Alta velocidad ferroviaria en California(USA): cuarta parte (IV) Fresno-Sacramento (Roseville) = High speed railway in California (USA): fourth part (IV) Fresno-Sacramento (Roseville)

Implantación de la Red de Alta velocidad Ferroviaria en California. Tramo Fresno-Sacramento. El presente articúlo es la cuarta parte de la serie "Alta Velocidad Ferroviaria en California (CHSRS)". Recoge la Alternativa "Stockton Arch", que el Proyecto FARWEST presenta a la prevista por la Authority (CHSRA), para la Línea HSR Fresno-Sacramento, en programación y en trazado. Éste discurre, desde la gran Terminal de Fresno (implantada en las afueras al suroeste de la ciudad) por el segmento sur del "mar interior" (que en el Terciario Superior ocupaba el actual Valle Central), hasta Stockton, y por el segmento norte, hasta Sacramento. El Paet de Ripperdan (~ pK 40) queda conectado por carretera con el PAET de Oroloma de la Línea HSR Fresno-San Francisco (Golden Gate Alternative). La última parte del trazado de la Línea HSR Fresno-Sacramento (Stockton Arch Alternative), coincide en alineación y rasante con la Línea HSR San Francisco-Sacramento (Crossing Bay Alternative) a la altura de Roseville, donde se emplaza la gran terminal norte de la red de California, desde la que se unirá ésta con la de Nevada, por Reno. This article forras the fourth part of the series entitled "High Speed Railway in California (CHSRS)". It addresses the "Stockton Arch" alternative, which the FARWESTProjectpresents in scheduling and in alignment as to that provided for by the Authority (CHSRA) for the Fresno-Sacramento HSR Line. The latter runs from the grand Fresno Terminal (located in the outskirts to the southwest ofthe city) through the south segment ofthe "inland sea" (which oceupied the current Central Valley in the Upper Tertiary) to Stockton and through the north segment to Sacramento. The Ripperdan TSAP (post ofpassing and stabling trains), — kilometer point 40, conneets with the Oroloma TSAP ofthe Fresno-San Francisco HSR Line (Golden Gate Alternative) by road. The last part of the Fresno-Sacramento HSR Line alignment (Stockton Arch Alternative), coincides in alignment and grade with the San Francisco-Sacramento HSR Line (Crossing Bay Alternative) at Roseville, where the great north terminal ofthe California network is located, from which the latter will be linked with Nevada s network through Reno.

Alta velocidad ferroviaria en California(USA): tercera parte (III) Fresno-Los Ángeles-San Diego = High speed railway in California(USA): third part (III) Fresno-Los Ángeles-San Diego

Implantación de la Red de Alta velocidad Ferroviaria en California. Tramo Fresno-Los Angeles-San Diego. Este artículo, tercera parte de la serie que describe la red de Alta Velocidad Ferroviaria de California (CHSRS), se ocupa de la línea Fresno-Los Angeles Airport-San Diego Airport, con el trazado propuesto en la Alternativa Missions Trail del Proyecto FARWEST, caracterizada por el paso directo de las montañas de Tehachapi, mediante dos grandes túneles de 27,5 Km (17 mile) y 25,6 Km (15,9 mile) de longitud. También por el emplazamiento de la estación terminal de Los Angeles, junto al Aeropuerto Internacional de Los Angeles y la sustitución de la circunvalación ferroviaria de la aglomeración urbana de Los Angeles, a través de Inland Empire, por el ramal Anaheim-Riverside, que da acceso a esa región, y que es cabecera de la futura Dessert Express a Las Vegas. The third of a series describing the California High Speed Railway (CHSRS), this article refers to the Fresno-Los Angeles Airport-San Diego Airport line, with the alignment as proposed in the Missions Trail Alternative of the FARWEST Project, characterized by the direct Tehachapi mountain pass through two large tunnels 27.5 Km (17 miles) and 25.6 Km (15.9 miles) long and also to the siting of the Los Angeles terminal station next to the Los Angeles International Airport and the replacement of the Los Angeles urban conglomeration railway by-pass through Inland Empire, by the Anaheim-Riverside branch providing access to that region and which is the head of the future Desert Express to Las Vegas.

