Multi-Wavelength Monitoring of the Changing-Look AGN NGC 2617 during State Changes

Optical and near-infrared photometry, optical spectroscopy, and soft X-ray and UV monitoring of the changing-look active galactic nucleus NGC 2617 show that it continues to have the appearance of a type-1 Seyfert galaxy. An optical light curve for 2010-2017 indicates that the change of type probably occurred between 2010 October and 2012 February and was not related to the brightening in 2013. In 2016 and 2017 NGC 2617 brightened again to a level of activity close to that in 2013 April. However, in 2017 from the end of the March to end of July 2017 it was in very low level and starting to change back to a Seyfert 1.8. We find variations in all passbands and in both the intensities and profiles of the broad Balmer lines. A new displaced emission peak has appeared in Hβ. X-ray variations are well correlated with UV-optical variability and possibly lead by ̃2-3 d. The K band lags the J band by about 21.5 ± 2.5 d and lags the combined B + J bands by ̃25 d. J lags B by about 3 d. This could be because J-band variability arises predominantly from the outer part of the accretion disc, while K-band variability is dominated by thermal re-emission by dust. We propose that spectral-type changes are a result of increasing central luminosity causing sublimation of the innermost dust in the hollow bi-conical outflow. We briefly discuss various other possible reasons that might explain the dramatic changes in NGC 2617.Fil: Oknyansky, V. L.. Sternberg Astronomical Institute; RusiaFil: Gaskell, C. M.. Department of Astronomy and Astrophysics. University of California. Santa Cruz; Estados UnidosFil: Mikailov, K. M.. Shamakhy Astrophysical Observatory, National Academy of Sciences. Pirkuli; AzerbaiyánFil: Lipunov, V. M.. Sternberg Astronomical Institute. M.V.Lomonosov Moscow State University ; RusiaFil: Shatsky, N. I.. Sternberg Astronomical Institute. M.V.Lomonosov Moscow State University; RusiaFil: Tsygankov, S. S.. Tuorla Observatory, Department of Physics and Astronomy. University of Turku.; FinlandiaFil: Gorbovskoy, E. S.. Sternberg Astronomical Institute. M.V.Lomonosov Moscow State University; RusiaFil: Tatarnikov, A. M.. Sternberg Astronomical Institute. M.V.Lomonosov Moscow State University; RusiaFil: Metlov, V. G.. Sternberg Astronomical Institute. M.V.Lomonosov Moscow State University; RusiaFil: Malanchev, K. L.. Sternberg Astronomical Institute. M.V.Lomonosov Moscow State University; RusiaFil: Brotherton, M.B.. University of Wyoming; Estados UnidosFil: Kasper, D.. University of Wyoming; Estados UnidosFil: Du, P.. Institute of High Energy Physics. Chinese Academy of Sciences; ChinaFil: Chen, X.. School of Space Science and Physics. Shandong University; ChinaFil: Burlak, M. A.. Sternberg Astronomical Institute. M.V.Lomonosov Moscow State University; RusiaFil: Buckley, D. A. H.. The South African Astronomical Observatory; SudáfricaFil: Rebolo, R.. Instituto de Astrofisica de Canarias; EspañaFil: Serra-Ricart, M.. Instituto de Astrofisica de Canarias; EspañaFil: Podestá, R.. Universidad Nacional de San Juan; ArgentinaFil: Levato, O. H.. Consejo Nacional de Investigaciones Científicas y Técnicas. Centro Científico Tecnológico Conicet - San Juan. Instituto de Ciencias Astronómicas, de la Tierra y del Espacio. Universidad Nacional de San Juan. Instituto de Ciencias Astronómicas, de la Tierra y del Espacio; Argentin

