Journal articles on the topic 'Railway yard track'

For running trains according to timetable, it is very important to arrange appropriate arrival and departure tracks to trains transacted by passenger dedicated line station. Builds optimized model of arrival and departure track utilization, the optimization objective is maximizing the sum of weights of trains using tracks, and having the most balanced utilization schedule. For constraints, it is different from existing railway station that the two turnaround trains share the same train-set must be arranged to the same arrival and departure track, and this paper considers the constraint seriously. Taking Beijing South Railway Station inter-city yard as an instance, use the method put forward in this paper to calculate the arrival and departure track utilization schedule. Compared with existing schedule, the result calculated makes the arrival and departure track utilization more balanced.

The operation of rail yards is characterized not only by direct links, but also by feedback in the local elements of interaction, resulting in a violation of interaction conditions between adjacent elements, which causes a negative effect on the state and functioning of the elements. The duration of the track occupation in the arrival yard depends on both its parameters: the marshalling hump and the operation of other elements of the yard located at the arrival yard in the direction of cargo traffic processing. Therefore, when choosing the rational parameters of the rail yards, attention should be paid to the existence of feedbacks in the local elements of interaction and conditions of their negative manifestation should be investigated in order to justify measures to eliminate them. In the article, the issue of improving the customer transport service quality by technical and technological modernization of railway enterprises was studied. Technical and economic evaluation on justification of measures for the elimination of negative effects of feedback in local elements of interaction of the rail yards is presented for practical use.

The aim of the study was to assess the quality of soils underneath operating railway lines. The lines selected for the examination were outside the reach of external sources of potential pollution. The samples were collected along a plain line section after and before an upgrade work, within the station area and in a railway equipment repair yard. The assessment covered the following types of sections: single-track, double-track, with wooden and concrete sleepers, adjacent to switches subject to lubrication, in the car shunting yard and visibly contaminated areas. The samples were tested for the content of PAH, zinc, copper, lead and PCB. The study did not find evidence of increased levels of the above-listed compounds as compared to the levels found in arable soils located in the vicinity of the line or of their influence on adjacent lands. The content of the examined compounds did not differ depending on the type of line section or its properties. The content of PAH, considered one of the main railway-related pollutants, was sufficiently low to classify the soil along the line and within the station area as unpolluted or slightly polluted.

The aim of the study was to assess the quality of soils underneath operating railway lines. The lines selected for the examination were outside the reach of external sources of potential pollution. The samples were collected along a plain line section after and before an upgrade work, within the station area and in a railway equipment repair yard. The assessment covered the following types of sections: single-track, double-track, with wooden and concrete sleepers, adjacent to switches subject to lubrication, in the car shunting yard and visibly contaminated areas. The samples were tested for the content of PAH, zinc, copper, lead and PCB. The study did not find evidence of increased levels of the above-listed compounds as compared to the levels found in arable soils located in the vicinity of the line or of their influence on adjacent lands. The content of the examined compounds did not differ depending on the type of line section or its properties. The content of PAH, considered one of the main railway-related pollutants, was sufficiently low to classify the soil along the line and within the station area as unpolluted or slightly polluted.

Railway infrastructure must meet safety requirements concerning its construction and operation. Track geometry monitoring is one of the most important activities in maintaining the steady technical conditions of rail infrastructure. Commonly, it is performed using complex measurement equipment installed on track-recording coaches. Existing low-cost inertial sensor-based measurement systems provide reliable measurements of track geometry in vertical directions. However, solutions are needed for track geometry parameter measurement in the lateral direction. In this research, the authors developed a visual measurement system for track gauge evaluation. It involves the detection of measurement points and the visual measurement of the distance between them. The accuracy of the visual measurement system was evaluated in the laboratory and showed promising results. The initial field test was performed in the Vilnius railway station yard, driving at low velocity on the straight track section. The results show that the image point selection method developed for selecting the wheel and rail points to measure distance is stable enough for TG measurement. Recommendations for the further improvement of the developed system are presented.

Surface run-offs due to snow melting and rainfall gather dust, rubbish, oil-products and other pollutants and flow into nearest water basin that results in pollution of environment and surface water bodies. The article describes a package unit of waste water physical and chemical treatment for enterprises of railway and automobile transport. It also can be used for elevated track of railway sorting yard. The unit consists of degritter, holding tank, floater, granular and sorption filters. The unit was tested in laboratory and pilot conditions. It was put in a evaluation test with standardized test solution and real waste water.

Some rolling stock designed for conventional and high-speed railway operation has magnetic track brakes (MTBs) to have an additional brake independent of the wheel–rail adhesion to be mostly activated in emergency situations. In recent years, interest has grown in some railways towards the possible use of MTB against slippery tracks. However, there seems to be a lack of knowledge on the major benefits and possible side effects of using MTB to overcome low-adhesion conditions. This hinders the realization of a cost-benefit analysis to look at possible implementation. In order to contribute to a better understanding, field tests have been performed with the permanent MTB of an electrical multiple unit in a stabling yard. Low-adhesion conditions have been created by three types of contamination representative of slippery tracks, i.e. leaves, water, and grease. The entire work has been divided in two parts. In this Part I, emphasis is put on the adhesion recovery, in particular the benefit for subsequent wheel (or train) passages. Baseline tests (i.e. no use of MTB) have also been performed with water and leaves. Additionally, an adhesion improver widely used in the Dutch and British railways has also been tested with leaves to allow for a comparison in effectiveness with MTB under similar operating conditions. In each test, the wheel–rail adhesion conditions along the initially contaminated track have been measured to evaluate the adhesion improvement under the different testing conditions.

Train derailments are important safety issues, and they become even more critical when dangerous goods (DG) are involved. This paper is concerned with mitigating derailment risk through improved operational strategies, with a specific focus on DG marshalling practices in the train-assembly process. A new modelling framework is proposed to investigate how the position of DG railway cars affects their chances of being involved in a derailment as the train travels over a given track segment. The underlying research problem can be formulated as a linear integer programming technique. However, since solving this formulation is computationally intractable, a heuristic method has been developed based on a genetic algorithm that gives a near-optimum solution. The proposed model is applied to a hypothetical rail corridor to demonstrate how effective marshalling of DG along a train can reduce overall derailment risks.

Increases in means of transport, developed transport networks, and modernization dependent on computer technology not only lead to huge security demands but also require preventive measures and vulnerability assessments of key elements of transport infrastructure. The analyses carried out have shown that, though the importance of transport continues to grow, there is currently no system for assessing the vulnerability of essential elements that are necessary to keep rail transport safe and operational. Taking into account a number of criteria, the team of authors identified key elements of the railway transport infrastructure—bridges, tunnels, the width of the track, and the marshaling yard. The criteria applied included the significance and uniqueness of the element, its technical parameters, the difficulty of repair after possible damage, potential risks related to the location, and the analysis of rail safety based on statistical data and safety reports. The aim of this contribution is to present a multi-level model for assessing the vulnerability of key elements of rail transport infrastructure. The authors proceeded from the hypothesis that the vulnerability of key elements can be assessed using quantitative and qualitative parameters of the individual elements. The added value of the model is the methodological basis for a comprehensive vulnerability assessment system that will allow competent authorities to objectify the process of vulnerability assessment of key elements and to set up appropriate safeguards to enhance rail safety. The proposed model was verified on the Zilina-Vrútky track section, which is considered one of the most important railway junctions in Slovakia.

Achievement of high-quality servicing level of cargo owners should be carried out under unconditionally effective use of rolling stock of railways and technical means. The real transport process should be implemented based on logistic cargo supply chains by types of connections for each shipment. The practice of railway operation shows that there is a significant shortage of train locomotives as a result of which the departure of ready trains at rail yard is often not carried out. In such cases, a feedback effect in local elements of interaction of these stations occurs. Due to delay in departure of trains, sending of already formed trains from rail yards is delayed; furthermore, because of the overflow of rail yard tracks, the sorting process on marshalling humps can be slowed down and delay of prepared trains for dismantling at arrival yard may occur. As a result of feedback action, downtimes of rail cars are increasing and movement of inventories is slowing down. In order to mitigate feedbacks effects in local elements of interaction, the principles of their operation, consideration of which will enable acceleration in passage of the rail car and cargo traffic through the railway network in practical activity, were formulated.