Great roof marquee in the new railway station for high speed trains of Málaga

The new railway station of María Zambrano for AVE (Spanish high-speed trains) located in Malaga, has been inaugurated in November 2006, just on the site of the former railway station. The new railway station with an investment of 134.7 million Euros occupies a surface of 51.377 m2, five times the surface of the former station. The enclosure is the biggest intermodal transport and commercial center of Spain which comprises a parking of 21,000 m2 for 1,300 parking places, one commercial area and a hotel of 35 m height, with a total extension constructed of approximately 100,000 m2.

Variabilidad genética en razas locales de frijol común de Honduras

Las regiones agroecológicas Centro-Oriental (Francisco Morazón y El Paraíso) y Nor-Oriental (Olancho) aportan el 52% de la producción de frijol común (Phaseolus vulgaris) en Honduras. En el presente estudio se ha analizado la variabilidad genética en 59 razas locales colectadas en los tres departamentos de las dos regiones agroecológicas mencionadas, mediante cuatro loci microsatélites previamente descritos en P. vulgaris. Los resultados obtenidos muestran la existencia de una gran variabilidad en las 59 accesiones estudiadas, habiéndose detectado 53 genotipos diferentes. Por otra parte, los bajos valores de heterocigosis observados reflejan la condición eminentemente autógama de P. vulgaris.

Identificación de homonimias en accesiones de Phaseolus vulgaris L. de la colección de frijol de Honduras

El frijol (Phaseolus vulgaris L.) es una leguminosa muy importante en la dieta diaria en Honduras, representa el segundo grano básico en importancia nacional. En la Escuela Agrícola Panamericana se encuentra localizado el Banco de Germoplasma de frijol de Honduras, donde se conservan 497 accesiones. Para este estudio se han seleccionado 56 de esas accesiones, 30 de ellas denominadas “Vaina Blanca”, 20 con el nombre de “Arbolito”, cuatro “Arbolito Vaina Blanca” y dos “Vaina Blanca Arbolito”, lo cual representa el 11% de la colección. Para la identificación y detección de homonimias en dicho material vegetal mediante marcadores moleculares, se han utilizado 12 microsatélites previamente descritos en P. vulgaris. Los resultados obtenidos muestran la existencia de una gran variabilidad en las 56 accesiones estudiadas. Se han detectado 48 genotipos diferentes, de manera que resulta imposible asignar un genotipo concreto tanto para el cultivar “Vaina Blanca” como para “Arbolito”.

A 2D computational parametric analysis of the sheltering effect of fences on a railway vehicle standing on a bridge and experiencing crosswinds

In a crosswind scenario, the risk of high-speed trains overturning increases when they run on viaducts since the aerodynamic loads are higher than on the ground. In order to increase safety, vehicles are sheltered by fences that are installed on the viaduct to reduce the loads experienced by the train. Windbreaks can be designed to have different heights, and with or without eaves on the top. In this paper, a parametric study with a total of 12 fence designs was carried out using a two-dimensional model of a train standing on a viaduct. To asses the relative effectiveness of sheltering devices, tests were done in a wind tunnel with a scaled model at a Reynolds number of 1 × 105, and the train’s aerodynamic coefficients were measured. Experimental results were compared with those predicted by Unsteady Reynolds-averaged Navier-Stokes (URANS) simulations of flow, showing that a computational model is able to satisfactorily predict the trend of the aerodynamic coefficients. In a second set of tests, the Reynolds number was increased to 12 × 106 (at a free flow air velocity of 30 m/s) in order to simulate strong wind conditions. The aerodynamic coefficients showed a similar trend for both Reynolds numbers; however, their numerical value changed enough to indicate that simulations at the lower Reynolds number do not provide all required information. Furthermore, the variation of coefficients in the simulations allowed an explanation of how fences modified the flow around the vehicle to be proposed. This made it clear why increasing fence height reduced all the coefficients but adding an eave had an effect mainly on the lift force coefficient. Finally, by analysing the time signals it was possible to clarify the influence of the Reynolds number on the peak-to-peak amplitude, the time period and the Strouhal number.

