Dynamic response of underpasses for high-speed train lines

Underpasses are common in modern railway lines. Wildlife corridors and drainage conduits often fall into this category of partially buried structures. Their dynamic behavior has received far less attention than that of other structures such as bridges, but their large number makes their study an interesting challenge from the viewpoint of safety and cost savings. Here, we present a complete study of a culvert, including on-site measurements and numerical modeling. The studied structure belongs to the high-speed railway line linking Segovia and Valladolid in Spain. The line was opened to traffic in 2004. On-site measurements were performed for the structure by recording the dynamic response at selected points of the structure during the passage of high-speed trains at speeds ranging between 200 and 300 km/h. The measurements provide not only reference values suitable for model fitting, but also a good insight into the main features of the dynamic behavior of this structure. Finite element techniques were used to model the dynamic behavior of the structure and its key features. Special attention is paid to vertical accelerations, the values of which should be limited to avoid track instability according to Eurocode. This study furthers our understanding of the dynamic response of railway underpasses to train loads.

Dynamic Effects On Culverts for High Speed Trains

Culverts are very common in recent railway lines. Wild life corridors and drainage conducts often fall in this category of partially buried structures. Their dynamic behavior has received far less attention than other structures such as bridges but its large number makes that study an interesting challenge from the point of view of safety and savings. In this paper a complete study of a culvert, including on-site measurements as well as numerical modelling, will be presented. The structure belongs to the high speed railway line linking Segovia and Valladolid, in Spain. The line was opened to traffic in 2004. Its dimensions (3x3m) are the most frequent along the line. Other factors such as reduced overburden (0.6m) and an almost right angle with the track axis make it an interesting example to extract generalized conclusions. On site measurements have been performed in the structure recording the dynamic response at selected points of the structure during the passage of high speed trains at speeds ranging between 200 and 300km/h. The measurements by themselves provide a good insight into the main features of the dynamic behaviour of the structure. A 3D finite element model of the structure, representing its key features was also studied as it allows further understanding of the dynamic response to the train loads . In the paper the discrepancies between predicted and measured vibration levels will be analyzed and some advices on numerical modelling will be proposed

Impact And Explosive Loads On Concrete Buildings Using Shell And Beam Type Elements

The threat of impact or explosive loads is regrettably a scenario to be taken into account in the design of lifeline or critical civilian buildings. These are often made of concrete and not specifically designed for military threats. Numerical simulation of such cases may be undertaken with the aid of state of the art explicit dynamic codes, however several difficult challenges are inherent to such models: the material modeling for the concrete anisotropic failure, consideration of reinforcement bars and important structural details, adequate modeling of pressure waves from explosions in complex geometries, and efficient solution to models of complete buildings which can realistically assess failure modes. In this work we employ LS-Dyna for calculation, with Lagrangian finite elements and explicit time integration. Reinforced concrete may be represented in a fairly accurate fashion with recent models such as CSCM model [1] and segregated rebars constrained within the continuum mesh. However, such models cannot be realistically employed for complete models of large buildings, due to limitations of time and computer resources. The use of structural beam and shell elements for this purpose would be the obvious solution, with much lower computational cost. However, this modeling requires careful calibration in order to reproduce adequately the highly nonlinear response of structural concrete members, including bending with and without compression, cracking or plastic crushing, plastic deformation of reinforcement, erosion of vanished elements etc. The main objective of this work is to provide a strategy for modeling such scenarios based on structural elements, using available material models for structural elements [2] and techniques to include the reinforcement in a realistic way. These models are calibrated against fully three-dimensional models and shown to be accurate enough. At the same time they provide the basis for realistic simulation of impact and explosion on full-scale buildings

Moving loads on railway bridges: The Spanish Code approach

This paper presents the results of part of the research carried out by a committee in charge of the elaboration of the new Spanish Code of Actions in Railway Bridges. Following the work developed by the European Rail Research Institute (ERRI), the dynamic effects caused by the Spanish high-speed train TALGO have been studied and compared with other European trains. A simplified envelope of the impact coefficient is also presented. Finally, the train-bridge interactions has been analysed and the results compared with those obtained from simple models based on moving loads.