The paper presents a new approach to selection of design standards in design of hump yards, which are among the most important elements of railway stations. The height of gravity hump is a key parameter to ensure succesful and safe operations of separating railway cars at stations. Estimations of the gravity hump’s height are influenced mostly by the path length and the value of the main specific resistance to movement of the estimated free axles. Following currently changing structure of the processed car flow at stations, it is necessary to update the current methods. The objective of the study is to update the existing method of choosing of estimated free axle and estimated point while calculating the estimated height of marshalling gravity humps. Following the results of the study that used statistical and mathematical analysis the weight of the estimated free axle is proposed to be determined by the average value of the total car flow processed at the hump yard, and that calculations of estimated path length and estimated point should take into account the useful length and slopes of the sorting tracks. The application of the proposed changes in the methodology for determining the required height of gravity humps will help to increase the efficiency and safety of their operation. The methodology of the study, while its conclusions in the form of calculated values are intended for Russian railways, can be applied for conducting similar analysis at any railway

When reducing noise, especially around the so-called corridor railway tracks, but also at the hump yard, the most suitable structure and composition of acoustic barrier materials are searched. It is also issue of the durability and stability parameters of the acoustic properties of the materials used for different climatic conditions. In the paper the experimental verification of the required and the expected acoustic properties of the newly-designed low acoustic barriers exposed to real noise from the hump yard are.

Over the past several decades, the transportation of raw materials (logs) has increasingly shifted from the railway to trucks. However, the long-term sustainability of this shift is being questioned due to the shortage of truck drivers, fluctuation of fuel prices, and changes in hours of service laws. The industry is interested in the possibility to shift more logs back to the railway but the impact of such a shift on truckers has not been investigated. This study attempted to quantify the impact of such a change on the operations of log truckers by calculating time efficiency (percentage of daily hours of service for revenue activities) and value efficiency (average loaded versus total ton-kilometers per day) between a truck only and multimodal (truck/rail) alternatives. We used actual data from the forest products industry companies and truck performance data from an earlier study to investigate the impact through case studies in four different locations of the upper Midwest, US. The results of our analysis revealed that in three out of our four case studies, re-routing log movements through rail yard/siding improved the time efficiency and value efficiency. Finally, our sensitivity analysis found that increases in average truck speed and maximum hours or service had higher impact on multimodal transportation than in truck-only system.

Objective: To obtain technical equipment of infrastructure and terminal capacity relations in order to determine the necessary gridiron of tracks, as well as to assess efficiency and optimization of existing stations’ functioning. Methods: Based on synthesis and analysis of stations’ operation, as well as transport systems’ simulation modeling theory. Results: Parameters, influencing the present and designed terminal capacity, were identified. Cause-and-effect relations of events, resulting in railway machinery being brought in non-serviceable condition, are established. Dynamic system of indices was suggested, allowing for a more precise solution of the following tasks: to identify the necessary and sufficient gridiron of tracks for passing the specified amount of traffic, to assess the most probable amount of traffic at the station and its loading. Criteria of input and output flows of traffic at the station, as well as lay-over and trains' delays were stated, the former make it possible to analyze the suggested technical equipment and station functioning. Practical importance: On the basis of obtained relations it is possible to specify optimum relationship of trains’ lay-over time at station yards, the reserve of gridiron of tracks’ elements time in use and the number of routes being implemented at the station, as well as the necessary gridiron of tracks within the given аmount of train traffic. The results of the research may be applied in designing new railway stations, as well as optimization of station functioning and reconstruction of the existing stations.

The running gear of most of the rail freight vehicles in operation today tends to be built to very old designs. The running gear for new freight rolling stock and, in particular, new types of bogie must have significantly improved performance if they are to satisfy the demands of all the stakeholders associated with the railways. Improved performance in this context means reduced inspection time and brake manipulation time in marshalling yards, lower weight, lower noise emissions and lower lateral track forces. All this can be achieved by new designs of bogie running gear, at little extra first cost and at lower whole life cost.

Abstract: In India railway bridge structures are widely designed with the method suggested by IRS – Concrete bridge code 1997.This Code of Practice applies to the use of plain, reinforced and prestressed concrete in railway bridge construction. It covers both in-situ construction and manufacture of precast units. The Code gives detailed specifications for materials and workmanship for concrete, reinforcement and prestressing tendons used in the construction of railway bridges. After defining the loads, forces and their combinations and requirements for the limit state design, particular recommendations are given for plain concrete, reinforced concrete and prestressed concrete bridge construction. The design of I-Girder bridge superstructure (deck slab and PSC I-beam) are done by calculating bending moments, shear forces, bending resistance in transverse direction, bending resistance in longitudinal direction, checking flexural cracking. The Design of PSC I-Girders is done for Bending moments and Shear forces by Dead Load, Super Imposed Dead Load (SIDL) and Live Loads (LL). The Shrinkage strain, Creep Strain and effect of Temperature rise and fall are also determined. The design is complete for Pre-stressing cables, un-tensioned reinforcements, End cross girder, Shear connectors. I-girder superstructures are the most commonly used superstructures at cross-over location in metro bridges in india, as it has the wide deck slab and it easily permits metro’s to change tracks. I-Girder superstructure construction is component wise construction unlike U-Girders. I-Girders are constructed in casting yard and its deck slab is cast in situ, parapets are also installed on later stage. Keywords: SIDL effects, Live Load effects, Derailment effect, with or without 15% future PT margin

The purpose of this study is to determine how the viewing distance affects the pass/fail results of the CN Lantern (CNLan). The CNLan is a color vision test designed for the railway industry. It presents 15 triplets of colored lights that could be any combination of red, green and yellow. The test was viewed from 4.6 m and 2.3 m. Sixty-seven color-defectives participated in the first part of the study. Sixty-six percent of the subjects repeated the experiment 10 days later. There was a significant (P < 0.05) decrease in the mean number of errors from 7.6 to 4.3 as the distance decreased. There was also a corresponding increase in the percentage of subjects who passed from 9.0% at 4.6 m to 20.9% at the 2.3 m viewing distance. None of the subjects who passed at the longer distance failed at the shorter distance. The replication results were statistically identical to the first session (P > 0.05). Decreasing the CNLan viewing distance by 50% does decrease the number of errors and increase the pass rate. This indicates that some color-defectives could work in the railway yards where the sighting distances for the signal lights are shorter than on the main track.

Ruderal flora, as well as the vegetation that flora forms, represent an extremely dynamic floristic-vegetation complex and arean integral part of the most immediate living and working environment of human. It is formed and developed mainly in human settlements, as well as in the other anthropogenic environments that are occasionally or permanently under direct or indirect influence of various forms of human activity. Ruderal vegetation is found not only directly around the settlements, but also around all urban and accompanying facilities: along roads, paths and fences around houses, yards, walls and roofs, in avenues, on ruins, construction sites, landfills, along railway tracks, road and defense embankments, on wet and nitrified banks of rivers, near human settlements, in abandoned lawns, on the street walks with sandy areas, cemeteries, in degraded pastures, forests, etc. This essay presents the distribution and representation of economically harmful, invasive and quarantine weed species (Abutilon theophrasti, Agropyrumrepens, Amaranthusretroflexus, Calystegiasepium, Cirsiumarvense, Chenopodium album, Chenopodiumhybridum, Convolvulus arvensis, Cynodondactylon, Daturastramonium, Sonchusarvensis, Sorghum halepense, Xanthium strumarium…) at ten sites in the Nisava district. The assessment of species representation was done in two shootings (May and August) according to scale 1-4. The proper selection of herbicides depends, in a large extent, on the presence of dominant weed species and on the time of application.

