Track Infrastructure Research Articles

Measurement and Forecasting of High-Speed Rail Track Slab Deformation under Uncertain SHM Data Using Variational Heteroscedastic Gaussian Process.

Uncertainty in sensor data complicates the construction of baseline models for the measurement and forecasting (M&F) of high-speed rail (HSR) track slab deformation. Standard Gaussian process (GP) assumes a uniform noise throughout the input space. However, in the application to modelling of HSR structural health monitoring (SHM) data, this assumption can be unrealistic, because of its unique heteroscedastic uncertainty that is induced by dynamic train loading, electromagnetic interference, large temperature variation, and daily maintenance actions of railway track infrastructure. Therefore, this study firstly develops a novel online SHM system enabled by fiber Bragg grating (FBG) technology to eliminate electromagnetic interference on SHM data for continuous and long-term monitoring of track slab deformation, with the capacity of temperature self-compensation. To deal with different sources of uncertainty, the study explores Variational Heteroscedastic Gaussian Process (VHGP) approach while using variational Bayesian and Gaussian approximation for data modelling, estimation of the monitoring data uncertainty, and further data forecasting. The results demonstrate that the VHGP framework yields more robust regression results and the estimated confidence level can better depict the heteroscedastic variances of the noise in HSR data. Higher accuracy for both regression and forecasting is gained through VHGP and the position with maximum noise can be more accurately forecasted with a smooth varying confidence interval. Based on in-situ measurement data, the uncertainty levels for all sensors are estimated together with corresponding deformation profiles for the instrumented segment and three typical types of uncertainty are summarized during the M&F process of HSR track slab deformation.

The approach to the study of the reliability of the electric transport system of the city as a complex technical system

The currently existing methods for analyzing and assessing the reliability of a technical system are mainly focused on its individual elements and do not take into account the complexity of their interactions and integration into subsystems of various hierarchical levels. When considering the issues of reliability of electric vehicles, they mainly focus on individual components: the reliability of electric traction rolling stock, the reliability of the power supply system, the reliability of the track infrastructure, etc. The article proposes an approach that allows to consider urban electric transport as a complex technical system consisting of several levels, each of which contains components directly involved in the transmission and conversion of electric power into mechanical work of rolling stock under the influence of the environment. Such an approach will allow, in particular, to assess the impact of the reliability of such individual components on the efficiency of implementation of electric traction in a complex technical system of urban electric transport.

Radio-Frequency Identification Specimen Tracking to Improve Quality in Anatomic Pathology

Preanalytic errors, including specimen labeling errors and specimen loss, occur frequently during specimen collection, transit, and accessioning. Radio-frequency identification tags can decrease specimen identification and tracking errors through continuous and automated tracking of specimens. To implement a specimen tracking infrastructure to reduce preanalytic errors (specimen mislabeling or loss) between specimen collection and laboratory accessioning. Specific goals were to decrease preanalytic errors by at least 70% and to simultaneously decrease employee effort dedicated to resolving preanalytic errors or investigating lost specimens. A radio-frequency identification specimen-tracking system was developed. Major features included integral radio-frequency identification labels (radio-frequency identification tags and traditional bar codes in a single printed label) printed by point-of-care printers in collection suites; dispersed radio-frequency identification readers at major transit points; and systems integration of the electronic health record, laboratory information system, and radio-frequency identification tracking system to allow for computerized physician order entry driven label generation, specimen transit time tracking, interval-based alarms, and automated accessioning. In the 6-month postimplementation period, 6 mislabeling events occurred in collection areas using the radio-frequency identification system, compared with 24 events in the 6-month preimplementation period (75% decrease; P = .001). In addition, the system led to the timely recovery of 3 lost specimens. Labeling expenses were decreased substantially in the transition from high-frequency to ultrahigh frequency radio-frequency identification tags. Radio-frequency identification specimen tracking prevented several potential specimen-loss events, decreased specimen recovery time, and decreased specimen labeling errors. Increases in labeling/tracking expenses for the system were more than offset by time savings and loss avoidance through error mitigation.

