Assessing and understanding the impact of stratospheric dynamics and variability on the earth system

Advances in weather and climate research have demonstrated the role of the stratosphere in the Earth system across a wide range of temporal and spatial scales. Stratospheric ozone loss has been identified as a key driver of Southern Hemisphere tropospheric circulation trends, affecting ocean currents and carbon uptake, sea ice, and possibly even the Antarctic ice sheets. Stratospheric variability has also been shown to affect short term and seasonal forecasts, connecting the tropics and midlatitudes and guiding storm track dynamics. The two-way interactions between the stratosphere and the Earth system have motivated the World Climate Research Programme's (WCRP) Stratospheric Processes and Their Role in Climate (SPARC) DynVar activity to investigate the impact of stratospheric dynamics and variability on climate. This assessment will be made possible by two new multi-model datasets. First, roughly 10 models with a well resolved stratosphere are participating in the Coupled Model Intercomparison Project 5 (CMIP5), providing the first multi-model ensemble of climate simulations coupled from the stratopause to the sea floor. Second, the Stratosphere Historical Forecasting Project (SHFP) of WCRP's Climate Variability and predictability (CLIVAR) program is forming a multi-model set of seasonal hindcasts with stratosphere resolving models, revealing the impact of both stratospheric initial conditions and dynamics on intraseasonal prediction. The CMIP5 and SHFP model-data sets will offer an unprecedented opportunity to understand the role of the stratosphere in the natural and forced variability of the Earth system and to determine whether incorporating knowledge of the middle atmosphere improves seasonal forecasts and climate projections. Capsule New modeling efforts will provide unprecedented opportunities to harness our knowledge of the stratosphere to improve weather and climate prediction.

On the study of train-track dynamic interactions caused by rail welds on discrete supported rails

The paper studies the influence of rail weld dip on wheel-rail contact dynamics, with particular reference to freight trains where it is important to increase the operating speed and also the load transported. This has produced a very precise model, albeit simple and cost-effective, which has enabled train-track dynamic interactions over rail welds to be studied to make it possible to quantify the influence on dynamic forces and displacements of the welding geometry; of the position of the weld relative to the sleeper; of the vehicle's speed; and of the axle load and wheelset unsprung mass. It is a vertical model on the spatial domain and is drawn up in a simple fashion from vertical track receptances. For the type of track and vehicle used, the results obtained enable the quantification of increases in wheel-rail contact forces due to the new speed and load conditions.

Efectos dinámicos debidos al tráfico de ferrocarril sobre la infraestructura de vía y las estructuras