Ruderal flora, as well as the vegetation that flora forms, represent an extremely dynamic floristic-vegetation complex and arean integral part of the most immediate living and working environment of human. It is formed and developed mainly in human settlements, as well as in the other anthropogenic environments that are occasionally or permanently under direct or indirect influence of various forms of human activity. Ruderal vegetation is found not only directly around the settlements, but also around all urban and accompanying facilities: along roads, paths and fences around houses, yards, walls and roofs, in avenues, on ruins, construction sites, landfills, along railway tracks, road and defense embankments, on wet and nitrified banks of rivers, near human settlements, in abandoned lawns, on the street walks with sandy areas, cemeteries, in degraded pastures, forests, etc. This essay presents the distribution and representation of economically harmful, invasive and quarantine weed species (Abutilon theophrasti, Agropyrumrepens, Amaranthusretroflexus, Calystegiasepium, Cirsiumarvense, Chenopodium album, Chenopodiumhybridum, Convolvulus arvensis, Cynodondactylon, Daturastramonium, Sonchusarvensis, Sorghum halepense, Xanthium strumarium…) at ten sites in the Nisava district. The assessment of species representation was done in two shootings (May and August) according to scale 1-4. The proper selection of herbicides depends, in a large extent, on the presence of dominant weed species and on the time of application.

Locomotion over ballast surfaces provides a unique situation for investigating the biomechanics of gait. Although much research has focused on level and sloped walking on a smooth, firm surface in order to understand the common kinematic and kinetic variables associated with human locomotion, the literature currently provides few if any discussions regarding the dynamics of locomotion on surfaces that are either rocky or uneven. The purpose of this study was to investigate a method for using force plates to measure the ground reaction forces (GRFs) during gait on ballast. Ballast is a construction aggregate of unsymmetrical rock used in industry for the purpose of forming track bed on which railway ties are laid or in yards where railroad cars are stored. It is used to facilitate the drainage of water and to create even running surfaces. To construct the experimental ballast surfaces, 31.75-mm (1¼-in.) marble ballast at depths of approximately 63.5 mm (2.5 in.) or 101.6 mm (4 in.) were spread over a carpeted vinyl tile walkway specially designed for gait studies. GRF magnitudes and time histories from a force plate were collected under normal smooth surface and under both ballast surface conditions for five subjects. GRF magnitudes and time histories during smooth surface walking were similar to GRF magnitudes and time histories from the two ballast surface conditions. The data presented here demonstrate the feasibility of using a force plate system to expand the scope of biomechanical analyses of locomotion on ballast surfaces.

The paper based on the analysis of the working conditions of railway transport shows that, ceteris paribus, an increase in actual durability and mean time before failure of rolling stock units is obtained through maintenance of wheelsets, especially during logistic processes on nonmechanized humps. One of the main causes for the service life decrease of wheelsets is brake damage. To eliminate such brake damage on highways, on-board braking dis-tance regulators mounted on the locomotive are used. In the hump yards, using such systems is not possible, since under marshalling, cars are detached from the locomotive. In this regard, an industrial challenge turns up to design a similar in purpose braking distance regulator for humps through skidding. To solve this problem, we developed a method of controlling the speed of cars to be sorted, which complements the widely used technology of the shoe braking and avoids the formation of one-way sliders. The paper presents a skid adjuster, which excludes brake damage to the rolling stock wheels by the slides on the humps using the shoe braking techniques. The motion equation of the rolling stock equipped with a skid adjuster on the hump tracks is developed. In the result of this study, an equation of car motion in the system of “rolling stock Hughes regulator way” allowing to enter the working elements of Hughes controller to an existing and debugged algorithm of any slides with minimal change it.

Railways have been used throughout history for the transportation of goods. Even though the inception of rail transport improved civilization, due to its inefficiencies, road transport is at present dominating the freight and logistics industry. Company A, which has the largest market share in the rail freight business, has embarked on projects to improve rail efficiencies by moving higher volumes of freight timeously. Most of the projects embarked on by Company A have failed largely due to the poor planning of the projects in the feasibility stages. Most of the planning schedules are overoptimistic and unrealistic making them unreliable and difficult to track. The scope of this study was to investigate the way in which planning schedules of Company A are developed by undertaking a schedule risk analysis on one of the planning schedules titled 'Design of railway exchange yard' and using Monte Carlo simulation to validate the schedule. If projects of Company A can be planned better, using schedule risk analysis, projects can become more successful and completed within the required time frame.

Switcher locomotives operate in railway yards where they shunt railcars and assemble trains. Shunting railcars requires frequent aggressive acceleration and deceleration events in order for the locomotive to push or pull railcars onto specific tracks. As a result, switcher locomotives rarely sustain tractive power for any significant period of time. Given that all switchers in North America rely on diesel-electric propulsion; the result is rapid and frequent transitions in engine power leading to a very low engine efficiency and high levels of emissions. Any attempt to quantify or remedy these issues will face a lack of a representative profile or test cycle. A locomotive duty cycle is a breakdown of time spent at each power level of the locomotive’s engine. A major drawback of current duty cycles is that they only account for steady power. Such cycles are not representative of real switcher locomotive operation. This paper presents a real-world transient duty cycle for switcher locomotives that accounts for the rapid power transitions and is argued to be more statistically representative of actual operations. The methodology adopted relies on real-time data collection, microtrip based trip segmentation, and a finite mixture model-based clustering algorithm. Measurements were collected on a EMD 16-645 GP9 locomotive. The duty cycle developed herein is representative of switching operations in Southern Railway of British Columbia’s New Westminster Yard as an example of the methodology which can be repeated in other cases as well.

Advanced train control systems enabling single-person crews or driverless trains promise to significantly reduce the fixed costs of operating a train, removing a strong incentive for longer trains. For carload freight traffic, operating a given number of railcars in shorter trains enables railroads to improve service quality and revenue through increased train frequencies or more direct trains bypassing intermediate classification yards. However, operating shorter trains increases the total number of trains on existing rail corridors, exacerbating congestion and decreasing network fluidity. Rail Traffic Controller simulation software is used to quantify the potential mainline delay impacts and relative capacity consumption of shorter trains. Different combinations of train length and train type heterogeneity are tested on representative single-track freight corridors. Results indicate that train control systems with moving blocks can mitigate some of the mainline delay impacts of shorter trains, particularly at a high traffic volume, with a mix of train types and a greater proportion of railcars traveling on short trains. Mid-siding crossovers can further boost the effectiveness of moving blocks in managing complex train conflicts caused by train type heterogeneity. Simulation results are used to perform an example railcar transit time estimation illustrating the trade-off between yard connection time benefits and mainline delay disbenefits, and the thresholds at which different operating strategies produce a net transit time benefit. Understanding the mainline delay impacts of shorter trains can assist railroad practitioners formulating long-term capital investment plans, developing future operating strategies, and improving service quality and market share through a short train philosophy.

