Estudio del empleo de cubiertas vegetales temporales para la regulación del régimen hídrico, crecimiento y manejo sostenible del viñedo

RESUMEN El ensayo se llevo a acabo en un viñedo de Syrah durante 8 años y en un viñedo de Merlot durante 3 años. Ambos viñedos regados y situados en Colmenar de Oreja (Madrid) (40º 8’N, 3º 23’W) con clima típicamente Mediterráneo. Siete tratamientos con cubiertas vegetales se han comparado con dos tratamientos con suelo desnudo usados como control. Las cubiertas vegetales fueron seis tratamientos de cereales (Centeno) y un tratamiento de enyerbado autosembrado (Bromus spp) y los tratamientos de suelo desnudo fueron uno manejado con laboreo y otro manejado con herbicida. Los seis tratamientos de centeno se han manejado de seis formas distintas. La primera sembrada todos los años y eliminada en brotación mediante herbicida de post-emergencia. La segunda sembrada todos los años y eliminada un mes después de la brotación mediante siega. La tercera sembrada todos los años y eliminada en floración mediante siega. La cuarta sembrada todos los años y eliminada en brotación mediante herbicida de post-emergencia. La quinta sembrada todos los años y eliminada un mes después de la brotación mediante siega. La sexta sembrada todos los años y eliminada en floración mediante siega. La utilización de cubiertas vegetales ha tenido efectos beneficiosos sobre el contenido en materia orgánica, la compactación y la infiltración del suelo, mejorando las condiciones para el desarrollo de las raíces. Estas mejoras y la escasa competencia de la competencia durante el crecimiento del sistema radical de la vid han producido un incremento del sistema radical en las plantas mantenidos con cubierta vegetal. La competencia de las cubiertas vegetales ha reducido la disponibilidad hídrica de la vid, incrementándose la absorción en zonas con mayor disponibilidad hídrica (como la línea) antes de floración. El mayor desarrollo radical de las vides con cubierta autosembrada ha permitido agotar más intensamente las reservas de agua en el suelo. La competencia de las cubiertas ha reducido en mayor medida el desarrollo vegetativo que el productivo. Lo que ha disminuido, en algunas cubiertas vegetales, el consumo hídrico de la vid, aumentando el potencial hídrico foliar y la fotosíntesis durante la maduración. Sin embargo, el incremento en la fotosíntesis no ha compensado el mayor desarrollo foliar de los tratamientos con suelo desnudo, lo que ha provocado que estos tratamientos presenten la producción de materia seca más elevada. El empleo de cubiertas vegetales ha reducido la producción principalmente limitando el número de bayas por racimo, ya que el aporte de riego ha minimizado los efectos del manejo del suelo sobre el tamaño de baya. La utilización de cubiertas vegetales temporales ha mejorado la iluminación de los racimos, lo que ha producido un aumento de la síntesis de antocianos durante las primeras fases de la maduración, pero un incremento de la degradación de los mismos al final de la maduración. Esto ha provocado que durante la vendimia los tratamientos de suelo desnudo presenten un mayor contenido de antocianos por baya que los tratamientos mantenidos con cubierta temporal. Estos resultados muestran que el efecto del manejo del suelo depende en gran medida de las condiciones del medio, y que sus efectos en climas calidos y secos son muy distintos a los observados en climas frescos y húmedos. ABSTRACT The trial was conducted over a period of 8 years in a Syrah vineyard and over a period of 3 years in a Merlot vineyard. Both vineyards were irrigated and situated near Colmenar de Oreja (Madrid) (40º 8’N, 3º 23’W) a typical Mediterranean climate. Seven Annual cover crops treatments were compared to two bare soil treatments, used as control. Cover crops were six cereals treatments (Rye) and one auto-sowing treatment (Bromus spp) and the treatments of bare soil were one tilled management treatment and another with herbicide treatment. The six Cereal treatments were managed in different manners. First sowing every year and were eliminated in bud breaking with post-emergency herbicide. The second sowing annually and were eliminated one month after bud breaking through harvesting. The third sowing annually and were eliminated in flowering by mowing. The fourth sowing annually and were eliminated with post-emergency herbicide in bud breaking. The fifth sowing annually and were eliminated by mowing one month after bud breaking. . The third sowing annually was eliminated by mowing in flowering. The use of annual cover crop have improved soil organic matter, soil infiltration rate and soil solidity, resulting in a more favourable environment for roots growth. These improvements and low competitive ability during root growing have increases grapevine root density in plant management with cover crop. The Cover crop ability reduced plant available water, increasing root water uptake in the soil with more available water (such us line) before flowering. More growth of grapevine root density with auto-sowed cover crops has allowed using the water under soil more rapidly. The cover crop ability has reduced vegetative growth more than yield. What has been reduced in some vegetative cover crop has been the consumption of water, and increasing the leaf water potential and foliar and photosynthesis during growth activity. Moreover, the increased in photosynthesis activity could not “Compensate” higher leaf growth of treatment of bare soil, where these treatments had resulted in the greatest amount of dry material. The use of cover crops has reduced the crop mainly reducing the fruit set, because the irrigation had reduced the cover crop effect in the berry growth. The use of temporary cover crop increased berry sunlight exposure and skin anthocyanin synthesis during early rippenig, but excessively high temperature increased anthocyanin degradation during last part of ripenning. So, at the vineyard harvest period the treatments with bare soil plant had a more anthocyanin content per grape than the temporary cover crop plant treatments. These results suggest that the effects of soil handling mainly depends on the environmental condition, and their effects in hot and dry climate are so different from the effects in cold and moist climates.