Relative Capacity and Performance of Fixed- and Moving-Block Control Systems on North American Freight Railway Lines and Shared Passenger Corridors

North American railroads are facing increasing demand for safe, efficient, and reliable freight and passenger transportation. The high cost of constructing additional track infrastructure to increase capacity and improve reliability provides railroads with a strong financial motivation to increase the productivity of their existing mainlines by reducing the headway between trains. The objective of this research is to assess potential for advanced Positive Train Control (PTC) systems with virtual and moving blocks to improve the capacity and performance of Class 1 railroad mainline corridors. Rail Traffic Controller software is used to simulate and compare the delay performance and capacity of train operations on a representative rail corridor under fixed wayside block signals and moving blocks. The experiment also investigates possible interactions between the capacity benefits of moving blocks and traffic volume, traffic composition, and amount of second main track. Moving blocks can increase the capacity of single-track corridors by several trains per day, serving as an effective substitute to construction of additional second main track infrastructure in the short term. Moving blocks are shown to have the greatest capacity benefit when the corridor has more second main track and traffic volumes are high. Compared with three-aspect signal systems, much of the benefits of moving blocks can be obtained from adding signals and implementing a four-aspect signal system. Knowledge of train delay performance and line capacity under moving blocks will aid railway practitioners in determining if the benefits of these systems justify the required incremental investment over current PTC overlay implementations.

A new strategy to estimate static loads for the dynamic weighing in motion of railway vehicles

The present paper focuses on the numerical modeling of a weigh-in-motion system developed with the purpose of assessing the static loads imposed by the train onto the track infrastructure. Weigh-in-motion systems would be useful in overcoming the disadvantages typical of the conventional static weighing such as costs and traffic management. However, contrary to the conventional static weighing, weigh-in-motion systems do not allow a direct measurement of the static load since the train–track dynamic interaction gives rise to dynamic loads that are added to the static ones. This study investigates how train speed and track unevenness affect the loads assessed by the weigh-in-motion system. In order to achieve that goal, a comprehensive statistical study was performed based on an extensive amount of calculations. Finally, based on the conclusions and trend identified through the comprehensive parametric study, an approach is proposed to correct the direct result given by the weigh-in-motion system in order to obtain an estimation of the static load.

Wireless sensor networks and structural health monitoring: Experiences with slab track infrastructures

Slab track systems have the potential to become a more sustainable option for high-speed railway infrastructures than traditional ballasted tracks. Traditionally, the systems that monitor these infrastructures have been costly, but advances in the last few decades have made the use of wireless sensor networks within these infrastructures a feasible solution that can be used to evaluate their degradation for failure detection and prediction. Since the cost of these systems is steadily decreasing, it is now possible to use permanent wireless sensor networks as an integral part of the overall system to pave the way for smart infrastructures that can get real-time information about the structural health of the infrastructure at a relatively low cost. In order to show the suitability of this kind of system to monitor the structural health, three demonstrators, developed in the context of the FASTRACK project, related to the design and construction of a monitoring system for slab track systems that measures vibrations and displacements in the track, are presented. FASTRACK uses an innovative approach where data read by sensors are sent to passing trains, which are used as data mules to upload the information to a remote server. On arrival at the station, the data are stored in a database, which is queried by an application to extract relevant information by means of analysis algorithms to detect and predict failures. The first real scenario tests the limits of the system under stress situations. The second one tests the system in an actual, installed slab track to analyze the suitability of the communication architecture and to study a transition zone between slab tracks to a ballast track. The last scenario deals with the data mule performance tests.