Special Care Notice This article contains images of deceased people that might cause sadness or distress to Aboriginal and Torres Strait Islander readers. Introduction Like many cities, Perth was founded on wetlands that have been integral to its history and culture (Seddon 226–32). However, in order to promote a settlement agenda, early mapmakers sought to erase the city’s wetlands from cartographic depictions (Giblett, Cities). Since the colonial era, inner-Perth’s swamps and lakes have been drained, filled, significantly reduced in size, or otherwise reclaimed for urban expansion (Bekle). Not only have the swamps and lakes physically disappeared, the memories of their presence and influence on the city’s development over time are also largely forgotten. What was the site of Perth, specifically its wetlands, like before British settlement? In 2014, an interdisciplinary team at Edith Cowan University developed a digital visualisation process to re-imagine Perth prior to colonisation. This was based on early maps of the Swan River Colony and a range of archival information. The images depicted the city’s topography, hydrology, and vegetation and became the centerpiece of a physical exhibition entitled Re-imagining Perth’s Lost Wetlands and a virtual exhibition hosted by the Western Australian Museum. Alongside historic maps, paintings, photographs, and writings, the visual reconstruction of Perth aimed to foster appreciation of the pre-settlement environment—the homeland of the Whadjuck Nyoongar, or Bibbulmun, people (Carter and Nutter). The exhibition included the narrative of Fanny Balbuk, a Nyoongar woman who voiced her indignation over the “usurping of her beloved home ground” (Bates, The Passing 69) by flouting property lines and walking through private residences to reach places of cultural significance. Beginning with Balbuk’s story and the digital tracing of her walking route through colonial Perth, this article discusses the project in the context of contemporary pressures on the city’s extant wetlands. The re-imagining of Perth through historically, culturally, and geographically-grounded digital visualisation approaches can inspire the conservation of its wetlands heritage. Balbuk’s Walk through the City For many who grew up in Perth, Fanny Balbuk’s perambulations have achieved legendary status in the collective cultural imagination. In his memoir, David Whish-Wilson mentions Balbuk’s defiant walks and the lighting up of the city for astronaut John Glenn in 1962 as the two stories that had the most impact on his Perth childhood. From Gordon Stephenson House, Whish-Wilson visualises her journey in his mind’s eye, past Government House on St Georges Terrace (the main thoroughfare through the city centre), then north on Barrack Street towards the railway station, the site of Lake Kingsford where Balbuk once gathered bush tucker (4). He considers the footpaths “beneath the geometric frame of the modern city […] worn smooth over millennia that snake up through the sheoak and marri woodland and into the city’s heart” (Whish-Wilson 4). Balbuk’s story embodies the intertwined culture and nature of Perth—a city of wetlands. Born in 1840 on Heirisson Island, Balbuk (also known as Yooreel) (Figure 1) had ancestral bonds to the urban landscape. According to Daisy Bates, writing in the early 1900s, the Nyoongar term Matagarup, or “leg deep,” denotes the passage of shallow water near Heirisson Island where Balbuk would have forded the Swan River (“Oldest” 16). Yoonderup was recorded as the Nyoongar name for Heirisson Island (Bates, “Oldest” 16) and the birthplace of Balbuk’s mother (Bates, “Aboriginal”). In the suburb of Shenton Park near present-day Lake Jualbup, her father bequeathed to her a red ochre (or wilgi) pit that she guarded fervently throughout her life (Bates, “Aboriginal”).Figure 1. Group of Aboriginal Women at Perth, including Fanny Balbuk (far right) (c. 1900). Image Credit: State Library of Western Australia (Image Number: 44c). Balbuk’s grandparents were culturally linked to the site. At his favourite camp beside the freshwater spring near Kings Park on Mounts Bay Road, her grandfather witnessed the arrival of Lieutenant-Colonel Frederick Irwin, cousin of James Stirling (Bates, “Fanny”). In 1879, colonial entrepreneurs established the Swan Brewery at this significant locale (Welborn). Her grandmother’s gravesite later became Government House (Bates, “Fanny”) and she protested vociferously outside “the stone gates guarded by a sentry [that] enclosed her grandmother’s burial ground” (Bates, The Passing 70). Balbuk’s other grandmother was buried beneath Bishop’s Grove, the residence of the city’s first archibishop, now Terrace Hotel (Bates, “Aboriginal”). Historian Bob Reece observes that Balbuk was “the last full-descent woman of Kar’gatta (Karrakatta), the Bibbulmun name for the Mount Eliza [Kings Park] area of Perth” (134). According to accounts drawn from Bates, her home ground traversed the area between Heirisson Island and Perth’s north-western limits. In Kings Park, one of her relatives was buried near a large, hollow tree used by Nyoongar people like a cistern to capture water and which later became the site of the Queen Victoria Statue (Bates, “Aboriginal”). On the slopes of Mount Eliza, the highest point of Kings Park, at the western end of St Georges Terrace, she harvested plant foods, including zamia fruits (Macrozamia riedlei) (Bates, “Fanny”). Fanny Balbuk’s knowledge contributed to the native title claim lodged by Nyoongar people in 2006 as Bennell v. State of Western Australia—the first of its kind to acknowledge Aboriginal land rights in a capital city and part of the larger Single Nyoongar Claim (South West Aboriginal Land and Sea Council et al.). Perth’s colonial administration perceived the city’s wetlands as impediments to progress and as insalubrious environments to be eradicated through reclamation practices. For Balbuk and other Nyoongar people, however, wetlands were “nourishing terrains” (Rose) that afforded sustenance seasonally and meaning perpetually (O’Connor, Quartermaine, and Bodney). Mary Graham, a Kombu-merri elder from Queensland, articulates the connection between land and culture, “because land is sacred and must be looked after, the relation between people and land becomes the template for society and social relations. Therefore all meaning comes from land.” Traditional, embodied reliance on Perth’s wetlands is evident in Bates’ documentation. For instance, Boojoormeup was a “big swamp full of all kinds of food, now turned into Palmerston and Lake streets” (Bates, “Aboriginal”). Considering her cultural values, Balbuk’s determination to maintain pathways through the increasingly colonial Perth environment is unsurprising (Figure 2). From Heirisson Island: a straight track had led to the place where once she had gathered jilgies [crayfish] and vegetable food with the women, in the swamp where Perth railway station now stands. Through fences and over them, Balbuk took the straight track to the end. When a house was built in the way, she broke its fence-palings with her digging stick and charged up the steps and through the rooms. (Bates, The Passing 70) One obstacle was Hooper’s Fence, which Balbuk broke repeatedly on her trips to areas between Kings Park and the railway station (Bates, “Hooper’s”). Her tenacious commitment to walking ancestral routes signifies the friction between settlement infrastructure and traditional Nyoongar livelihood during an era of rapid change. Figure 2. Determination of Fanny Balbuk’s Journey between Yoonderup (Heirisson Island) and Lake Kingsford, traversing what is now the central business district of Perth on the Swan River (2014). Image background prepared by Dimitri Fotev. Track interpolation by Jeff Murray. Project Background and Approach Inspired by Fanny Balbuk’s story, Re-imagining Perth’s Lost Wetlands began as an Australian response to the Mannahatta Project. Founded in 1999, that project used spatial analysis techniques and mapping software to visualise New York’s urbanised Manhattan Island—or Mannahatta as it was called by indigenous people—in the early 1600s (Sanderson). Based on research into the island’s original biogeography and the ecological practices of Native Americans, Mannahatta enabled the public to “peel back” the city’s strata, revealing the original composition of the New York site. The layers of visuals included rich details about the island’s landforms, water systems, and vegetation. Mannahatta compelled Rod Giblett, a cultural researcher at Edith Cowan University, to develop an analogous model for visualising Perth circa 1829. The idea attracted support from the City of Perth, Landgate, and the University. Using stories, artefacts, and maps, the team—comprising a cartographer, designer, three-dimensional modelling expert, and historical researchers—set out to generate visualisations of the landscape at the time of British colonisation. Nyoongar