Dynamic effect of high speed railway traffic loads on the ballast track settlement

The traditional ballast track structures are still being used in high speed railways lines with success, however technical problems or performance features have led to non-ballast track solution in some cases. A considerable maintenance work is needed for ballasted tracks due to the track deterioration. Therefore it is very important to understand the mechanism of track deterioration and to predict the track settlement or track irregularity growth rate in order to reduce track maintenance costs and enable new track structures to be designed. The objective of this work is to develop the most adequate and efficient models for calculation of dynamic traffic load effects on railways track infrastructure, and then evaluate the dynamic effect on the ballast track settlement, using a ballast track settlement prediction model, which consists of the vehicle/track dynamic model previously selected and a track settlement law. The calculations are based on dynamic finite element models with direct time integration, contact between wheel and rail and interaction with railway cars. A initial irregularity profile is used in the prediction model. The track settlement law is considered to be a function of number of loading cycles and the magnitude of the loading, which represents the long-term behavior of ballast settlement. The results obtained include the track irregularity growth and the contact force in the final interaction of numerical simulation

Dynamic Analysis of high Speed Railway Traffic Loads on Ballasted Track

This paper reports the studies carried out to develop and calibrate the optimal models for the objectives of this work. In particular, quarter bogie model for vehicle, rail-wheel contact with Lagrangian multiplier method, 2D spatial discretization were selected as the optimal decisions. Furthermore, the 3D model of coupled vehicle-track also has been developed to contrast the results obtained in the 2D model. The calculations were carried out in the time domain and envelopes of relevant results were obtained for several track profiles and speed ranges. Distributed elevation irregularities were generated based on power spectral density (PSD) distributions. The results obtained include the wheel-rail contact forces, forces transmitted to the bogie by primary suspension. The latter loads are relevant for the purpose of evaluating the performance of the infrastructure

Dynamic analysis of road vehicle-bridge systems under turbulent wind by means of Finite Element Models

When an automobile passes over a bridge dynamic effects are produced in vehicle and structure. In addition, the bridge itself moves when exposed to the wind inducing dynamic effects on the vehicle that have to be considered. The main objective of this work is to understand the influence of the different parameters concerning the vehicle, the bridge, the road roughness or the wind in the comfort and safety of the vehicles when crossing bridges. Non linear finite element models are used for structures and multibody dynamic models are employed for vehicles. The interaction between the vehicle and the bridge is considered by contact methods. Road roughness is described by the power spectral density (PSD) proposed by the ISO 8608. To consider that the profiles under right and left wheels are different but not independent, the hypotheses of homogeneity and isotropy are assumed. To generate the wind velocity history along the road the Sandia method is employed. The global problem is solved by means of the finite element method. First the methodology for modelling the interaction is verified in a benchmark. Following, the case of a vehicle running along a rigid road and subjected to the action of the turbulent wind is analyzed and the road roughness is incorporated in a following step. Finally the flexibility of the bridge is added to the model by making the vehicle run over the structure. The application of this methodology will allow to understand the influence of the different parameters in the comfort and safety of road vehicles crossing wind exposed bridges. Those results will help to recommend measures to make the traffic over bridges more reliable without affecting the structural integrity of the viaduct