Broadband access in complex environments: LTE on railway

This paper assesses the main challenges associated with the propagation and channel modeling of broadband radio systems in a complex environment of high speed and metropolitan railways. These challenges comprise practical simulation, modeling interferences, radio planning, test trials and performance evaluation in different railway scenarios using Long Term Evolution (LTE) as test case. This approach requires several steps; the first is the use of a radio propagation simulator based on ray-tracing techniques to accurately predict propagation. Besides the radio propagation simulator, a complete test bed has been constructed to assess LTE performance, channel propagation conditions and interference with other systems in real-world environments by means of standard-compliant LTE transmissions. Such measurement results allowed us to evaluate the propagation and performance of broadband signals and to test the suitability of LTE radio technology for complex railway scenarios.

LTE as the future railway communication system: benefits and challenges

In this paper the main challenges associated with the migration process towards LTE, will be assessed. These challenges comprise, among others, the next key topics: Reliability, Availability Maintainability and Safety (RAMS) requirements, end to end Quality of Service (QoS) requirements, system performance in high speed scenarios, communication system deployment strategy, and system backward compatibility as well as the future system features for delivering railway services. The practical evaluation of the LTE system capabilities and performance in High Speed Railway (HSR) scenarios, require the development of an LTE demonstrator and an LTE system level simulator. Under this scope, the authors have developed an RF LTE demonstrator, as well as an LTE system level simulator, that will provide valuable information for the assessing of LTE performance and suitability in real HSR scenarios. This work is being developed under the framework of a research project to evaluate the feasibility of LTE to become the new railway communication system. The companies and universities involved in this project are: Technical University of Madrid (UPM), Alcatel Lucent Spain, ADIF (Spanish Railway Infrastructure Manager), Metro de Madrid, AT4 Wireless, the University of A Coruña (UDC) and University of Málaga (UMA).

Sensitivity analysis to assess the influence of the inertial properties of railway vehicle bodies on the vehicle’s dynamic behaviour

A sensitivity analysis has been performed to assess the influence of the inertial properties of railway vehicles on their dynamic behaviour. To do this, 216 dynamic simulations were performed modifying, one at a time, the masses, moments of inertia and heights of the centre of gravity of the carbody, the bogie and the wheelset. Three values were assigned to each parameter, corresponding to the percentiles 10, 50 and 90 of a data set stored in a database of railway vehicles. After processing the results of these simulations, the analyzed parameters were sorted by increasing influence. It was also found which of these parameters could be estimated with a lesser degree of accuracy for future simulations without appreciably affecting the simulation results. In general terms, it was concluded that the most sensitive inertial properties are the mass and the vertical moment of inertia, and the least sensitive ones the longitudinal and lateral moments of inertia.

Análisis del Nivel de Desarrollo de las Microempresas Madereras en el Bosque Modelo de Yoro (Honduras). Apoyo a microempresas madereras (ebanistas) de Yoro.

Trabajo fin de Carrera en Cooperación al desarrollo de la UPM, en el que se analiza la situación de la pequeña industria de carpintería dentro del área Bosque Modelo de Yoro, con la finalidad de unificar y reducir así el impacto medioambiental que supone la compra de madera ilegal por parte de estos trabajadores.

Biodiversidad de frijol (Phaseolus vulgaris L.) en Honduras. Caracterización agromorfológica, molecular y ecogeográfica