elder Noel Nannup approved culturally sensitive material and contributed his perspective on Aboriginal content to include in the exhibition. The initiative’s context remains pressing. In many ways, Perth has become a template for development in the metropolitan area (Weller). While not unusual for a capital, the rate of transformation is perhaps unexpected in a city less than 200 years old (Forster). There also remains a persistent view of existing wetlands as obstructions to progress that, once removed, are soon forgotten (Urban Bushland Council). Digital visualisation can contribute to appreciating environments prior to colonisation but also to re-imagining possibilities for future human interactions with land, water, and space. Despite the rapid pace of change, many Perth area residents have memories of wetlands lost during their lifetimes (for example, Giblett, Forrestdale). However, as the clearing and drainage of the inner city occurred early in settlement, recollections of urban wetlands exist exclusively in historical records. In 1935, a local correspondent using the name “Sandgroper” reminisced about swamps, connecting them to Perth’s colonial heritage: But the Swamps were very real in fact, and in name in the [eighteen-] Nineties, and the Perth of my youth cannot be visualised without them. They were, of course, drying up apace, but they were swamps for all that, and they linked us directly with the earliest days of the Colony when our great-grandparents had founded this City of Perth on a sort of hog's-back, of which Hay-street was the ridge, and from which a succession of streamlets ran down its southern slope to the river, while land locked to the north of it lay a series of lakes which have long since been filled to and built over so that the only evidence that they have ever existed lies in the original street plans of Perth prepared by Roe and Hillman in the early eighteen-thirties. A salient consequence of the loss of ecological memory is the tendency to repeat the miscues of the past, especially the blatant disregard for natural and cultural heritage, as suburbanisation engulfs the area. While the swamps of inner Perth remain only in the names of streets, existing wetlands in the metropolitan area are still being threatened, as the Roe Highway (Roe 8) Campaign demonstrates. To re-imagine Perth’s lost landscape, we used several colonial survey maps to plot the location of the original lakes and swamps. At this time, a series of interconnecting waterbodies, known as the Perth Great Lakes, spread across the north of the city (Bekle and Gentilli). This phase required the earliest cartographic sources (Figure 3) because, by 1855, city maps no longer depicted wetlands. We synthesised contextual information, such as well depths, geological and botanical maps, settlers’ accounts, Nyoongar oral histories, and colonial-era artists’ impressions, to produce renderings of Perth. This diverse collection of primary and secondary materials served as the basis for creating new images of the city. Team member Jeff Murray interpolated Balbuk’s route using historical mappings and accounts, topographical data, court records, and cartographic common sense. He determined that Balbuk would have camped on the high ground of the southern part of Lake Kingsford rather than the more inundated northern part (Figure 2). Furthermore, she would have followed a reasonably direct course north of St Georges Terrace (contrary to David Whish-Wilson’s imaginings) because she was barred from Government House for protesting. This easier route would have also avoided the springs and gullies that appear on early maps of Perth. Figure 3. Townsite of Perth in Western Australia by Colonial Draftsman A. Hillman and John Septimus Roe (1838). This map of Perth depicts the wetlands that existed overlaid by the geomentric grid of the new city. Image Credit: State Library of Western Australia (Image Number: BA1961/14). Additionally, we produced an animated display based on aerial photographs to show the historical extent of change. Prompted by the build up to World War II, the earliest aerial photography of Perth dates from the late 1930s (Dixon 148–54). As “Sandgroper” noted, by this time, most of the urban wetlands had been drained or substantially modified. The animation revealed considerable alterations to the formerly swampy Swan River shoreline. Most prominent was the transformation of the Matagarup shallows across the Swan River, originally consisting of small islands. Now traversed by a causeway, this area was transformed into a single island, Heirisson—the general site of Balbuk’s birth. The animation and accompanying materials (maps, images, and writings) enabled viewers to apprehend the changes in real time and to imagine what the city was once like. Re-imagining Perth’s Urban Heart The physical environment of inner Perth includes virtually no trace of its wetland origins. Consequently, we considered whether a representation of Perth, as it existed previously, could enhance public understanding of natural heritage and thereby increase its value. For this reason, interpretive materials were exhibited centrally at Perth Town Hall. Built partly by convicts between 1867 and 1870, the venue is close to the site of the 1829 Foundation of Perth, depicted in George Pitt Morrison’s painting. Balbuk’s grandfather “camped somewhere in the city of Perth, not far from the Town Hall” (Bates, “Fanny”). The building lies one block from the site of the railway station on the site of Lake Kingsford, the subsistence grounds of Balbuk and her forebears: The old swamp which is now the Perth railway yards had been a favourite jilgi ground; a spring near the Town Hall had been a camping place of Maiago […] and others of her fathers' folk; and all around and about city and suburbs she had gathered roots and fished for crayfish in the days gone by. (Bates, “Derelicts” 55) Beginning in 1848, the draining of Lake Kingsford reached completion during the construction of the Town Hall. While the swamps of the city were not appreciated by many residents, some organisations, such as the Perth Town Trust, vigorously opposed the reclamation of the lake, alluding to its hydrological role: That, the soil being sand, it is not to be supposed that Lake Kingsford has in itself any material effect on the wells of Perth; but that, from this same reason of the sandy soil, it would be impossible to keep the lake dry without, by so doing, withdrawing the water from at least the adjacent parts of the townsite to the same depth. (Independent Journal of Politics and News 3) At the time of our exhibition, the Lake Kingsford site was again being reworked to sink the railway line and build Yagan Square, a public space named after a colonial-era Nyoongar leader. The project required specialised construction techniques due to the high water table—the remnants of the lake. People travelling to the exhibition by train in October 2014 could have seen the lake reasserting itself in partly-filled depressions, flush with winter rain (Figure 4).Figure 4. Rise of the Repressed (2014). Water Rising in the former site of Lake Kingsford/Irwin during construction, corner of Roe and Fitzgerald Streets, Northbridge, WA. Image Credit: Nandi Chinna (2014). The exhibition was situated in the Town Hall’s enclosed undercroft designed for markets and more recently for shops. While some visited after peering curiously through the glass walls of the undercroft, others hailed from local and state government organisations. Guest comments applauded the alternative view of Perth we presented. The content invited the public to re-imagine Perth as a city of wetlands that were both environmentally and culturally important. A display panel described how the city’s infrastructure presented a hindrance for Balbuk as she attempted to negotiate the once-familiar route between Yoonderup and Lake Kingsford (Figure 2). Perth’s growth “restricted Balbuk’s wanderings; towns, trains, and farms came through her ‘line of march’; old landmarks were thus swept away, and year after year saw her less confident of the locality of one-time familiar spots” (Bates, “Fanny”). Conserving Wetlands: From Re-Claiming to Re-Valuing? Imagination, for philosopher Roger Scruton, involves “thinking of, and attending to, a present object (by thinking of it, or perceiving it, in terms of something absent)” (155). According to Scruton, the feelings aroused through imagination can prompt creative, transformative experiences. While environmental conservation tends to rely on data-driven empirical approaches, it appeals to imagination less commonly. We have found, however, that attending to the present object (the city) in terms of something absent (its wetlands) through evocative visual material can complement traditional conservation agendas focused on habitats and species. The actual extent of wetlands loss in the Swan Coastal Plain—the flat and sandy region extending from Jurien Bay