Development of logistic services in rail transport

This article provides a description of the methodology for calculating the capacity of handling cargo handling terminal. The methodology allows the calculation of the capacity of the track infrastructure conditions in the track and landing and cool, handling, transshipment equipment adapted to the technical conditions and Terminal process. The article describes. rigid data IE. infrastructure and equipment which change is possible (or not) through the investment process (e.g. expansion of another place, the purchase of handling equipment) and scale-out data and variables that include factors that may be subject to change in during the operation of the infrastructure and subject to the possibility of impact by the terminal operator on these elements without investment. Indicates the criteria and the role of the selection of the correct location of the Terminal for its activities and building the capabilities of handling terminal.

Urban railway ground vibrations induced by localized defects: using dynamic vibration absorbers as amitigation solution

Recent increases in urban railway track infrastructure construction are often delayed by distress to occupants caused by ground-borne vibration arising from the passing of the rail vehicle. Mitigation measures are proposed as a solution if they prove their efficiency in reducing these vibrations. In this paper, we present a practical study of dynamic vibration absorbers (DVAs) as a possible measure. A complete numerical study based on a recently developed two-step approach is performed. A detailed multibody model for the vehicle is coupled to a finite element/lumped mass model for the track in order to predict the forces acting on the soil. Then a 3D finite element model of the soil simulates the ground wave propagation generated from these dynamic forces to evaluate the level of vibration in the surrounding area. Having validated this model in the past, it is used to determine the effectiveness of DVA placed either in the vehicle or on the track. Compared to existing studies presenting DVA calibrations in terms of frequency response functions, realistic simulations are presented, based on the specific case of the T2000 tram circulating in Brussels traversing a localized defect. The results demonstrate that a DVA placed on the vehicle remains an interesting solution, provided that the mass is sufficient (mass ratio of 0.1).

The Total Track Inspection

Operations of railway business have always placed ‘safety’ as the first priority. Managing ‘public safety’ requires integral risk monitoring and management. The risk monitoring for rail infrastructure management relies on accurate health monitoring and integrated track inspection. Health monitoring of all rail assets have given rise to ‘Big Data’, which have been derived and recorded from on-board monitoring and on-track inspections of both fixed and mobile assets. In this paper, the safety-critical inspections of fixed assets or railway infrastructures have be emphasized in order to obtain the integral insights into track defects, irregularities and deterioration of track geometry and components. This paper highlights the systems-based integration framework of on-board and on-site inspection data for railway track integrity assurance under uncertain settings. The risks and consequences of extreme climates have been considered in order to improve adaptiveness, agility and readiness of the systems-based framework of the total track inspection activities that could underpin and assure track infrastructure integrity and resilience. New challenges in observational field data have been highlighted as the evidences for the necessity for the adaptive systems-based framework of the total track inspection.

TENDENCIES AND PROBLEMS OF THE TRANSPORT INFRASTRUCTURE OF THE CITY AGGLOMERATIONS (CASE-STUDY OF YEKATERINBURG, KAZAN AND PERM)