Risk-based methodology for parameter calibration of a reservoir flood control model

Flash floods are of major relevance in natural disaster management in the Mediterranean region. In many cases, the damaging effects of flash floods can be mitigated by adequate management of flood control reservoirs. This requires the development of suitable models for optimal operation of reservoirs. A probabilistic methodology for calibrating the parameters of a reservoir flood control model (RFCM) that takes into account the stochastic variability of flood events is presented. This study addresses the crucial problem of operating reservoirs during flood events, considering downstream river damages and dam failure risk as conflicting operation criteria. These two criteria are aggregated into a single objective of total expected damages from both the maximum released flows and stored volumes (overall risk index). For each selected parameter set the RFCM is run under a wide range of hydrologic loads (determined through Monte Carlo simulation). The optimal parameter set is obtained through the overall risk index (balanced solution) and then compared with other solutions of the Pareto front. The proposed methodology is implemented at three different reservoirs in the southeast of Spain. The results obtained show that the balanced solution offers a good compromise between the two main objectives of reservoir flood control management

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.

Estudio experimental del Sistema de Albañilería Integral en la construcción de viviendas sismorresistentes. Experimental study of the Integral Masonry System in the construction of earthquake resistant houses

This paper presents the application of the Integral Masonry System (IMS) to the construction of earthquake resistant houses and its experimental study. To verify the security of this new type of building in seismic areas of the third world two prototypes have been tested, one with adobe and the other with hollow brick. In both cases it’s a two-story 6x6x6 m3 house built to scale 1/2. The tests are carried out at the Laboratory of Antiseismic Structures of the Department of Engineering, Pontifical Catholic University of Peru in Lima, in collaboration with the UPM (Technical University of Madrid). This article shows the design process of the prototypes to test, including the sizing of the reinforcements, the characteristics of the tests and the results obtained. These results show that the IMS with adobe or brick remains stable with no significant cracks faced with a severe earthquake, with an estimated acceleration of 1.8 g. Este artículo presenta una aplicación del Sistema de Albañilería Integral (SAI) a la construcción de viviendas sismorresistentes y su estudio experimental. Para verificar su seguridad para su construcción en zonas sísmicas del tercer mundo se han ensayado dos prototipos, uno con adobe, y otro con ladrillo hueco. Se trata de una vivienda de 6x6x6 m3 y dos plantas que se construyen a escala 1/2. Los ensayos se realizaron en el Laboratorio de Estructuras Antisísmicas del Departamento de Ingeniería de la Pontificia Católica Universidad del Perú (PUCP) de Lima en colaboración con la UPM (Universidad Politécnica de Madrid). Este artículo muestra el proceso de diseño de los prototipos a ensayar, incluido el dimensionado de los refuerzos, las características de los ensayos y los resultados obtenidos. Estos resultados muestran que el SAI con adobe o ladrillo permanece estable sin grietas significativas ante un sismo severo, con una aceleración estimada de 1,8 g.

Coastal Urban Flood Resislience versus Climate Change

Processes of founding and expanding cities in coastal areas have undergone great changes over time driven by environmental conditions. Coastal settlements looked for places above flood levels and away from swamps and other wetlands whenever possible. As populations grew, cities were extending trying to avoid low and wet lands. No city has been able to limit its growth. The risk of flooding can never be eliminated, but only reduced to the extent possible. Flooding of coastal areas is today dramatically attributed to eustasic sea level rise caused by global climate change. This can be inaccurate. Current climate change is generating an average sea level upward trend, but other regional and local factors result in this trend being accentuated in some places or attenuated, and even reversed, in others. Then, the intensity and frequency of coastal flooding around the planet, although not so much as a unique result of this general eustasic elevation, but rather of the superposition of marine and crustal dynamic elements, the former also climate-related, which give rise to a temporary raising in average sea level in the short term. Since the Little Ice Age the planet has been suffering a global warming change leading to sea level rise. The idea of being too obeying to anthropogenic factors may be attributed to Arrhenius (1896), though it is of much later highlight after the sixties of the last century. Never before, the human factor had been able of such an influence on climate. However, other types of changes in sea levels became apparent, resulting from vertical movements of the crust, modifications of sea basins due to continents fracturing, drifting and coming together, or to different types of climate patterns. Coastal zones are then doubly susceptible to floods. Precipitation immediately triggers pluvial flooding. If it continues upland or when snow and glaciers melt eventually fluvial flooding can occur. The urban development presence represents modifying factors. Additional interference is caused by river and waste water drainage systems. Climate also influences sea levels in coastal areas, where tides as well as the structure and dynamic of the geoid and its crust come into play. From the sea, waters can flood and break or push back berms and other coastline borders. The sea level, controlling the mouth of the main channel of the basin's drainage system, is ultimately what governs flood levels. A temporary rise in sea level acts as a dam at the mouth. Even in absence of that global change, so, floods are likely going to increase in many urban coastal areas. Some kind of innovative methodologies and practices should be needed to get more flood resilience cities

A simplified approach to determine aerodynamic damping of railway overheads

The railway overhead (or catenary) is the system of cables responsible for providing electric current to the train. This system has been reported as wind-sensitive (Scanlon et al., 2000), and particularly to the occurrence of galloping phenomena. Galloping phenomena of the railway overhead consists of undamped cable oscillations triggered by aerodynamic forces acting on the contact wire. As is well known, aerodynamic loads on the contact wire depends on the incident flow mean velocity and the angle of attack. The presence of embankments or hills modifies both vertical velocities profiles and angles of attack of the flow (Paiva et al., 2009). The presence of these cross-wind related oscillations can interfere with the safe operation of the railway service (Johnson, 1996). Therefore a correct modelling of the phenomena is required to avoid these unwanted oscillations.