south to Cape Naturaliste, including Perth—is contested. However, estimates suggest that 80 per cent of wetlands have been lost, with remaining habitats threatened by climate change, suburban development, agriculture, and industry (Department of Environment and Conservation). As with the swamps and lakes of the inner city, many regional wetlands were cleared, drained, or filled before they could be properly documented. Additionally, the seasonal fluctuations of swampy places have never been easily translatable to two-dimensional records. As Giblett notes, the creation of cartographic representations and the assignment of English names were attempts to fix the dynamic boundaries of wetlands, at least in the minds of settlers and administrators (Postmodern 72–73). Moreover, European colonists found the Western Australian landscape, including its wetlands, generally discomfiting. In a letter from 1833, metaphors failed George Fletcher Moore, the effusive colonial commentator, “I cannot compare these swamps to any marshes with which you are familiar” (220). The intermediate nature of wetlands—as neither land nor lake—is perhaps one reason for their cultural marginalisation (Giblett, Postmodern 39). The conviction that unsanitary, miasmic wetlands should be converted to more useful purposes largely prevailed (Giblett, Black 105–22). Felicity Morel-EdnieBrown’s research into land ownership records in colonial Perth demonstrated that town lots on swampland were often preferred. By layering records using geographic information systems (GIS), she revealed modifications to town plans to accommodate swampland frontages. The decline of wetlands in the region appears to have been driven initially by their exploitation for water and later for fertile soil. Northern market gardens supplied the needs of the early city. It is likely that the depletion of Nyoongar bush foods predated the flourishing of these gardens (Carter and Nutter). Engaging with the history of Perth’s swamps raises questions about the appreciation of wetlands today. In an era where numerous conservation strategies and alternatives have been developed (for example, Bobbink et al. 93–220), the exploitation of wetlands in service to population growth persists. On Perth’s north side, wetlands have long been subdued by controlling their water levels and landscaping their boundaries, as the suburban examples of Lake Monger and Hyde Park (formerly Third Swamp Reserve) reveal. Largely unmodified wetlands, such as Forrestdale Lake, exist south of Perth, but they too are in danger (Giblett, Black Swan). The Beeliar Wetlands near the suburb of Bibra Lake comprise an interconnected series of lakes and swamps that are vulnerable to a highway extension project first proposed in the 1950s. Just as the Perth Town Trust debated Lake Kingsford’s draining, local councils and the public are fiercely contesting the construction of the Roe Highway, which will bisect Beeliar Wetlands, destroying Roe Swamp (Chinna). The conservation value of wetlands still struggles to compete with traffic planning underpinned by a modernist ideology that associates cars and freeways with progress (Gregory). Outside of archives, the debate about Lake Kingsford is almost entirely forgotten and its physical presence has been erased. Despite the magnitude of loss, re-imagining the city’s swamplands, in the way that we have, calls attention to past indiscretions while invigorating future possibilities. We hope that the re-imagining of Perth’s wetlands stimulates public respect for ancestral tracks and songlines like Balbuk’s. Despite the accretions of settler history and colonial discourse, songlines endure as a fundamental cultural heritage. Nyoongar elder Noel Nannup states, “as people, if we can get out there on our songlines, even though there may be farms or roads overlaying them, fences, whatever it is that might impede us from travelling directly upon them, if we can get close proximity, we can still keep our culture alive. That is why it is so important for us to have our songlines.” Just as Fanny Balbuk plied her songlines between Yoonderup and Lake Kingsford, the traditional custodians of Beeliar and other wetlands around Perth walk the landscape as an act of resistance and solidarity, keeping the stories of place alive. Acknowledgments The authors wish to acknowledge Rod Giblett (ECU), Nandi Chinna (ECU), Susanna Iuliano (ECU), Jeff Murray (Kareff Consulting), Dimitri Fotev (City of Perth), and Brendan McAtee (Landgate) for their contributions to this project. The authors also acknowledge the traditional custodians of the lands upon which this paper was researched and written. References Bates, Daisy. “Fanny Balbuk-Yooreel: The Last Swan River (Female) Native.” The Western Mail 1 Jun. 1907: 45.———. “Oldest Perth: The Days before the White Men Won.” The Western Mail 25 Dec. 1909: 16–17.———. “Derelicts: The Passing of the Bibbulmun.” The Western Mail 25 Dec. 1924: 55–56. ———. “Aboriginal Perth.” The Western Mail 4 Jul. 1929: 70.———. “Hooper’s Fence: A Query.” The Western Mail 18 Apr. 1935: 9.———. The Passing of the Aborigines: A Lifetime Spent among the Natives of Australia. London: John Murray, 1966.Bekle, Hugo. “The Wetlands Lost: Drainage of the Perth Lake Systems.” Western Geographer 5.1–2 (1981): 21–41.Bekle, Hugo, and Joseph Gentilli. “History of the Perth Lakes.” Early Days 10.5 (1993): 442–60.Bobbink, Roland, Boudewijn Beltman, Jos Verhoeven, and Dennis Whigham, eds. Wetlands: Functioning, Biodiversity Conservation, and Restoration. Berlin: Springer-Verlag, 2006. Carter, Bevan, and Lynda Nutter. Nyungah Land: Records of Invasion and Theft of Aboriginal Land on the Swan River 1829–1850. Guildford: Swan Valley Nyungah Community, 2005.Chinna, Nandi. “Swamp.” Griffith Review 47 (2015). 29 Sep. 2015 ‹https://griffithreview.com/articles/swamp›.Department of Environment and Conservation. Geomorphic Wetlands Swan Coastal Plain Dataset. Perth: Department of Environment and Conservation, 2008.Dixon, Robert. Photography, Early Cinema, and Colonial Modernity: Frank Hurley’s Synchronized Lecture Entertainments. London: Anthem Press, 2011. Forster, Clive. Australian Cities: Continuity and Change. Oxford: Oxford UP, 2004.Giblett, Rod. Postmodern Wetlands: Culture, History, Ecology. Edinburgh: Edinburgh UP, 1996. ———. Forrestdale: People and Place. Bassendean: Access Press, 2006.———. Black Swan Lake: Life of a Wetland. Bristol: Intellect, 2013.———. Cities and Wetlands: The Return of the Repressed in Nature and Culture. London: Bloomsbury, 2016. Chapter 2.Graham, Mary. “Some Thoughts about the Philosophical Underpinnings of Aboriginal Worldviews.” Australian Humanities Review 45 (2008). 29 Sep. 2015 ‹http://www.australianhumanitiesreview.org/archive/Issue-November-2008/graham.html›.Gregory, Jenny. “Remembering Mounts Bay: The Narrows Scheme and the Internationalization of Perth Planning.” Studies in Western Australian History 27 (2011): 145–66.Independent Journal of Politics and News. “Perth Town Trust.” The Perth Gazette and Independent Journal of Politics and News 8 Jul. 1848: 2–3.Moore, George Fletcher. Extracts from the Letters of George Fletcher Moore. Ed. Martin Doyle. London: Orr and Smith, 1834.Morel-EdnieBrown, Felicity. “Layered Landscape: The Swamps of Colonial Northbridge.” Social Science Computer Review 27 (2009): 390–419. Nannup, Noel. Songlines with Dr Noel Nannup. Dir. Faculty of Regional Professional Studies, Edith Cowan University (2015). 29 Sep. 2015 ‹https://vimeo.com/129198094›. (Quoted material transcribed from 3.08–3.39 of the video.) O’Connor, Rory, Gary Quartermaine, and Corrie Bodney. Report on an Investigation into Aboriginal Significance of Wetlands and Rivers in the Perth-Bunbury Region. Perth: Western Australian Water Resources Council, 1989.Reece, Bob. “‘Killing with Kindness’: Daisy Bates and New Norcia.” Aboriginal History 32 (2008): 128–45.Rose, Deborah Bird. Nourishing Terrains: Australian Aboriginal Views of Landscape and Wilderness. Canberra: Australian Heritage Commission, 1996.Sanderson, Eric. Mannahatta: A Natural History of New York City. New York: Harry N. Abrams, 2009.Sandgroper. “Gilgies: The Swamps of Perth.” The West Australian 4 May 1935: 7.Scruton, Roger. Art and Imagination. London: Methuen, 1974.Seddon, George. Sense of Place: A Response to an Environment, the Swan Coastal Plain, Western Australia. Melbourne: Bloomings Books, 2004.South West Aboriginal Land and Sea Council and John Host with Chris Owen. “It’s Still in My Heart, This is My Country:” The Single Noongar Claim History. Crawley: U of Western Australia P, 2009.Urban Bushland Council. “Bushland Issues.” 2015. 29 Sep. 2015 ‹http://www.bushlandperth.org.au/bushland-issues›.Welborn, Suzanne. Swan: The History of a Brewery. Crawley: U of Western Australia P, 1987.Weller, Richard. Boomtown 2050: Scenarios for a Rapidly Growing City. Crawley: U of Western Australia P, 2009. Whish-Wilson, David. Perth. Sydney: NewSouth Publishing, 2013.