Transformation of urban transport infrastructure is one of the most dynamic city processes. Changes occur continuously and connect both with the technology and with the city development. For Russian cities, the most common trends that affected the transformation of the transport system at the turn of the 20th century were the growth in the number of personal transport and the active development of city agglomerations. In addition to the general features, there are specific features of changing public transport, street-road network in each city and agglomeration. Comparison of these changes, taking into account the global trends, allows you to draw conclusions and give practical suggestions that may be of interest for both management practices and the development of science. It is important to realize that the transport system of cities-nuclei of agglomerations is under pressure not only of traffic flows within urban displacements, but is an open system integrated into agglomeration processes. In the article, the transformation of the transport infrastructure of the Russian cities of Yekaterinburg, Kazan and Perm is considered by its two main components - public transport and the street-road network. The selected three cities are not only regional capitals, but also nuclei of monocentric agglomerations. The comparison is made in the context of individual urban areas: the historical core, the zone adjacent to the historical core, and the outer zone. The main method used is the peer review method. This is due to the fact that it is not always possible to obtain a complete set of data for a formalized assessment of the section of the zones identified by the authors that do not coincide with the administrative-territorial cities. Although, where possible, the results of peer review are supported by statistical data and calculations. Real changes are compared with the version, which the authors consider to be optimal at this stage and described using a special score scale. According to the results of the expert assessment, Kazan and Yekaterinburg took the leading positions. For Kazan is characterized by systematic activities to ensure the effective operation of public transport. The city occupies a leading place in Russia (excluding the capital) in terms of the number of corridors and the length of the allocated lanes for public transport. In the past five years, there has been a large-scale renovation of the park of trams, trolleybuses and buses in municipal ownership. Ekaterinburg stands out as an urban tram network, which maintains a system-forming role in most areas of the city. It continues to develop: a new site appeared within a large center in 2017, at various stages of discussion and implementation are plans to build lines in the micro-districts of the city's outer zone, and also (for the first time in Russia) - to two satellite cities in Yekaterinburg.. The relatively high quality of the track infrastructure, high-quality operation of the rolling stock of tram transport also influenced the increase in the score of the expert evaluation. The most problematic aspects in all cities are: Inadequate integration of electric trains into the urban transport system; the lack of systematic work with drivers of personal vehicles on their compliance with the interests of all residents when using courtyard territories; the lack of systematic and consistent measures to form multifunctional transport and transfer nodes on the border of zones adjacent to the historical core and external zones, the development of the street-road network in connection with the formation of these nodes. Solving these problems will allow to proceed to the intensive development of city agglomerations.

Research of reliability of urban electric transport system

Modern methods for analyzing and assessing the reliability of complex technical systems consider only its individual elements. The specifics of structural-functional interactions and integration into subsystems of different hierarchical levels are not taken into account. Studies show that analyzing the reliability of urban electric transport, also focus on individual components: the reliability of electric traction rolling stock, the reliability of the power supply system, the reliability of the track infrastructure, etc. The authors propose an approach that allows to consider urban electric transport as a complex technical system consisting of several levels that are hierarchically subordinate. Each level combines the components directly involved in the transmission and transformation of electric power into mechanical operation of the rolling stock under the influence of the external environment by means of traction electrical equipment. This approach will allow to develop the theoretical foundations of methods for analyzing the impact of the reliability of individual components of a complex technical system of urban electric transport on the effectiveness of the electric traction implementation.