Comportamiento bajo cargas estáticas de sistemas provisionales de protección de borde realizados con elementos de acero = Behavior under static loads of temporary edge protection systems built with steel elements

La norma UNE-EN 13374 “Sistemas provisionales de protección de borde. Especificaciones del producto, métodos de ensayo” (1) clasifica los sistemas provisionales de protección de borde (SPPB) en tres clases (A, B y C), en función del ángulo de la superficie de trabajo y de la altura de caída de la persona a proteger. Los sistemas clase A son los indicados cuando la inclinación de la superficie de trabajo es menor de 10º. La norma establece los requisitos de flecha y de resistencia de los SPPB. Los requisitos se pueden comprobar tanto analítica como experimentalmente. El objetivo del trabajo ha sido la evaluación del comportamiento de los SPPB utilizados habitualmente en las obras y establecer los cambios necesarios para que cumplan con la norma UNE-EN 13374. Para ello se han evaluado analítica y experimentalmente tres SPPB clase A, fabricados con acero S235. Los resultados obtenidos muestran que, el sistema empleado de forma habitual en obras no supera los requisitos de la norma ni analítica ni experimentalmente. El tercer sistema supera los requisitos con las dos metodologías de análisis. El segundo sistema supera los requisitos cuando la evaluación se realiza analíticamente pero no cuando la vía utilizada es la experimental.

Comparison of experimental and numerical sloshing loads in partially filled tanks

Sloshing describes the movement of liquids inside partially filled tanks, generating dynamic loads on the tank structure. The resulting impact pressures are of great importance in assessing structural strength, and their correct evaluation still represents a challenge for the designer due to the high level of nonlinearities involved, with complex free surface deformations, violent impact phenomena and influence of air trapping. In the present paper, a set of two-dimensional cases, for which experimental results are available, is considered to assess the merits and shortcomings of different numerical methods for sloshing evaluation, namely two commercial RANS solvers (FLOW-3D and LS-DYNA), and two academic software (Smoothed Particle Hydrodynamics and RANS). Impact pressures at various critical locations and global moment induced by water motion in a partially filled rectangular tank, subject to a simple harmonic rolling motion, are evaluated and predictions are compared with experimental measurements. 2012 Copyright Taylor and Francis Group, LLC.

Adverse aerodynamics effects of a high speed train under the influence of cross winds, analysis and optimization of wind fence

The research work that here is summarized, it is classed on the area of dynamics and measures of railway safety, specifically in the study of the influence of the cross wind on the high-speed trains as well as the study of new mitigation measures like wind breaking structures or wind fences, with optimized shapes. The work has been developed in the Research Center in Rail Technology (CITEF), and supported by the Universidad Politécnica de Madrid, Spain.

Formal verification of safety protocol in train control system

In order to satisfy the safety-critical requirements, the train control system (TCS) often employs a layered safety communication protocol to provide reliable services. However, both description and verification of the safety protocols may be formidable due to the system complexity. In this paper, interface automata (IA) are used to describe the safety service interface behaviors of safety communication protocol. A formal verification method is proposed to describe the safety communication protocols using IA and translate IA model into PROMELA model so that the protocols can be verified by the model checker SPIN. A case study of using this method to describe and verify a safety communication protocol is included. The verification results illustrate that the proposed method is effective to describe the safety protocols and verify deadlocks, livelocks and several mandatory consistency properties. A prototype of safety protocols is also developed based on the presented formally verifying method.

Ion Beam irradiation of copper nitride: electronic vs elastic-collision mechanism

Copper nitride is a metastable material which results very attractive because of their potential to be used in functional device. Cu3 N easily decomposes into Cu and N2 by annealing [1] or irradiation (electron, ions, laser) [2, 3]. Previous studies carried out in N-rich Cu3 N films irradiated with Cu at 42MeV evidence a very efficient sputtering of N whose yield (5×10 3 atom/ion), for a film with a thickness of just 100 nm, suggest that the origin of the sputtering has an electronic nature. This N depletion was observed to be responsible for new phase formation ( Cu2 O) and pure Cu [4]

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