En el presente trabajo se ha llevado a cabo un estudio de la biodiversidad del frijol común (Phaseolus vulgaris L.) en Honduras, que es el segundo de los cultivos de granos básicos en importancia. Dicho estudio se ha realizado mediante una caracterización agromorfológica, molecular y ecogeográfica en una selección de 300 accesiones conservadas en el banco de germoplasma ubicado en la Escuela Agrícola Panamericana (EAP) El Zamorano, y que se colectaron en 13 departamentos del país durante el periodo de 1990 a 1994. Estas accesiones fueron colectadas cuatro años antes del acontecimiento del huracán Mitch, el cual a su paso afectó al 96% del área total cultivable en su momento, lo cual nos hace considerar que la biodiversidad de razas locales (landraces) de frijol común existentes in situ fueron severamente afectadas. Los trabajos dirigidos a analizar la biodiversidad de razas locales de frijol común en Honduras son escasos, y este trabajo se constituye como el primero que incluye una amplia muestra a ser estudiada a través de una caracterización en tres aspectos complementarios (agromorfológico, molecular y ecogeográfico). Se evaluaron 32 caracteres agromorfológicos, 12 cuantitativos y 20 cualitativos, en distintas partes de la planta. Se establecieron las correlaciones entre los caracteres agromorfológicos y se elaboró un dendrograma con los mismos, en el que se formaron ocho grupos, en parte relacionados principalmente con los colores y tamaños de la semilla. Mediante el análisis de componentes principales se estudiaron los caracteres de más peso en cada uno de los tres primeros componentes. Asimismo, se estudiaron las correlaciones entre caracteres, siendo las más altas la longitud y anchura de la hoja, días a madurez y a cosecha y longitud y peso de semilla. Por otra parte, el mapa de diversidad agromorfológica mostró la existencia de tres zonas con mayor diversidad: en el oeste (en los departamentos de Santa Bárbara, Lempira y Copán), en el centro-norte (en los departamentos de Francisco Morazán, Yoro y Atlántida) y en el sur (en el departamento de El Paraíso y al sur de Francisco Morazán). Para la caracterización molecular partimos de 12 marcadores de tipo microsatélite, evaluados en 54 accesiones, que fueron elegidas por constituir grupos que compartían un mismo nombre local. Finalmente, se seleccionaron los cuatro microsatélites (BM53, GATS91, BM211 y PV-AT007) que resultaron ser más polimórficos e informativos para el análisis de las 300 accesiones, con los que se detectaron un total de 119 alelos (21 de ellos únicos o privados de accesión) y 256 patrones alélicos diferentes. Para estudiar la estructura y relaciones genéticas en las 300 accesiones se incluyeron en el análisis tres controles o accesiones de referencia, pertenecientes dos de ellas al acervo genético Andino y una al Mesoamericano. En el dendrograma se obtuvieron 25 grupos de accesiones con idénticas combinaciones de alelos. Al comparar este dendrograma con el de caracteres agromorfológicos se observaron diversos grupos con marcada similitud en ambos. Un total de 118 accesiones resultaron ser homogéneas y homocigóticas, a la vez que representativas del grupo de 300 accesiones, por lo que se analizaron con más detalle. El análisis de la estructura genética definió la formación de dos grupos, supuestamente relacionados con los acervos genéticos Andino (48) y Mesoamericano (61), y un reducido número de accesiones (9) que podrían tener un origen híbrido, debido a la existencia de un cierto grado de introgresión entre ambos acervos. La diferenciación genética entre ambos grupos fue del 13,3%. Asimismo, 66 de los 82 alelos detectados fueron privados de grupo, 30 del supuesto grupo Andino y 36 del Mesoamericano. Con relación al mapa de diversidad molecular, presentó una distribución bastante similar al de la diversidad agromorfológica, detectándose también las zonas de mayor diversidad genética en el oeste (en los departamentos de Lempira y Santa Bárbara), en el centro-norte (en los departamentos de Yoro y Atlántida) y en el sur (en el departamento de El Paraíso y al sur de Francisco Morazán). Para la caracterización ecogeográfica se seleccionaron variables de tipo bioclimático (2), geofísico (2) y edáfico (8), y mediante el método de agrupamiento de partición alrededor de los medoides, la combinación de los grupos con cada uno de los tres tipos de variables definió un total de 32 categorías ecogeográficas en el país, detectándose accesiones en 16 de ellas. La distribución de las accesiones previsiblemente esté relacionada con la existencia de condiciones más favorables al cultivo de frijol. En el mapa de diversidad ecogeográfica, nuevamente, se observaron varias zonas con alta diversidad tanto en el oeste, como en el centro-norte y en el sur del país. Como consecuencia del estudio realizado, se concluyó la existencia de una marcada biodiversidad en el material analizado, desde el punto de vista tanto agromorfológico como molecular. Por lo que resulta de gran importancia plantear la conservación