COMPLEX JUSTIFICATION OF WAYS PARAMETERS OF RAILWAY STATIONS AND THE GEOMETRIC DIMENSIONS OF THE ROLLING STOCK

Purpose. The purpose of the study is to determine a single criterion for the effectiveness of the interaction of couplers, for a comprehensive justification of the parameters of the track development of railway stations and the geometric dimensions of the rolling stock. Technique. As criteria of efficiency and safety of designs of track development the main operational characteristics of automatic chain mechanisms in the horizontal plane are considered: efficiency of the movement of cars in the coupling and possibility of their automatic coupling. The analysis of methods for assessing the conditions for the fulfillment of these criteria allows us to distinguish two groups of influencing factors: the geometric parameters of the track development (curve radius, curve length, straight insert) and the geometric dimensions of the rolling stock (length of the wagon base, length of the cantilever part, trolley base, additional displacement of the bogies, the width of the grip and the angle of deviation of the coupler). Comparative assessment of the chosen criteria is done using the analytical dependences for the direct calculation of the lengths of the radii, which is the automatic clutch and the movement of wagons in the block train. To this end, the study obtained an expression for the direct calculation of the radius length depending on the angle of deviation of the automatic coupling shank when driving in the clutch. It allowed to estimate effective designs of track development depending on position of elements of the automatic coupling at movement in the coupling: the skewed and not skewed position of the traction clamp taking into account normal or the buried position of the automatic coupling. To determine a single criterion in the design of the track development, ensuring the effectiveness of the interaction of couplers, a comparison of the permissible radii at automatic coupling (in the zone of circular and s-shaped curves) and radii, providing movement in the coupling (at different position of the coupler) for different types of rolling stock. The values of the radii that automatically grip far exceed the required values of the radii for the effective movement in the clutch (even with the recessed position of the shank of the coupler). Therefore, as a criterion in the development of requirements for the design of track structures of railway stations, the condition of automatic coupling can be accepted. Results. It is found that the values of the angles of deviation in different positions of couplers can vary more than twice, and requires the use of appropriate radii of curves. In addition, maneuvers with rolling stock carried out by wagons forward, require compliance with more stringent operating conditions and the use of more gentle curves (more than 20 %). Comparison of the conditions of functioning of automatic couplers in the horizontal plane, due to the parameters of the track development, allowed to establish a criterion for the effectiveness of the interaction of automatic couplers and to assess the quality of structures of elements of track structures. The performed calculations confirm the possibility of power interaction of auto coupling elements due to the discrepancy between the design standards of track development and rolling stock. In addition, in the structures of the existing railway station necks there are curves with radii less than permissible by modern design standards (more than 20 % of curves have radii less than 200 m), which further complicates the possibility of ensuring the interaction of couplers without the occurrence of excessive loads in their structures. The shown «gap» between the parameters of track development and rolling stock can lead to a number of negative consequences associated with the processes of movement in the coupling and coupling of wagons. Scientific novelty. A fairly simple method of direct calculation of the permissible value of the radius of the curve, ensuring the efficiency of movement of wagons in the train, is developed. The proposed method makes it possible to estimate the degree of influence of the curvature of the track on the design of automatic coupling mechanisms of wagons depending on the position of the shank (four options). A single criterion for the design of track development, ensuring the effectiveness of the interaction of rolling stock, is substantiated. Practical importance. Justification of the criterion of efficiency of interaction of wagons, allows: to provide coupling of wagons at the expense of reduction of horizontal deviations; to reduce degree of power interaction in knots of the automatic coupling at the movement in the coupling more than by 30 %, having increased respectively reliability of their functioning; to develop special requirements to design of track development of railway stations; to find and localize dangerous sites of track infrastructure; to allocate safe technological routes of passing of wagons of the increased geometrical sizes; to increase efficiency and safety of transportation process as a whole.

WHEEL–RAIL WEAR INVESTIGATION ON A HEAVY HAUL BALLOON LOOP TRACK THROUGH SIMULATIONS OF SLOW SPEED WAGON DYNAMICS

Heavy haul railway track infrastructure are commonly equipped with balloon loops to allow trains to be loaded/unloaded and/or to reverse the direction of travel. The slow operational speed of trains on these sharp curves results in some unique issues regarding the wear process between wheels and rails. A wagon dynamic system model has been applied to simulate the dynamic behaviour in order to study the wheel–rail contact wear conditions. A wheel–rail wear index is used to assess the wear severity. The simulation shows that the lubrication to reduce the wheel–rail contact friction coefficient can significantly reduce the wear severity. Furthermore, the effects of important parameters on wheel–rail contact wear including curve radius, wagon speed and track superelevation have also been considered.

High-speed container transport system

Background: The new scope of application for vehicles equipped with magnetic suspension is the fright container transportation. In order to realize the transit potential of the country, the increase in mean speed of the container trains is required.
 Aim: The present work aims to explore the possibilities to develop the high-speed transport system equipped with magnetic suspension for container transportation along Euro-Asian land bridge.
 Methods: As the research tools used methods of situational analysis, computer modeling, transport geography, technical and economic analysis.
 Results: The market analysis results of the transit container transportation have shown that the major challenge for Russian transit development is the constrained traffic capacity of the existing transport corridors. The drastic solution to the problem can be the construction of a new high-speed transport system. The following factors determining the conditions for the creation of the new transport system have been identified: use of transport possibilities of the Azov-Black Sea basin; ensuring accessibility of the northern territories; development of technical solutions for the creation of a transport system with low-cost infrastructure. The combined traction levitation system has been developed based on the extremely simple design of the linear switched reluctance motor. The experimental researches of the full-functional physical model of the transport platform have been performed. The assessment of investment project efficiency has shown that despite the large start-up investment in the track infrastructure, the project has positive economic effect.
 Practical importance: The computer model of the combined traction levitation system based on the linear switched reluctance motor has been designed. The concept of constructing a new transport system is proposed, taking into account the characteristics of the proposed operational region in poorly developed territories. The high-speed route has been proposed connecting the Azov-Black sea basin with the Pacific coastline and completely passing through the territories of Russia including some northern regions. The transit potential assessment has shown that due to the transit time reduction it is possible to attract the container freights with traffic volume of 1,52 million in twenty-foot equivalentunit.