Graffiti remains a particularly resilient aspect of the contemporary urban landscape and as a pillar of Hip-Hop culture enjoys an enduring popularity as a subject of academic inquiry.1 As the practice of graffiti is so historically broad it is within the context of Hip-Hop culture that I will limit my observations. In this tradition, graffiti is often rationalised as either a rebellious attempt at territorial reclamation by an alienated subculture or reduced to a practice of elaborate attention seeking. This type of account is offered in titles such as Nelson George's Hip-Hop America (George 1998, 14-15) and David Toop's Rap Attack series (Toop 2000, 11-14). Whilst I am in accord with their respective analyses of graffiti's role as a territorial practice, these discussions concentrate on graffiti's social significance and neglect the immanent logistical processes that precede artistic practice. A Deleuze-Guattarian approach would emphasise the process over the final product, as they believe, '[w]riting has nothing to do with signifying. It has to do with surveying, mapping, even realms that are yet to come' (Deleuze and Guattari 1987, 4-5).2 This undermines the self-contained approach to graffiti as artistic signification and offers a more encompassing approach to investigating the graffiti writers' desire to physically connect with the architecture of the city. It was William Upski Wimsatt's 'underground bestseller' Bomb the Suburbs that inspired my Deleuze-Guattarian perspective on the processes behind graffiti. After reading the testimonies of the author and his peers about the niceties of underground graffiti writing, I was struck by the profound affective relations to technology they described. Many discussions of graffiti, academic or otherwise, relegate the artists' exploration of the urban environment and its technologies to be of secondary importance to the production of the artwork itself. Wimsatt's affectionate account of a city discovered via graffiti writing appeared to have resonance with the Deleuze-Guattarian concept of 'becoming'. For Deleuze (both alone and in conjunction with Felix Guattari), the concept of 'becoming' was a complex redefinition, or perhaps destruction, of the traditional dichotomy between 'subject' and 'object'. Baring in mind that this concept was developed across the breadth of his work, here I offer a concise, and perhaps more readily accessible definition of 'becoming' from Claire Colebrook's Gilles Deleuze: 'The human becomes more than itself - by becoming-hybrid with what is not itself. This creates 'lines of flight'; from life itself we imagine all the becomings of life, using the human power of imagination to overcome the human' (Colebrook 2001, 129). Using 'becoming' as a conceptual approach provides a rather more productive consideration of the graffiti writers' endeavours rather than simply reducing their status to simple archetypes such as 'criminal', 'rebel' or even 'visual artist'. In this way we could look at their ongoing and active engagement with the city's architecture as an ongoing 'becoming' with urban technologies. This is manifest in the graffiti writers' willingness to break the law and even risk physical danger in order to find new ways of moving about the city. Bomb the Suburbs outlines the trials and tribulations of Chicago based, 'old school' graffiti artist Wimsatt who writes about his first-hand observations on the decaying urban environment within major US cities. Bomb the Suburbs is both a handbook of Hip-Hop culture, as well as an astute piece of social analysis. Wimsatt's approach is self-consciously provocative, and shining through all the revolutionary rhetoric is essentially a love affair with the city and its technologies. 'As a writer, there is nothing I love better, nowhere in the city I love more, than the CTA (Chicago Transit Authority). Whether it's climbing on the tracks, playing in the tunnels, or just chillin' in between cars, I think of the CTA as my personal jungle gym. The fact is, we graffiti writers have a very close relationship with the train lines. Yet it is our goal to fuck them up' (Wimsatt 1994, 143). Such an extraordinary physical relationship with the city's technology obviously surpasses the general public's more mundane interactions. The amount of dedication required by the graffiti writers to scale buildings, trains and bridges, obviously goes beyond a mere desire of exposure for their art. Hence I regard the writers as having perhaps the strongest affective bond with the city of any resident, as their pioneering of unorthodox navigational feats requires a level of commitment that far exceeds the rest of the population. Thus the artistry justifies the means of the exploratory process and the graffiti merely serves as a premise to interact with the city's architecture. Wimsatt's enthusiastic account of the CTA infers the desire to realise new interactions that surpass the rather more average ambition of getting on and off at the right stops. An inordinate amount of attention to potential vehicles of exposure, such as the city's rail system becomes a requirement of any self-respecting graffiti writer. Hence they acquire an intricate knowledge of the logistical processes that keep the city's transportation system ticking over. Detailed knowledge of platforms, schedules, right up to employee shift changes are necessary and each of these aspects in turn open out into a variety of assemblages that offer insight into the inner workings of the city. Unfortunately for these urban explorers, their unorthodox interactions with the city architecture are invariably considered 'illegal', and reminiscent of the Foucauldian assertion, the transgression of law only adds to affective investment. This transgression of 'the law', also offers potential for new becomings, and the graffiti writers, in turn, acquire a 'virtual' nature as 'becoming-criminal' or 'becoming-hero', even perhaps perpetuating the struggle for an alternative 'becoming-law'. Hence the dour reflection at the end of Wimsatt's quote which highlights his exasperation over the underlying political tensions that conspire toward his beloved rail system's destruction. It is perhaps the barriers, both physical and legal that are placed between the writers and their beloved lines, which fosters the type of emotional displacement that incites such revenge. To prove that the law can't contain their desire, the writers ironically destroy the city's property so that the technology will forever bear the mark of their challenge. Wimsatt doesn't advocate this destruction, but rather he is trying to implore other writers to see the error of their ways, 'If we love trains, then bombing the CTA is biting the hand that feeds us' (Wimsatt 1994, 143). His idealistic alternative is to 'bomb the suburbs' (for the uninitiated the bombing they refer to is of the acrylic as opposed to the explosive kind) to symbolically deflect attention from the rail yards and into the homes of the indifferent. 'Bomb The Suburbs means let's celebrate the city. Let's celebrate the ghetto and the few people who aren't running away from it. Let's stop fucking up the city. Let's stop fucking up the ghetto. Let's start defending it and making it work for us' (11). Emphasising the division between the urban and suburban way of life, Wimsatt beckons graffiti writers to 'bomb the suburbs' in what I perceive, as an unorthodox means of inclusion. This call to violate suburban property is purely a scare tactic, an avenue that Wimsatt admits he is not keen to explore (143). This contempt for the suburbs is directed at what is perceived as its residents' collective escape from an inclusive dialogue. The graffiti artists are frustrated over the suburban residents' economic control of their inner city space and they have no accessible political vehicle to voice this complaint. In the minds of the graffiti writers, the suburban population is ungrateful, as the technology such as the CTA is taken for granted, or not even used at all. Wimsatt hates the insular culture of the car owning commuters that symbolise the suburban condition. They are deemed to pollute the city and will subsequently be the first to retreat from any adversity as their collective goal has been to acquire the means to take an out of sight, out of mind approach to urban life. Thus, Wimsatt blames the suburban population for the continuing malaise suffered by inner city residents. Their collective exodus to the suburbs has negatively impacted on city funding and continues to erode the quality of life of its inhabitants. Wimsatt's admonition of the suburban condition begins in the introduction on the front cover of the book stating, 'The suburbs is more than just an unfortunate geographical location, it is an unfortunate state-of-mind. It's the American state-of-mind, founded on fear, conformity, shallowness of character, and dullness of imagination.' Yet Wimsatt would have difficulty convincing his posse of writers to 'bomb the suburbs' for a solely political purpose as the attributes of the city that make it so accessible conversely makes the suburbs logistically difficult to conquer. By his own admission the pleasure of graffiti writing lies in the thrill of exploring the city's architecture as this process in its entirety forms an affective assemblage. For Deleuze and Guattari these 'affects are becomings' (Deleuze and Guattari 1987, 256), perhaps simply understood as the affective intensities that influence our movement through the world, and this is how the graffiti writers integrate themselves into the matrix of the city assemblage. Furthermore, Deleuze and Guattari offer that art consists of blocs of affects and percepts and that its role is to draw attention to these processes (Deleuze and Guattari 1994, 163-199), '[a]ffects are sensible experiences in their singularity, liberated from organising systems of representation' (Colebrook 2001, 22). Thus graffiti operates on a purely affective level and the works of its anonymous authors, whose collective texts are often indecipherable, appear to have little cultural relevance to the general public. This is demonstrative of a Deleuze-Guattarian reading where graffiti's significance as 'writing' is actually negligible. The pragmatic significance of graffiti in terms of territorial marking is its role as a refrain, providing infinite transference of signification. The refrains create relations of corresponding affective assemblages and in this way the graffiti is able to generate a range of audience positions. Whilst it may indicate signify a hostile environment for some, it similarly provides