Hot-Rolled, Heavy-Rail Image Recognition Based on Deep-Learning Network

A new method for image-defect recognition is proposed that is based on a convolution network with repeated stacking of small convolution kernels and a maximum pooling layer. By improving the speed and accuracy of image-defect recognition, this new method can be applied to image recognition such as heavy-rail images with high noise and many types of defects. The experimental results showed that the new algorithm effectively improved the accuracy of heavy-rail image-defect recognition. As evidenced by the simulation study, the proposed method has a lower error rate in heavy-rail image recognition than traditional algorithms, and the method may also be applied to defect recognition of nonlinear images under strong noise conditions. Its robustness and nonlinear processing ability are impressive, and the method is featured with high theoretical depth and important application value.

Light rail transit as a tool for urban brownfield revitalization

In Europe and in North America, Light Rail Transit (LRT) is increasingly being seen as a viable and attractive transportation option which is not as cost prohibitive as heavy rail, yet carries more passengers and travels at higher speeds than traditional bus transit. Brownfield regeneration is at the forefront of urban land use policy, as cities try to reign in sprawl and address local economic, social, and environmental implications of such underused or abandoned sites. This paper will examine the relationship between the implementation of LRT in urban environments, and how that investment in transportation infrastructure affects the regeneration of urban brownfield sites. This will be achieved through the use of three urban case studies, each with subpopulations between 100,000 – 500,000. Key Words: Light Rail Transit, Brownfield, Transportation, Sustainability, Urban Mobility, Urban Financing, Municipal Plans and Policies.

Light rail transit as a tool for urban brownfield revitalization

In Europe and in North America, Light Rail Transit (LRT) is increasingly being seen as a viable and attractive transportation option which is not as cost prohibitive as heavy rail, yet carries more passengers and travels at higher speeds than traditional bus transit. Brownfield regeneration is at the forefront of urban land use policy, as cities try to reign in sprawl and address local economic, social, and environmental implications of such underused or abandoned sites. This paper will examine the relationship between the implementation of LRT in urban environments, and how that investment in transportation infrastructure affects the regeneration of urban brownfield sites. This will be achieved through the use of three urban case studies, each with subpopulations between 100,000 – 500,000. Key Words: Light Rail Transit, Brownfield, Transportation, Sustainability, Urban Mobility, Urban Financing, Municipal Plans and Policies.

Load and response quantification of direct fixation fastening systems for heavy rail transit infrastructure

Ballastless track (i.e. slab track) systems are used extensively in passenger rail applications for improved track stability, alignment control, vibration, and life cycle cost (LCC) benefits. These systems regularly rely on Direct Fixation (DF) fasteners to connect the rail to the structure. Field performance observations have indicated that even under similar track geometry and train operating conditions, the DF fasteners useful life varies widely. Meanwhile, a review of literature reveals that there is limited prior research to guide optimization of DF fastener designs for heavy rail transit. Therefore, researchers at the University of Illinois at Urbana-Champaign (UIUC) conducted a field investigation at three sites on a United States legacy heavy rail transit system to quantify wheel-rail interface loading demands and DF fastener response. Track response variance across similar track geometry was found. Wheel loads ranged between 2.7 to 18.2 kip (12.0 to 81.0 kN) and 0.9 to 12.4 kip (4.0 to 55.2 kN) for vertical and lateral loads, respectively. Lateral rail head displacements ranged between −0.05 to 0.16 inches (−1.27 to 4.06 mm) while dynamic lateral stiffness ranged from 42 to 62 kip/in. (7.3 to 10.8 kN/mm), indicating a low stiffness ratio for the DF fastener studied. Differences in behavior are attributed to dynamic vehicle-track interaction, the relationship between balanced and operating speeds, and differences in track gauge between sites. A comparison of vertical loading results with two additional heavy rail transit agencies shows Burr distributions that accurately represent the loading demands. Results from this study provide quantitative information that can be leveraged to improve heavy rail transit DF fastening system design and development of representative design validation testing protocols.

A thermodynamic assessment of precipitation, growth, and control of MnS inclusion in U75V heavy rail steel

Thermodynamic analysis of the precipitation behavior, growth kinetic, and control mechanism of MnS inclusion in U75V heavy rail steel was conducted in this study. The results showed that solute element S had a much higher segregation ratio than that of Mn, and MnS would only precipitate in the solid–liquid (two-phase) regions at the late stage during the solidification process at the solid fraction of 0.9518. Increasing the cooling rate had no obvious influence on the precipitation time of MnS inclusion; however, its particle size would be decreased greatly. The results also suggested that increasing the concentration of Mn would lead to an earlier precipitation time of MnS, while it had little effect on the final particle size; as to S, it was found that increasing its concentration could not only make the precipitation time earlier but also make the particle size larger. Adding a certain amount of Ti additive could improve the mechanical properties of U75V heavy rail steel due to the formation of TiO x –MnS or MnS–TiS complex inclusions. The precipitation sequences of Ti3O5 → Ti2O3 → TiO2 → TiO → MnS → TiS for Ti treatment were determined based on the thermodynamic calculation.

Comparative analysis of underfloor wheel lathes with monolithic and bolted structure in terms of static and dynamic properties based on the results of FEM analyzes

The subject of the research was Underfloor Wheel Lathes de-signed to regenerate the profiles of the running wheels and brake discs of heavy rail vehicles without removing the wheelsets. These machines can also be used to regenerate wheel sets in trolleys dismantled from vehicles or the wheel sets themselves. The machine tools operate in a pass-through system. Two machine tools differing in the structure of the supporting sys-tem were tested: monolithic and folding. Conclusions are based on the re-sults of the FEA simulation. They concerned the influence of the type of supporting structure and connection between the bodies on the static stiff-ness, forms of vibrations and dynamic stiffness of machine tools.

Proposal to transform “AS(AS/NZS) 5100 Bridge Design Standard” to “AS/NZS 5100 Bridge and Transport Infrastructure Design Standard”

<p>The 2017 AS(AS/NZS) 5100 <i>Bridge Design </i>Series is an evolution of former road authority and (heavy) rail authority standards that can trace their initial roots to 1960s. Originally written in an era when all bridges were owned by public organizations. The 21st century has both public and private ownership of bridges. The scope of transport infrastructure has also expanded and now includes managed motorway gantries, noise barriers and large sign structures</p><p>This paper has identified an inconsistent approach to scope. It proposes a new wider scope of transport infrastructures to be included in the standard. This consistency in approach will remove inconsistent treatment of non-bridge structures relating to fatigue and load combinations in the current standard. The paper has also identified that high frequency metropolitan trains has resulted in fatigue cycles being grossly underestimated.</p><p>The paper proposes a name change from bridge to transport infrastructure design to fully capture the scope of the changes.</p>