Laboratory analysis of track gauge restraining capacity of center-cracked railway concrete sleepers with various support conditions

Abstract As the number of concrete railway sleepers has steadily grown in North America, the importance of understanding the performance and failure of these components has also increased. Concrete sleepers typically perform better than timber sleepers to maintain track geometry and have a longer expected service life. Nevertheless, there have been derailments that were caused by excessive increase of track gauge due to deteriorated concrete sleepers and fastening systems. As ballast support conditions are closely related to sleeper performance, there is a need to fully understand the behavior of poorly supported sleepers. To quantify the influence of support conditions on sleeper deflection and gauge widening, laboratory experiments were performed. Using a static structural loading frame, new and center-cracked concrete sleepers were subjected to different support conditions, engineered using rubber pads. Simulated conditions included center bound sleepers, newly tamped track, and track under high impact loads. This paper presents a correlation between ballast support conditions and their effect on concrete sleeper health and track gauge. Using statistical tools to analyze the experimental results, it is shown that there is no significant difference between new sleepers and lightly center-cracked sleepers. Even extreme deterioration at the sleeper center has little influence on the gauge widening effect due to sleeper bending. Moreover, the gauge widening effect due to pure concrete sleeper bending seemed to be minimal, but not insignificant when compared to the amount of track gauge increase due to other track infrastructure conditions. Therefore, railway accidents where damaged concrete sleepers fail to restrain track gauge are more likely to be related to the rail seat, fastening system, or other production problems rather than center cracking.

ROUTE TOURIST RAILWAY BANOVIĆI – ZLAĈA

<p>This paper shows the possibility that a part of the existing narrow track of Banovići mines 760 mm wide and with the design and part of the new track Banovići - Zlaĉa is used for the tourist track. The project solution is planning a two-phase tourist track, phase I of Banovići-Maĉkovac phase II, MaĉkovacZlaĉa, with a total length of 10,601 m.</p><p>The fact that there is a significant fundraising of mining and railway rarity and the noteworthy world tendency for them to create a perspective for the development of railway tourism is the motive for the ever-present history of mining and railroads in these areas, even after the need for transporting trench coals. Realization of this project opens up the possibility of recruiting a new number of employees and utilizing the capacity of the Zlaĉa Hotel or the tourist-catering complex, which is considered one of the most attractive tourist destinations in the canton and in the country.Starting from a series of comparative advantages, such as the existence of a complete railway track infrastructure, with parochial locomotives that are world rarity and unity, and which should be particularly emphasized, are still in function.</p>

Quantification of rail transit wheel loads and development of improved dynamic and impact loading factors for design

An increase in the number of rail transit track construction and rehabilitation projects in North America has generated increased interest in optimizing the design of the track infrastructure and its components. Many rail transit track component design guidelines use historical wheel loads and loading factors that were derived from freight railroad design practices. These design factors may not be representative of the loading experienced on the rail transit networks today, leading to over-designed, sub-optimal infrastructure components. Therefore, researchers at the University of Illinois at Urbana–Champaign are conducting research to lay the groundwork for improved understanding of the loading environment entering the track structure using wheel loads data obtained from recently deployed field instrumentation and existing wheel impact load detectors. This paper evaluates the existing design impact factors and assesses their effectiveness when applied to the rail transit sector, using data from three representative rail transit agencies in the United States. New dynamic loading factors are also proposed to represent the rail transit loading environment more accurately. A quantitative approach to addressing design factors may provide economies in future designs and facilitate the use of probability of exceedance and other metrics that relate to factors of safety.