La vía tradicional sobre balasto sigue siendo una selección para las líneas de alta velocidad a pesar de los problemas técnicos y la prestación del funcionamiento. El problema de la vía sobre balasto es el proceso continuo del deterioro de éste debido a las cargas asociadas al tráfico ferroviario. En consecuencia es imprescindible un mantenimiento continuado para mantener un alineamiento adecuado de la vía. Por eso se surge la necesidad de comprender mejor el mecanismo involucrado en el deterioro de la vía y los factores claves que rigen su progresión a lo largo de ciclos de carga con el fin de reducir los costos del mantenimiento de la vía y mejorar el diseño de las nuevas vías. La presente tesis intenta por un lado desarrollar los modelos más adecuados y eficientes del vehículo y de la vía para los cálculos de los efectos dinámicos debido al tráfico de ferrocarril sobre la infraestructura de la vía sobre balasto, y por otro evaluar estos efectos dinámicos sobre el deterioro de la vía sobre balasto a largo plazo, empleando un adecuado modelo de predicción del deterioro de la misma. Se incluye en el trabajo una recopilación del estado del arte en lo referente a la dinámica de la vía, a la modelización del vehículo, de la vía y de la interacción entre ambos. También se hace un repaso al deterioro de la vía y los factores que influyen en su proceso. Para la primera línea de investigación de esta tesis, se han desarrollado los diferentes modelos del vehículo y de la vía y la modelización de la interacción entre ambos para los cálculos dinámicos en dos y tres dimensiones. En la interacción vehículo-vía, se ha empleado la formulación de contacto nodo-superficie para establecer la identificación de las superficies en contacto y el método de los multiplicadores de Lagrange para imponer las restricciones de contacto. El modelo de interacción se ha contrastado con los casos reportados en la literatura. Teniendo en cuenta el contacto no lineal entre rueda-carril y los perfiles de irregularidades distribuidas de la vía, se han evaluado y comparado los efectos dinámicos sobre el sistema vehículo-vía en la interacción de ambos, para distintas velocidades de circulación del vehículo, en los aspectos como la vibración del vehículo, fuerza de contacto, fuerza transmitida en los railpads, la vibración del carril. También se hace un estudio de la influencia de las propiedades de los componentes de la vía en la respuesta dinámica del sistema vehículo-vía. Se ha desarrollado el modelo del asiento de la vía que consiste en la implementación del modelo de acumulación de Bochum y del modelo de hipoplasticidad en la subrutina del usuario \UMAT" del programa ABAQUS. La implementación numérica ha sido comprobado al comparar los resultados de las simulaciones numéricas con los reportados en la literatura. Se ha evaluado la calidad geométrica de la vía sobre balasto de los tramos de estudio con datos reales de la auscultación proporcionados por ADIF (2012). Se ha propuesto una metodología de simulación, empleando el modelo de asiento, para reproducir el deterioro de la geometría de la vía. Se usan los perfiles de la nivelación longitudinal de la auscultación como perfiles de irregularidades iniciales de la vía en las simulaciones numéricas. También se evalúa la influencia de la velocidad de circulación sobre el deterioro de la vía. 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 ballast track solution in some cases. The 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. This thesis attempts to develop the most adequate and efficient models for calculation of dynamic track load effects on railways track infrastructure, and to evaluate these dynamic effects on the track settlement, using a track settlement prediction model, which consists of the vehicle/track dynamic model previously selected and a track settlement law. A revision of the state of the knowledge regarding the track dynamics, the modelling of the vehicle, the track and the interaction between them is included. An overview related to the track deterioration and the factors influencing the track settlement is also done. For the first research of this thesis, the different models of vehicle, track and the modelling of the interaction between both have been developed. In the vehicle-track interaction, the node-surface contact formulation to establish the identification of the surfaces in contact and the Lagrange multipliers method to enforce contact constraint are used. The interaction model has been verified by contrast with some benchmarks reported in the literature. Considering the nonlinear contact between wheel-rail and the track irregularities, the dynamic effects on the vehicle-track system have been evaluated and compared, for different speeds of the vehicle, in aspects as vehicle vibration, contact force, force transmitted in railpads, rail vibration. A study of the influence of the properties of the track components on the the dynamic response of the vehicle-track system has been done. The track settlement model is developed that consist of the Bochum accumulation model and the hipoplasticity model in the user subroutine \UMAT" of the program ABAQUS. The numerical implementation has been verified by comparing the numerical results with those reported in the literature. The geometric quality of the ballast track has been evaluated with real data of auscultation provided by ADIF (2012). The simulation methodology has been proposed, using the settlement model for the ballast material, to reproduce the deterioration of the track geometry. The profiles of the longitudinal level of the auscultation is used as initial profiles of the track irregularities in the numerical simulation. The influence of the running speed on the track deterioration is also investigated.

Molecular Dynamics simulations of track formation at different ensembles

A series of Molecular Dynamics simulations of thermal spikes has been run in zircon. For two different ensembles: microcanonical one and a combination of microcanonical one acting on the simulation core with Langevin one on the side walls of simulation. Depending on the used ensemble, different track-formation threshold energies were found. When the combined ensemble is carried out, the total energy of the simulations varies with the temperature which can influence how annealing fission-track models should deal with the lattice recovery. A fission-track annealing model is tested with the simulation results. © 2012 Elsevier Ltd. All rights reserved.