de este patrimonio genético tanto ex situ, en bancos de germoplasma, como on farm, en las propias explotaciones de los agricultores del país, siempre que sea posible. ABSTRACT In the present work we have carried out a study of the biodiversity of the common bean (Phaseolus vulgaris L) in Honduras, which is the second of the basic grain crops in importance. This study was conducted through agro-morphological, molecular and ecogeographical characterization of a selection of 300 accessions conserved in the genebank located in the ‘Escuela Agrícola Panamericana (EAP) El Zamorano’ that were collected in 13 departments of the country during the 1990 to 1994 period. These accessions were collected four years before the occurrence of Mitch hurricane, which affected 96% of the total cultivable area at the time, which makes us to consider that the biodiversity of local landraces of common bean existing in situ were severely affected. The work aimed to analyze the biodiversity of local races of common bean in Honduras are scarce, and this work constitutes the first to include a large sample to be studied through a characterization on three complementary aspects (agromorphological, molecular and ecogeographical). Thirty two agromorphological characters, 12 quantitative and 20 qualitative, in various parts of the plant were evaluated. Correlations between agromorphological characters were established and a dendrogram with them was constructed, in which eight groups were formed, in part mainly related to the colors and sizes of the seeds. By principal component analysis the characters with more weight in each of the first three components were studied. Also, correlations between characters were studied, the highest of them being length and leaf width, days to maturity and harvest, and seed length and weight. Moreover, the map of agromorphological diversity showed the existence of three areas with more diversity: the west (departments of Santa Barbara, Copan and Lempira), the center-north (departments of Francisco Morazán, Yoro and Atlántida) and the south (department of El Paraiso and south of Francisco Morazán). For molecular characterization we started with 12 microsatellite markers, evaluated in 54 accessions, which were chosen because they formed groups that shared the same local name. Finally, four microsatellites (BM53, GATS91, BM211 and PV-AT007) were selected for the analysis of 300 accessions, since they were the most polymorphic and informative. They gave a total of 119 alleles (21 of them unique or private for the accession) and 256 different allelic patterns. To study the structure and genetic relationships in the 300 accessions, three controls or accessions of reference were included in the analysis: two of them belonging to the Andean gene pool and one to the Mesoamerican. In the dendrogram, 25 accession groups with identical allele combinations were obtained. Comparing this dendrogram to the obtained with agromorphological characters, several groups with marked similarity in both were observed. A total of 118 accessions were homozygous and homogeneous, while representing the group of 300 accessions, therefore they were analyzed in more detail. The analysis of the genetic structure defined the formation of two groups, supposedly related to the Andean (48) and the Mesoamerican (61) gene pools, and a small number of accessions (9) which may have a hybrid origin, due to the existence of some degree of introgression between both gene pools. Genetic differentiation between both groups was 13.3%. Also, 66 of the 82 detected alleles were private or unique for the group, 30 of the supposed Andean group and 36 of the Mesoamerican. With relation to the map of molecular diversity, it showed a quite similar distribution to the agromorphological, also detecting the areas of greatest genetic diversity in the west (departments of Lempira and Santa Bárbara), in the center-north (departments Atlántida and Yoro) and in the south (departments of El Paraíso and south of Francisco Morazán). For the ecogeographical characterization, bioclimatic (2), geophysical (2) and edaphic (8) variables were selected, and by the method of clustering partition around the medoids, the combination of the groups to each of the three types of variables defined a total of 32 ecogeographical categories in the country, having accessions in 16 of them. The distribution of accessions is likely related to the existence of more favorable conditions for the cultivation of beans. The map of ecogeographical diversity, again, several areas with high diversity both in the west and in the center-north and in the south of the country were observed. As a result of study, the existence of marked biodiversity in the analyzed material was concluded, both from the agromorphological and from the molecular point of view. Consequently it is very important to propose the conservation of this genetic heritage both ex situ, in genebanks, as on farm, in the holdings of the farmers of the country, whenever possible.

