Abstract. It is commonly believed that steganography within TCP/IP is easily achieved by embedding data in header fields seemingly filled with "random" data, such as the IP identifier, TCP initial sequence number (ISN) or the least significant bit of the TCP timestamp. We show that this is not the case; these fields naturally exhibit sufficient structure and non-uniformity to be efficiently and reliably differentiated from unmodified ciphertext. Previous work on TCP/IP steganography does not take this into account and, by examining TCP/IP specifications and open source implementations, we have developed tests to detect the use of naïve embedding. Finally, we describe reversible transforms that map block cipher output onto TCP ISNs, indistinguishable from those generated by Linux and OpenBSD. The techniques used can be extended to other operating systems. A message can thus be hidden so that an attacker cannot demonstrate its existence without knowing a secret key.

Autumn leaves often cause low adhesion problems for train operations, leading to station overruns and signals passed at danger (SPADS). The aim of this paper was to review operational data and research methods to assess the current understanding of the problem and formulate hypotheses for the causes. Incident analysis showed the relatively high possibility of incidents between the hours of 05:00 -10:00 and 20:00 -24:00, suggesting the dew effect was important. This result corresponds to the knowledge that wet leaves in the contact area produce very low friction coefficients, below 0.1. Current mitigation methods, such as sanding, seem inadequate to remove the leaf films completely. To explain the bonding mechanism between the leaf film and the rail, a laboratory-based model and a field-based model were developed based on previous studies. Moreover, key parameters for a strong bond formation were identified, which are iron oxide, temperature, pressure and leaf material. The research gaps were identified by a paper grading method, and several hypotheses for bonding mechanisms and low adhesion mechanisms were proposed, such as sub-or super critical water and pectin gel.

No abstract

No abstract

This paper presents results of testing carried out to assess the wear and RCF performance of laser clad rail. Stronger and harder materials can be laser clad on top of the working surfaces of standard (e.g. 260 grade) rail in order to improve wear and RCF life. A twin-disc method has been used to assess the suitability of various candidate cladding materials. The materials were clad on top of 260 grade rail discs and were tested against a disc of standard wheel material. Wear was measured by weighing the discs before and after each test. An Ellotest B1 differential eddy current crack detector was used to detect RCF cracks in the rail disc. Four clad materials were used namely, Hadfield, Stellite 6, Maraging and 316 Stainless Steels. In the tests carried out, wear was not always reduced with the cladding. The tests carried out were not long enough for some of the materials to fully work harden and therefore some would improve with a greater number of cycles. However, all but the Stainless Steel showed that they did not deform under the cyclic loading applied and would offer a greatly enhanced RCF life.

The wheel-rail contact is a safety critical interface. Wear, particle emission and adhesion are all wheelrail contact phenomena and are discussed here. All three phenomena are material and system parameters and are linked together. Different countermeasures to one phenomenon such as adhesion enhancement with a friction modifier can increase the wear in the contacting bodies. The wear of railway wheel and rail are linked to the number of airborne particles generated, but the exact number and size distribution of the aerosols is unknown. The main objective of this study is to review recent work in this field and to discuss future trends.

Low adhesion presents a major concern for many rail operators. Railway vehicles under these circumstances can experience a serious loss of braking capability giving rise to dangerous situations such as platform overruns and signals passed at danger. One cause of adhesion loss is autumn leaf fall [1]. Leaves are run over by the wheels of a train and a chemical reaction occurs between the leaf and the rail steel [2]. This forms a black layer on the rail which when wet causes very low friction. These leaf layers have also been shown to be isolating and can interfere with railway signalling systems. Traction enhancers (also referred to in this paper as traction gels) have been developed as an alternative solution to using sand alone. They consist of sand particles suspended in a water based gel and are designed to be delivered to the rail by the trackside or via mobile application systems. The aim of this work was to develop a technique for generating a representative leaf layer on the surface of a twin-disc rail specimen and using this to develop a test methodology for assessing the performance of a traction gel in terms of adhesion recovery, wear and its effect on wheel/rail isolation.

Examination of the literature for wear testing methodologies for wheel and rail material reveals that while only a few different techniques have been used there is a wide variety in exactly how the tests have been conducted and the resulting data reported. This makes comparison of the data very difficult. This work, carried out as part of the International Collaborative Research Initiative (ICRI) which is aiming to bring together wheel/rail interface researchers from across the world to collate data and knowledge to try to solve some of the common problems that are faced, has examined the different approaches used and attempted to pull together all the good practice used into a test specification for future twin disc testing for wheel and rail materials. Adoption of the method will allow data to be compared reliably and eventually enable data to be compiled into wear maps to use as input, for example, to multi-body dynamics simulation wear prediction tools.