Influence of the track quality and of the properties of the wheel rail rolling contact on vehicle dynamics

This work describes an analytical approach to determine what degree of accuracy is required in the definition of the rail vehicle models used for dynamic simulations. This way it would be possible to know in advance how the results of simulations may be altered due to the existence of errors in the creation of rolling stock models, whilst also identifying their critical parameters. This would make it possible to maximize the time available to enhance dynamic analysis and focus efforts on factors that are strictly necessary.In particular, the parameters related both to the track quality and to the rolling contact were considered in this study. With this aim, a sensitivity analysis was performed to assess their influence on the vehicle dynamic behaviour. To do this, 72 dynamic simulations were performed modifying, one at a time, the track quality, the wheel-rail friction coefficient and the equivalent conicity of both new and worn wheels. Three values were assigned to each parameter, and two wear states were considered for each type of wheel, one for new wheels and another one for reprofiled wheels.After processing the results of these simulations, it was concluded that all the parameters considered show very high influence, though the friction coefficient shows the highest influence. Therefore, it is recommended to undertake any future simulation job with measured track geometry and track irregularities, measured wheel profiles and normative values of wheel-rail friction coefficient.

An analysis of track mechanics to improve the simulation of the ride dynamics of tracklaying vehicles; final report,

"Performed under the technical supervision of the Dynamic Simulations Laboratory, Ordnance Tank-Automotive Command, Detroit Arsenal."

Environmental and track perturbations on multiple pantograph interaction with catenaries in high-speed trains

The top velocity of high-speed trains is generally limited by the ability to supply the proper amount of energy through the pantograph-catenary interface. The deterioration of this interaction can lead to the loss of contact, which interrupts the energy supply and originates arcing between the pantograph and the catenary, or to excessive contact forces that promote wear between the contacting elements. Another important issue is assessing on how the front pantograph influences the dynamic performance of the rear one in trainsets with two pantographs. In this work, the track and environmental conditions influence on the pantograph-catenary is addressed, with particular emphasis in the multiple pantograph operations. These studies are performed for high speed trains running at 300 km/h with relation to the separation between pantographs. Such studies contribute to identify the service conditions and the external factors influencing the contact quality on the overhead system. (C) 2013 Elsevier Ltd. All rights reserved.

Railway vehicle modelling for the vehicle-track interaction compatibility analysis

Railway vehicle homologation, with respect to running dynamics, is addressed via dedicated norms. The results required, such as, accelerations and/or wheel-rail contact forces, obtained from experimental tests or simulations, must be available. Multibody dynamics allows the modelling of railway vehicles and their representation in real operations conditions, being the realism of the multibody models greatly influenced by the modelling assumptions. In this paper, two alternative multibody models of the Light Rail Vehicle 2000 (LRV) are constructed and simulated in a realistic railway track scenarios. The vehicle-track interaction compatibility analysis consists of two stages: the use of the simplified method described in the norm "UIC 518-Testing and Approval of Railway Vehicles from the Point of View of their Dynamic Behaviour-Safety-Track Fatigue-Running Behaviour" for decision making; and, visualization inspection of the vehicle motion with respect to the track via dedicated tools for understanding the mechanisms involved.

A Multidimensional scaling perspective of Rostow's forecasts with the Track-record (1960s-2011) of "pioneers" and "latecomers"

Proceedings of the 12th Conference on Dynamical Systems -Theory and Applications

Dynamics of serotonergic neurons revealed by fiber photometry

This work was developed in the context of the MIT Portugal Program, area of Bioengineering Systems, in collaboration with the Champalimaud Research Programme, Champalimaud Center for the Unknown, Lisbon, Portugal. The project entitled Dynamics of serotonergic neurons revealed by fiber photometry was carried out at Instituto Gulbenkian de Ciência, Oeiras, Portugal and at the Champalimaud Research Programme, Champalimaud Center for the Unknown, Lisbon, Portugal

Time processing in visual cortices: How the visual brain encodes and keeps track of time

Time is embedded in any sensory experience: the movements of a dance, the rhythm of a piece of music, the words of a speaker are all examples of temporally structured sensory events. In humans, if and how visual cortices perform temporal processing remains unclear. Here we show that both primary visual cortex (V1) and extrastriate area V5/MT are causally involved in encoding and keeping time in memory and that this involvement is independent from low-level visual processing. Most importantly we demonstrate that V1 and V5/MT are functionally linked and temporally synchronized during time encoding whereas they are functionally independent and operate serially (V1 followed by V5/MT) while maintaining temporal information in working memory. These data challenge the traditional view of V1 and V5/MT as visuo-spatial features detectors and highlight the functional contribution and the temporal dynamics of these brain regions in the processing of time in millisecond range. The present project resulted in the paper entitled: 'How the visual brain encodes and keeps track of time' by Paolo Salvioni, Lysiann Kalmbach, Micah Murray and Domenica Bueti that is now submitted for publication to the Journal of Neuroscience.