information to others or is perhaps merely treated with indifference. To this extent the recollections of Wimsatt and his peers recall Deleuzean empiricism and its 'commitment to experience,' as '[o]ne way of thinking empiricism is to see all life as a flow and connection of interacting bodies, or 'desiring machines'. These connections form regularities, which can then be organised through 'social machines' (Colebrook 2001, 89). Graffiti consciously draws attention to its procedure thus creating corresponding affective assemblages, and the ensuing relations inform audience opinions. Many would contend that graffiti is inherently destructive and would necessarily disagree with my claim that it derives from a love of the city. Dissenting opinion is invariably based on relative aesthetic merits and as a result will always be inconclusive. The only thing that can be tangibly measured is the ownership of capital and in this context graffiti will always remain the visual sign of a losing battle. Graffiti is the evidence of its writers' respective status as 'ghosts in the machine'. Presented in terms of information theory, we could view graffiti as feedback, either signal or noise depending on how you are positioned. As a permanent fixture of the urban environment it is indicative of a city that is all but running smoothly. The nature of this underlying antagonism is elaborated in Houston A Baker jr's Black Studies, Rap and the Academy where graffiti is 'perceived as the ethnic pollution of public space' by the 'other' (Baker 1993, 43). Baker then proceeds to the heart of the matter, questioning the values inherent in the regulation of public space, 'the contest was urbanely proprietorial: Who owns the public spaces? What constitutes information and what constitutes noise? Just what is visually and audibly pure and what precisely is noise pollution or graffiti?'. He contends that community opinion over such aesthetic maintenance of the public space will continue to be dominated by corporate capital. 'Urban public spaces of the late twentieth century are spaces of audiovisual contest. It's something like this: My billboards and neon and handbills and high-decibel-level television advertising are purely for the public good. Your boom boxes and graffiti are evil pollutants. Erase them, shut them down! (43)' Graffiti writers are fully aware that any attempt for consensus over aesthetics is futile as the urban subcultures have little political clout. Their ongoing battle is a vain attempt at seeking alternate ways to access this public space and will continue to sustain casualties both architectural and human. Thus the visibility of graffiti on a train line provides an affective assemblage that is as intrinsic to the network as the tracks themselves. As public property3 the railway is installed to serve the collective population and graffiti writers, it can be argued, just seek to use it in an unorthodox manner. Their work is undoubtedly just as creative and perhaps less objectionable than most billboard ads. Advertising on the other hand, represents the collusion of private property ownership that informs public opinion. This view perpetuates the 'reasonable' assumption that advertisements are an acceptable use of the public space based on the 'logic' that they are spatially contained and regulated by capital. Alienated from that sphere of capital ownership, graffiti impinges on this private stranglehold of public aesthetics. In this capacity graffiti artists invite a momentary existential awakening, drawing attention to our internalised self-regulation. It is such conditioning that in turn may provoke us to mouth an obligatory 'tut tut'. Yet, running into this visual 'other' requires self-reflection, caught up in our daily routine we are oblivious to our physical surroundings and only realise what we are missing when it has been tampered with. The writers' unorthodox interaction with city architecture questions our fetishizing of blank walls, and our instilled lack of practical interaction with our surrounds. Nevertheless, the reality is that graffiti signifies to a large percentage of the population a sense of danger, a side effect that Wimsatt is indeed aware and is trying to discourage. Bomb the Suburbs is concerned with mapping out relations within the city's delicate ecosystem and how the mere act of graffiti affects a feedback loop that ends up in the pockets of the corporates: 'Every time we fat cap an outside, or even scratch-bomb a window, we've got guys with last names like Ford, Toyota, and Isuzu with us all the way, cheering us on - we're helping them fuck up public transportation for free' (Wimsatt 1994, 142). So the more graffiti, the fewer people ride the subway and will instead continue to buy cars and perpetuate the urban/suburban divide. Wimsatt and his peers are embittered that those who actually own most of the city care so little about it that they leave for the suburbs every night, to retreat from the 'urban noise' epitomised by graffiti culture to one of secluded suburban silence. Hence Wimsatt's enthusiasm for a communal project of graffiti led urban renewal believing it will liven up neglected and plain forgotten parts of the city (104). He goes out of his way to visit the more ravaged and neglected cities in the US, dreaming of how graffiti could help promote reinvestment, both emotional and financial, back into the heart of the city. Wimsatt also realises this can only be achieved with the grass roots support of the graffiti writing community themselves. 'I'm not even going to talk about the train yards. Yes, they're easy, but you're not allowed to bomb them as a personal favor to me. Cleveland is struggling not to become another Detroit and scare all its capital off to the suburbs. If you're going to do graffiti in Cleveland, do it to help Cleveland back up, not to kick it while it's down' (43). Yet his vision of urban renewal is one that scorns permission for legal designs (113) as the impetus for this project must derive organically from the graffiti writers' collective process of observation via urban exploration. For them, legal design defeats the purpose of this empirical process, and for this reason the artists believe there is no challenge in doing 'pieces' in the easy spots as a necessary part of the process requires the 'becoming' with the urban environment. The graffiti writers' lifestyle is itself an experimental project intended as a direct challenge on the 'conventional' epitomised by suburban existence. The graffiti markings operate as Deleuze-Guattarian 'lines of flight' that indicate that there are alternate ways of moving about the city, replete with a set of refrains to indicate the existence of a suitably alternative culture. We are aware that the smooth running of the urban capitalist machine requires the striations that demarcate no-go areas and territories forbidden to pubic access. To paraphrase Deleuze and Guattari, that in order to run smoothly, you have to striate, and there is a lot of wasted space created in the process. The graffiti writers merely seek to claw back these neglected territories. Notes 1. The following list is provided as a guide, and is by no means considered exhaustive, of some of the key texts employed in my research: Castleman, Craig. Getting Up: Subway Graffiti in New York. New York: MIT Press, 1984; Chalfant, Henry, and James Prigoff. Spraycan Art. New York, N.Y.: Thames and Hudson, 1987; Baker, Houston A. Black Studies, Rap, and the Academy. Black Literature and Culture. Chicago: University of Chicago Press, 1993; Wimsatt, William 'Upski'. Bomb the Suburbs. New York: Soft Skull Press, 1994; George, Nelson. Hip Hop America. London: Penguin, 1998; Poschardt, Ulf. DJ Culture. Trans. Shaun Whiteside. London: Quartet Books, 1998; Light, Alan. The Vibe History of Hip Hop. Three Rivers Press, New York, 1999; Ogg, Alex, and David Upshal. The Hip-Hop Years: A History of Rap. London: Channel 4 Books, 1999; Toop, David. Rap Attack # 3: African Rap to Global Hip Hop. London: Serpent's Tail, 2000; Gonzales, Michael A. 'Hip-Hop Nation: From Rockin' the House to Planet Rock' in Crossroads. Seattle, Marquand Books, 2000. 2. Note: The relation of this quote to the practice of graffiti writing was previously outlined in Richard Higgins article 'Machines, Big and Little' available at http://www.arts.monash.edu.au/gsandss/sl... My discovery of this essay occurred during my research and whilst my own analysis takes a different approach I am obviously compelled to acknowledge my familiarity with this excellent piece of work. 3. Although this situation is rapidly changing as railway's status as public property is being slowly compromised as its running is increasingly handled by the private sector. References Baker, Houston A. jr. (1993) Black Studies, Rap, and the Academy. Black Literature and Culture. Chicago: University of Chicago Press. Castleman, Craig. (1984) Getting Up: Subway Graffiti in New York. New York: MIT Press. Chalfant, Henry, and James Prigoff. (1987) Spraycan Art. New York, N.Y.: Thames and Hudson. Colebrook, Claire. (2001) Gilles Deleuze. London: Routledge. Deleuze, Gilles, and Félix Guattari. (1987) A Thousand Plateaus: Capitalism and Schizophrenia. Trans. Brian Massumi. London: Athlone Press. Deleuze, Gilles and Félix Guattari. (1994) What Is Philosophy? Trans. Hugh Tomlinson and Graham Burchill. New York: Columbia University Press. George, Nelson. (1998) Hip Hop America. London: Penguin. Gonzales, Michael A. (2000) 'Hip-Hop Nation: From Rockin' the House to Planet Rock.' Crossroads. Seattle: Marquand Books. Light, Alan. (1999) The Vibe History of Hip Hop. Three Rivers Press, New York. Ogg, Alex, and David Upshal. (1999) The Hip-Hop Years: A History of Rap. London: Channel 4 Books. Poschardt, Ulf. (1998) DJ Culture. Trans. Shaun Whiteside. London: Quartet Books. Toop, David. (2000) Rap Attack # 3: African Rap to Global Hip Hop. London: Serpent's Tail. Wimsatt, William. (1994) 'Upski'. Bomb the Suburbs. New York: Soft Skull Press. Links http://www.arts.monash.edu.au/gsandss/slavic/papers/rhizome.html. Citation reference for this article MLA Style Scannell, John. "Becoming-City" M/C: A Journal of Media and Culture 5.2 (2002). [your date of access] < http://www.media-culture.org.au/0205/becoming.php>. Chicago Style Scannell, John, "Becoming-City" M/C: A Journal of Media and Culture 5, no. 2 (2002), < http://www.media-culture.org.au/0205/becoming.php> ([your date of access]). APA Style Bennett, Simon A.. (2002) A City Divided. M/C: A Journal of Media and Culture 5(2). < http://www.media-culture.org.au/0205/divided.php> ([your date of access]).