Railway Track Condition Assessment at Network Level by Frequency Domain Analysis of GPR Data

The railway track system is a crucial infrastructure for the transportation of people and goods in modern societies. With the increase in railway traffic, the availability of the track for monitoring and maintenance purposes is becoming significantly reduced. Therefore, continuous non-destructive monitoring tools for track diagnoses take on even greater importance. In this context, Ground Penetrating Radar (GPR) technique results yield valuable information on track condition, mainly in the identification of the degradation of its physical and mechanical characteristics caused by subsurface malfunctions. Nevertheless, the application of GPR to assess the ballast condition is a challenging task because the material electromagnetic properties are sensitive to both the ballast grading and water content. This work presents a novel approach, fast and practical for surveying and analysing long sections of transport infrastructure, based mainly on expedite frequency domain analysis of the GPR signal. Examples are presented with the identification of track events, ballast interventions and potential locations of malfunctions. The approach, developed to identify changes in the track infrastructure, allows for a user-friendly visualisation of the track condition, even for GPR non-professionals such as railways engineers, and may further be used to correlate with track geometric parameters. It aims to automatically detect sudden variations in the GPR signals, obtained with successive surveys over long stretches of railway lines, thus providing valuable information in asset management activities of infrastructure managers.

State-of-the-Art Review of Railway Track Resilience Monitoring

In recent years, railway systems have played a significant role in transportation systems due to the demand increase in conveying both cargo and passengers. Due to the harsh environments and severe loading conditions, caused by the traffic growth, heavier axles and vehicles and increase in speed, railway tracks are at risk of degradation and failure. Condition monitoring has been widely used to support the health assessment of civil engineering structures and infrastructures. In this context, it was adopted as a powerful tool for an objective assessment of the railway track behaviour by enabling real-time data collection, inspection and detection of structural degradation. According to relevant literature, a number of sensors can be used to monitor track behaviour during the train passing under harsh environments. This paper presents a review of sensors used for structural monitoring of railway track infrastructure, as well as their application to sense the performance of different track components during extreme events. The insight into track monitoring for railways serving traffic with extreme features will not only improve the track inspection and damage detection but also enable a predictive track maintenance regime in order to assist the decision-making process towards more cost-effective management in the railway industry.

The emerging televisual: technology futures and screens for all things

ABSTRACTThe use of high-speed broadband and internet-enabled television sets (smart TVs) for movies, news, documentaries, and television programs, amongst other services – for the convenience of the listener/viewer at a time chosen by them (on-demand) – is vital to television's survival through networked options for choice. Individuals engage with a variety of increasingly interconnected technological devices. Multiple open screens, akin to those switched between on the personal computer, are now available across a single ‘surface’. These can be displayed congruently, even on whole walls whereby multiple screens are able be placed next to each other to create a single continuous display with modularity in shape and size. In parallel to these technological developments, audiences are looking to the mobile-first platform of small globally connected mobile screens or scalable media. Consider too, that user-generated content streamed online is proving popular for a number of viewers. In this paper, we will explore today's complex and shifting mediascape, analysing survey data collected in Australia to consider which screen media are currently made use of, how frequently various media are interacted with, and in what settings and purposes they are used. Reaching outward, we additionally use pseudo-anonymous data drawn from TriSMA, an Australian Research Council (ARC) funded Tracking Infrastructure for Social Media Analytics (TrISMA) developed by QUT, Curtin, Swinburne and Deakin universities to provide detailed analytics regarding Australian social media use, specifically in order to evaluate how social media production works within the overarching process of television production. Through this lens, we evaluate the future of new screen technology offering digital content production, curation and dissemination in order to ask ‘what now?’