A 2D/3D image analysis system to track fluorescently labeled structures in rod-shaped cells: application to measure spindle pole asymmetry during mitosis.

BACKGROUND: The yeast Schizosaccharomyces pombe is frequently used as a model for studying the cell cycle. The cells are rod-shaped and divide by medial fission. The process of cell division, or cytokinesis, is controlled by a network of signaling proteins called the Septation Initiation Network (SIN); SIN proteins associate with the SPBs during nuclear division (mitosis). Some SIN proteins associate with both SPBs early in mitosis, and then display strongly asymmetric signal intensity at the SPBs in late mitosis, just before cytokinesis. This asymmetry is thought to be important for correct regulation of SIN signaling, and coordination of cytokinesis and mitosis. In order to study the dynamics of organelles or large protein complexes such as the spindle pole body (SPB), which have been labeled with a fluorescent protein tag in living cells, a number of the image analysis problems must be solved; the cell outline must be detected automatically, and the position and signal intensity associated with the structures of interest within the cell must be determined. RESULTS: We present a new 2D and 3D image analysis system that permits versatile and robust analysis of motile, fluorescently labeled structures in rod-shaped cells. We have designed an image analysis system that we have implemented as a user-friendly software package allowing the fast and robust image-analysis of large numbers of rod-shaped cells. We have developed new robust algorithms, which we combined with existing methodologies to facilitate fast and accurate analysis. Our software permits the detection and segmentation of rod-shaped cells in either static or dynamic (i.e. time lapse) multi-channel images. It enables tracking of two structures (for example SPBs) in two different image channels. For 2D or 3D static images, the locations of the structures are identified, and then intensity values are extracted together with several quantitative parameters, such as length, width, cell orientation, background fluorescence and the distance between the structures of interest. Furthermore, two kinds of kymographs of the tracked structures can be established, one representing the migration with respect to their relative position, the other representing their individual trajectories inside the cell. This software package, called "RodCellJ", allowed us to analyze a large number of S. pombe cells to understand the rules that govern SIN protein asymmetry. CONCLUSIONS: "RodCell" is freely available to the community as a package of several ImageJ plugins to simultaneously analyze the behavior of a large number of rod-shaped cells in an extensive manner. The integration of different image-processing techniques in a single package, as well as the development of novel algorithms does not only allow to speed up the analysis with respect to the usage of existing tools, but also accounts for higher accuracy. Its utility was demonstrated on both 2D and 3D static and dynamic images to study the septation initiation network of the yeast Schizosaccharomyces pombe. More generally, it can be used in any kind of biological context where fluorescent-protein labeled structures need to be analyzed in rod-shaped cells. AVAILABILITY: RodCellJ is freely available under http://bigwww.epfl.ch/algorithms.html, (after acceptance of the publication).

Direct simulation of interface dynamics: linking capillary pressure, interfacial area and surface energy

We perform direct numerical simulations of drainage by solving Navier- Stokes equations in the pore space and employing the Volume Of Fluid (VOF) method to track the evolution of the fluid-fluid interface. After demonstrating that the method is able to deal with large viscosity contrasts and to model the transition from stable flow to viscous fingering, we focus on the definition of macroscopic capillary pressure. When the fluids are at rest, the difference between inlet and outlet pressures and the difference between the intrinsic phase average pressure coincide with the capillary pressure. However, when the fluids are in motion these quantities are dominated by viscous forces. In this case, only a definition based on the variation of the interfacial energy provides an accurate measure of the macroscopic capillary pressure and allows separating the viscous from the capillary pressure components.