Estabilidad del tráfico en viaductos de carretera y ferrocarril

Cuando un automóvil o un tren circula sobre un viaducto se producen efectos dinámicos que, además de aumentar los esfuerzos que ha de soportar el puente, afectan a los propios vehículos. Los fenómenos de vibración lateral en los viaductos de ferrocarril están contemplados de manera muy sucinta en la normativa y pueden afectar a la seguridad y comodidad del tráfico. En el caso de las carreteras, esa dinámica también puede contribuir al riesgo de accidente y al aumento de la sensación de incomodidad, sobre todo si se considera la presencia de vientos laterales. La preocupación por estos fenómenos queda reflejada en el número de artículos publicados en revistas científicas en los últimos años. Para este trabajo se han desarrollado modelos de interacción dinámica que representan el comportamiento de las estructuras, mediante el método de los elementos finitos, y el de los vehículos, mediante sistemas multicuerpo.

Models for Lateral Dynamic Interaction of High-Speed Trains and Bridges

In this work a methodology for analysing the lateral coupled behavior of large viaducts and high-speed trains is proposed. The finite element method is used for the structure, multibody techniques are applied for vehicles and the interaction between them is established introducing wheel-rail nonlinear contact forces. This methodology is applied for the analysis of the railway viaduct of the R´ıo Barbantino, which is a very long and tall bridge in the north-west spanish high-speed line.

An Experimental and Numerical Study of Ballistic Impacts on a Turbine Casing Material at Varying Temperatures

An experimental and numerical study of ballistic impacts on steel plates at various temperatures (700ºC, 400ºC and room temperature) has been carried out. The motivation for this work is the blade‐off event that may occur inside a jet engine turbine. However, as a first attempt to understand this complex loading process, a somewhat simpler approach is carried out in the present work. The material used in this study is the FV535 martensitic stainless steel, which is one of the most commonly used materials for turbine casings. Based on material test data, a Modified Johnson‐Cook (MJC) model was calibrated for numerical simulations using the LS‐DYNA explicit finite element code (see Figure 1). To check the mesh size sensitivity, 2D axisymmetric finite element models with three different mesh sizes and configurations were used for the various temperatures. Two fixed meshes with 64 and 128 elements over the 2mm thick plate and one mesh with 32 elements over the thickness with adaptive remeshing were used in the simulations. The formation of adiabatic shear bands in the perforation process has been found critical in order to achieve good results. Adiabatic shear bands are formed by the temperature rise due to the accumulation of plastic strain during impact (see Figure 2). The influence of the thermal softening in the plastic model has hence been analyzed for the room temperature impact tests, where the temperature gradient is highest

Modelización numérica del comportamiento mecánico de un fieltro de polipropileno

En el presente trabajo se presenta un modelo del continuo para un fieltro denso. Igualando la densidad de potencia de un elemento del continuo a la densidad de potencia mecánica que actúa sobre el conjunto de las fibras se obtiene una expresión del tensor de tensiones en la configuración de referencia. El modelo se completa mediante la inclusión de un modelo de daño para modelar fenomenológicamente los mecanismos de extracción (pull-out) y rotura de las fibras. Se ha implementado el modelo como una subrutina de material de usuario para un código de elementos finitos (ABAQUSExplicit), formulado en grandes deformaciones. Los resultados obtenidos se han comparado con experimentos realizados sobre un fieltro comercial (geotextil) de fibras de polipropileno y muestran que el modelo es capaz de reproducir el comportamiento del material hasta la localización del daño y pérdida de capacidad portante del mismo.

