State-of-the-Art Review of Railway Track Resilience Monitoring
Abstract
:1. Introduction
2. Railway Track Resilience
2.1. Railway Resilience Assessment
- Rail buckling due to extreme heat [5].
- Rising sea level and storm surge may cause disruption to railway tracks near coastal areas [21].
- Washing away ballast by flash floods [22].
- Critical locations should be identified.
- Assessment of damage to railway track and vehicles. Damaged components of infrastructure should be upgraded to improve resilience to future extreme events.
- Adapt and enhance the performance and capacity of future railway infrastructure according to lessons learned from previous extreme events.
2.2. Resilience Index
3. Railway Track Monitoring
3.1. Train Weight, Train Speed, Axle Count and Train Identification
3.2. Dynamic Impact Load and Wheel/Rail Defect
3.3. Track Subgrade Monitoring
4. Wired and Wireless Systems
5. Wireless Sensor Network Framework
5.1. Sensor Node
5.2. Base Station
- Standard mobile telephony (Bluetooth, GSM, GPRS) [13], which can provide enough communication bandwidth (few hundreds Kb/s) to transmit life signals, alarm messages and possibly camera screenshots, whenever available;
- UMTS (Universal Mobile Telecommunications System) or Satellite links (few Mb/s bandwidth) [51] can additionally transmit a few video streams from neighbour cameras when the faults on tracks are detected by sensors in order to verify early warning in real-time;
5.3. Server
6. Sensors
6.1. Track Measurement
6.1.1. Strain Gauge
6.1.2. Accelerometer
6.1.3. Acoustic Emission
6.1.4. Inclinometer
6.2. Track Bed and Subgrade Measurement
6.2.1. Water Pressure Sensors
6.2.2. Multidepth Deflectometers (MDDs)
6.2.3. Settlement Probes
7. Sensor Placement
8. Conclusions
Acknowledgments
Author Contributions
Conflicts of Interest
References
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Wired | Wireless |
---|---|
Sensors are physically in contact with the structure, hence the determination of the exact position of damage is expected. | Sensors are not in contact with the structure, thus damage detection is accomplished with less accuracy than for wired systems |
Greater number of sensors is needed. The wired system can become significantly complex. | Number of sensors is minimized, and their installation can be easier. |
Cables can be damaged easily due to human errors or weather conditions. Hence, long-term maintenance costs can be high. | Initial cost is higher but within a life time analysis it becomes lower and regular monitoring can be achieved. |
Inflexible when changes are needed, thus presenting a high time consumption when cables are to be redeployed. | Provide an easier way to physically deploy the equipment requiring shorter periods of time. |
Objective | Sensor | Placement |
---|---|---|
Train speed, acceleration | Strain gauge | Rail |
Accelerometer | Rail, sleeper, railbed | |
Train load, dynamic load | Strain gauge | Rail |
Accelerometer | Rail, sleeper, railbed | |
Settlement | Inclinometer | Rail, sleeper, railbed |
LVDT | Rail, sleeper, railbed | |
Settlement probe | Railbed | |
Wheel-rail defect | Strain gauge | Rail |
Accelerometer | Rail | |
Acoustic emission | Rail | |
Soil water content, pore pressure | Piezometer | Railbed |
Tensiometer | Railbed |
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Ngamkhanong, C.; Kaewunruen, S.; Costa, B.J.A. State-of-the-Art Review of Railway Track Resilience Monitoring. Infrastructures 2018, 3, 3. https://doi.org/10.3390/infrastructures3010003
Ngamkhanong C, Kaewunruen S, Costa BJA. State-of-the-Art Review of Railway Track Resilience Monitoring. Infrastructures. 2018; 3(1):3. https://doi.org/10.3390/infrastructures3010003
Chicago/Turabian StyleNgamkhanong, Chayut, Sakdirat Kaewunruen, and Bruno J. Afonso Costa. 2018. "State-of-the-Art Review of Railway Track Resilience Monitoring" Infrastructures 3, no. 1: 3. https://doi.org/10.3390/infrastructures3010003