specialists. A unified monitoring system can provide remote monitoring of equipment status, centralised alarm transmission and coordination between dispatch, technical and emergency response teams.
A practical first step could be a pilot project covering a specific railway section, a major railway hub or a critical transport corridor.
This does not require the complete and simultaneous replacement of existing railway equipment. On the contrary, an effective model involves the gradual integration of existing and new systems, the use of open interfaces and the progressive expansion of the range of monitored assets.
As Kontron’s official partner in Ukraine, ISTEL 3000 can provide comprehensive support throughout such a project — from conducting a technical assessment of the infrastructure and designing the architecture of the pilot area to equipment integration, system configuration, personnel training and ongoing service support.
Applying European experience while taking into account the actual condition and specific requirements of Ukraine’s railway infrastructure can provide a practical and scalable approach to modernisation.
Centralised monitoring is more than a single dispatcher screen. It represents a transition from fragmented monitoring and post-failure response to systematic event management, early risk detection and more resilient railway operations.
Sincerely,
The ISTEL 3000 Team