Estudio del efecto del óxido en el comportamiento en rotura de la vaina de barra combustible

La capa exterior de óxido en la vaina de combustible nuclear es un factor clave en el estudio de su comportamiento en rotura. En esta ponencia se utiliza el ensayo de compresión diametral (RCT) para estudiar el comportamiento en rotura de vainas oxidadas. Para ello se prepararon muestras con una capa exterior de óxido de circonio de 85 µm de espesor y se sometieron a RCT a 20 y 135 ºC. El ensayo de compresión diametral ha demostrado ser muy sensible a la presencia de óxido en el exterior de la vaina para ambas temperaturas

Peligrosidad Sísmica en la Península Ibérica

Se estudia la peligrosidad sísmica en la Península Ibérica con una metodología no paramétrica basada en estimadores de densidad kernel; la tasa de actividad se deduce del catálogo, tanto en cuanto a su dependencia espacial (prescindiendo de zonificación) como en relación con la magnitud (obviando la ley de Gutenberg-Richter). El catálogo es el del Instituto Geográfico Nacional, complementado con otros en zonas periféricas, homogeneizado en su cuantificación de los terremotos y eliminando eventos espacial o temporalmente interrelacionados para mantener un modelo temporal de Poisson. La tasa de actividad sísmica viene determinada por la función kernel, el ancho de banda y los períodos efectivos. La tasa resultante se compara con la obtenida usando estadísticas de Gutenberg-Richter y una metodología zonificada. Se han empleado tres leyes de atenuación: una para terremotos profundos y dos para terremotos superficiales, dependiendo de que su magnitud fuera superior o inferior a 5. Los resultados se presentan en forma de mapas de peligrosidad para diversas frecuencias espectrales y períodos de retorno de 475 y 2475 años, lo que permite construir espectros de peligrosidad uniforme

Safety-related issues for high-speed railway bridges

Railway bridges have specific requirements related to safety, which often are critical aspects of design. In this paper the main phenomena are reviewed, namely vertical dynamic effects for impact effect of moving loads and resonance in high-speed, service limit states which affect the safety of running traffic, and lateral dynamic effects.

Concrete Swelling in Two Spanish Dams

Several chemical reactions are able to produce swelling of concrete for decades after its initial curing, a problem that affects a considerable number of concrete dams around the world. Principia has had several contracts to study this problem in recent years, which have required reviewing the state-ofthe-art, adopting appropriate mathematical descriptions, programming them into user routines in Abaqus, determining model parameters on the basis of some parts of the dams’ monitored histories, ensuring reliability using some other parts, and finally predicting the future evolution of the dams and their safety margins. The paper describes some of the above experience, including the programming of sophisticated nonisotropic swelling models, that must be compatible with cracking and other nonlinearities involved in concrete behaviour. The applications concentrate on two specific cases, an arch-gravity dam and a double-curvature arch dam, both with a long history of concrete swelling and which, interestingly, entailed different degrees of success in the modelling efforts.

Effect of Concrete Swelling on the Equilibrium and Displacements of an Arch Dam

The Kariba dam is undergoing concrete expansion as a result of an alkali-aggregate reaction. The model adopted to simulate the process is explained in the paper; it is based on the model first proposed by Ulm et al, as later modified by Saouma and Perotti. It has been implemented in the commercial finite element code Abaqus and applied to solve the benchmark problem. The parameters of the model were calibrated using the data recorded up to 1995. The calibrated model was then used for predicting the evolution of the dam up to the present date. Apart from this prediction the paper offers a number of conclusions, such as the fact that the stress level appears to have a major influence on the expansion process; and it presents some suggestions to improve the formulation of the benchmark, such as providing temperature data and widening the locations and conditions of the data employed in the calibration

Nuevas Investigaciones en la Dinámica de puentes de ferrocarril de alta velocidad

1. Moticacion Nuevos puentes 2. Efectos Dinámicos (¿Puentes Seguros?) 3. Requisitos de Servicio (¿Traco Seguro?) 4. Modelos y Normas (¿Cómo saberlo?) Modelos de Cálculo Normas Técnicas 5. Observaciones finales

Acciones dinámicas debidas al tráfico ferroviario en viaductos de alta velocidad

1. Motivacion 2. Respuesta dinámica y modelos de cálculo Cargas de Tráfico Comprobaciones y modelos 3. Normatica reciente Trenes reales, HSLM y trenes tipo Eurocódigos EN1991-2, EN1990/A1 Interoperabilidad en la Red TransEuropea: ETI-INF Instrucción Española IAPF-2007 y Anejos Naconales 4. Investigación sobre dinámica de estructuras Dinámica transversal de vehículos ferroviarios sobre viaductos 5. Comentarios finales