Wind tunnel analysis of the aerodynamic loads on rolling stock over railway embankments: the effect of shelter windbreaks

Wind-flow pattern over embankments involves an overexposure of the rolling stock travelling on them to wind loads. Windbreaks are a common solution for changing the flow characteristic in order to decrease unwanted effects induced by the presence of crosswind. The shelter effectiveness of a set of windbreaks placed over a railway twin-track embankment is experimentally analysed. A set of two-dimensional wind tunnel tests are undertaken and results corresponding to pressure tap measurements over a section of a typical high-speed train are herein presented.The results indicate that even small-height windbreaks provide sheltering effects to the vehicles. Also, eaves located at the windbreak tips seem to improve their sheltering effect.

Nonlinear models for lateral dynamics of railway vehicles on bridges subject to wind action

The study of lateral dynamics of running trains on bridges is of importance mainly for the safety of the traffic, and may be relevant for laterally compliant bridges. These studies require threedimensional coupled vehicle-bridge models, wheree consideration of wheel to rail contact is a key aspect. Furthermore, an adequate evaluation of safety of rail traffic requires nonlinear models. A nonlinear coupled model is proposed here for vehicle-structure vertical and lateral dynamics. Vehicles are considered as fully three-dimensional multibody systems including gyroscopic terms and large rotation effects. The bridge structure is modeled by means of finite elements which may be of beam, shell or continuum type and may include geometric or material nonlinearities. The track geometry includes distributed track alignment irregularities. Both subsystems (bridge and vehicles) are described with coordinates in absolute reference frames, as opposed to alternative approaches which describe the multibody system with coordinates relative to the base bridge motion. The wheelrail contact employed is a semi-Hertzian model based on realistic wheel-rail profiles. It allows a detailed geometrical description of the contact patch under each wheel including multiple-point contact, flange contact and uplift. Normal and tangential stresses in each contact are integrated at each time-step to obtain the resultant contact forces. The models have been implemented within an existing finite element analysis software with multibody capabilities, Abaqus (Simulia Ltd., 2010). Further details of the model are presented in Antolín et al. (2012). Representative applications are presented for railway vehicles under lateral wind action on laterally compliant viaducts, showing the relevance of the nonlinear wheel-rail contact model as well as the interaction between bridge and vehicle.

Influencia del viento transversal en sistemas ferroviarios = Cross-wind effects on railway infrastructure

El viento, como factor medio-ambiental, ha sido objeto de numerosos estudios por los efectos que induce tanto en vehículos como en estructuras. Dentro del ámbito ferroviario, las cargas aerodinámicas debidas a la acción del viento transversal pueden poner en compromiso la seguridad de los vehículos en circulación, pudiendo llegar a ocasionar el vuelco del mismo. Incluso el sistema de cables encargado de realizar el suministro eléctrico necesario para la tracción del tren, conocido como catenaria, es sensible a la acción del viento. De hecho, al igual que ocurre en ciertas estructuras de cables, la interacción entre las fuerzas aerodinámicas no estacionarias y la catenaria puede ocasionar la aparición de oscilaciones de gran amplitud debido al fenómeno de galope. Una forma sencilla de reducir los efectos no deseados de la acción del viento, es la instalación de barreras cortavientos aguas arriba de la zona que se desea proteger. La instalación de estos dispositivos, reduce la velocidad en la estela generada, pero también modifica las propiedades del flujo dentro de la misma. Esta alteración de las condiciones del flujo puede contribuir a la aparición del fenómeno de galope en estructuras caracterizadas por su gran flexibilidad, como la catenaria ferroviaria. Estos dos efectos contrapuestos hacen evidente la importancia de mantener cierta visión global del efecto introducido por la instalación de barreras cortavientos en la plataforma ferroviaria. A lo largo de este documento, se evalúa desde un enfoque multidisciplinar el efecto inducido por las barreras cortavientos en varios subsistemas ferroviarios. Por un lado se analizan las mejoras en la estabilidad lateral del vehículo mediante una serie de ensayos en túnel de viento. La medición de la distribución de presiones en la superficie de un modelo bidimensional de vehículo ferroviario proporciona una buena estimación del nivel de protección que se consigue en función de la altura de una barrera cortavientos. Por otra parte, se analiza la influencia del mismo juego de barreras cortavientos en las características del flujo situado sobre la plataforma ferroviaria, mediante la utilización de anemometría de hilo caliente (HWA) y velocimetría de imágenes de párticulas (PIV). En particular se centra la atención en las características en la posición correspondiente a los hilos conductores de la catenaria. En la última parte del documento, se realiza un análisis simplificado de la aparición oscilaciones en la catenaria, por el efecto de la inestabilidad de galope. La información obtenida sobre las características del flujo se combinan con las propiedades aerodinámicas del hilo de contacto, obtenidas en mediante una serie de ensayos en túnel de viento. De esta manera se realiza una evaluación del riesgo a la aparición de este tipo de inestabilidad aeroeslástica aplicada a una catenaria ferroviaria situada sobre un viaducto tipo. ABSTRACT Wind as an environmental factor may induce undesirable effects on vehicles and structures. The analysis of those effects has caught the attention of several researchers. Concerning the railway system, cross-wind induces aerodynamic loads on rolling stock that may increase the overturning risk of the vehicle, threatening its safe operation. Even the cable system responsible to provide the electric current required for the train traction, known as the railway overhead or catenary, is sensitive to the wind action. In fact, the interaction between the unsteady aerodynamic forces and the railway overhead may trigger the development of undamped oscillations due to galloping phenomena. The inclusion of windbreaks upstream the area that needs wind protection is a simple mean to palliate the undesirable effects caused by the wind action. Although the presence of this wind protection devices reduces the wind speed downstream, they also modify the flow properties inside their wake. This modification on the flow characteristics may ease the apparition of the galloping phenomena on flexible structures, such as the railway overhead. This two opposite effects require to maintain a global perspective on the analysis of the influence of the windbreak presence. In the present document, a multidisciplinary analysis on the effect induced by windbreaks on several railways subsystems is conducted. On the one hand, a set of wind tunnel tests is conducted to assess the improvement on the rolling stock lateral stability. The qualitative estimation of the shelter effect, as function of the windbreak height, is established through the pressure distribution measured on the surface of a two-dimensional train model. On the other hand, the flow properties above the railway platform are assessed using the same set of windbreaks. Two experimental techniques are used to measure the flow properties, hot-wire anemometry (HWA) and particle image velocimetry (PIV). In particular, the attention is focused on the flow characteristics on the contact wire location. A simplified analysis on the catenary oscillations due to galloping phenomena is conducted in the last part of the document. Both, the flow characterization performed via PIV and the aerodynamic properties of the contact wire cross-section are combined. In this manner, the risk of the aeroelastic instabilities on a railway overhead placed on a railway bridge is assessed through a practical application.

Analysis of the railway track as a spatially periodic structure

This article presents a new and computationally efficient method of analysis of a railway track modelled as a continuous beam of 2N spans supported by elastic vertical springs. The main feature of this method is its important reduction in computational effort with respect to standard matrix methods of structural analysis. In this article, the whole structure is considered to be a repetition of a single one. The analysis presented is applied to a simple railway track model, i.e. to a repetitive beam supported on vertical springs (sleepers). The proposed method of analysis is based on the general theory of spatially periodic structures. The main feature of this theory is the possibility to apply Discrete Fourier Transform (DFT) in order to reduce a large system of q(2N + 1) linear stiffness equilibrium equations to a set of 2N + 1 uncoupled systems of q equations each. In this way, a dramatic reduction of the computational effort of solving the large system of equations is achieved. This fact is particularly important in the analysis of railway track structures, in which N is a very large number (around several thousands), and q = 2, the vertical displacement and rotation, is very small. The proposed method allows us to easily obtain the exact solution given by Samartín [1], i.e. the continuous beam railway track response. The comparison between the proposed method and other methods of analysis of railway tracks, such as Lorente de Nó and Zimmermann-Timoshenko, clearly shows the accuracy of the obtained results for the proposed method, even for low values of N. In addition, identical results between the proposed and the Lorente methods have been found, although the proposed method seems to be of simpler application and computationally more efficient than the Lorente one. Small but significative differences occur between these two methods and the one developed by Zimmermann-Timoshenko. This article also presents a detailed sensitivity analysis of the vertical displacement of the sleepers. Although standard matrix methods of structural analysis can handle this railway model, one of the objectives of this article is to show the efficiency of DFT method with respect to standard matrix structural analysis. A comparative analysis between standard matrix structural analysis and the proposed method (DFT), in terms of computational time, input, output and also software programming, will be carried out. Finally, a URL link to a MatLab computer program list, based on the proposed method, is given