Identifying damage on a bridge using rotation-based Bridge Weigh-In-Motion

Funder: University of CambridgeAbstractBridge Weigh-in-Motion (B-WIM) systems use the bridge response under a traversing vehicle to estimate its axle weights. The information obtained from B-WIM systems has been used for a wide range of applications such as pre-selection for weight enforcement, traffic management/planning and for bridge and pavement design. However, it is less often used for bridge condition assessment purposes which is the main focus of this study. This paper presents a bridge damage detection concept using information provided by B-WIM systems. However, conventional B-WIM systems use strain measurements which are not sensitive to local damage. In this paper the authors present a B-WIM formulation that uses rotation measurements obtained at the bridge supports. There is a linear relationship between support rotation and axle weight and, unlike strain, rotation is sensitive to damage anywhere in the bridge. Initially, the sensitivity of rotation to damage is investigated using a hypothetical simply supported bridge model. Having seen that rotation is damage-sensitive, the influence of bridge damage on weight predictions is analysed. It is shown that if damage occurs, a rotation-based B-WIM system will continuously overestimate the weight of traversing vehicles. Finally, the statistical repeatability of ambient traffic is studied using real traffic data obtained from a Weigh-in-Motion site in the U.S. under the Federal Highway Administration’s Long-Term Pavement Performance programme and a damage indicator is proposed as the change in the mean weights of ambient traffic data. To test the robustness of the proposed damage detection methodology numerical analysis are carried out on a simply supported bridge model and results are presented within the scope of this study.</jats:p

Identifying damage in a bridge by analysing rotation response to a moving load

This is the author accepted manuscript. The final version is available from Routledge via the DOI in this recordThis article proposes a bridge damage detection method using direct rotation measurements. Initially, numerical analyses are carried out on a one-dimensional (1D) simply supported beam model loaded with a single moving point load to investigate the sensitivity of rotation as a main parameter for damage identification. As a result of this study, the difference in rotation measurements due to a single moving point load obtained for healthy and damaged states is proposed as a damage indicator. A relatively simple laboratory experiment is conducted on a 3-m long simply supported beam structure to validate the results obtained from the numerical analysis. The case of multi-axle vehicles is investigated through numerical analyses of a 1D bridge model and a theoretical basis for damage detection is presented. Finally, a sophisticated 3D dynamic finite element model of a 20-m long simply supported bridge structure is developed by an independent team of researchers and used to test the robustness of the proposed damage detection methodology in a series of blind tests. Rotations from an extensive range of damage scenarios were provided to the main team who applied their methods without prior knowledge of the extent or location of the damage. Results from the blind test simulations demonstrate that the proposed methodology provides a reasonable indication of the bridge condition for all test scenarios.European Union Horizon 202

Bridge damage detection using rotation measurements – experimental validation

This is the author accepted manuscript. The final version is available from Elsevier via the DOI in this record This paper presents a novel bridge condition assessment methodology using direct rotation measurements. Initially, numerical analyses are carried out to develop the theoretical basis of the proposed bridge damage detection methodology. As a result of this study the difference in rotation influence lines obtained for healthy and damaged bridge states is proposed as a damage indicator. The sensitivity of rotation to damage and the effect of sensor locations on sensor sensitivities are investigated. Subsequently, extensive laboratory experiments are conducted on a 5.4 m long simply supported bridge structure in an effort to validate the results from the numerical analyses. The test structure is instrumented with rotation sensors and axle detectors and loaded with a four-axle moving vehicle. In this study, rotations are measured using high grade uniaxial accelerometers. The procedure of measuring rotations using accelerometers is explained within the scope of this study. To test the robustness of the proposed bridge condition assessment methodology, a wide range of single and multiple damage scenarios is investigated and the results from this study show that the proposed methodology can successfully identify damage on a bridge. For the model considered, damage as low as 7% change in stiffness over an extent of 2.5% bridge span is shown to be detectable.European Union Horizon 202

Search for direct stau production in events with two hadronic tau-leptons in root s=13 TeV pp collisions with the ATLAS detector

A search for the direct production of the supersymmetric partners ofτ-leptons (staus) in final stateswith two hadronically decayingτ-leptons is presented. The analysis uses a dataset of pp collisions corresponding to an integrated luminosity of139fb−1, recorded with the ATLAS detector at the LargeHadron Collider at a center-of-mass energy of 13 TeV. No significant deviation from the expected StandardModel background is observed. Limits are derived in scenarios of direct production of stau pairs with eachstau decaying into the stable lightest neutralino and oneτ-lepton in simplified models where the two staumass eigenstates are degenerate. Stau masses from 120 GeV to 390 GeV are excluded at 95% confidencelevel for a massless lightest neutralino

Measurement of the cross-section and charge asymmetry of WW bosons produced in proton-proton collisions at s=8\sqrt{s}=8 TeV with the ATLAS detector

This paper presents measurements of the $W^+ \rightarrow \mu^+\nu$ and $W^- \rightarrow \mu^-\nu$ cross-sections and the associated charge asymmetry as a function of the absolute pseudorapidity of the decay muon. The data were collected in proton--proton collisions at a centre-of-mass energy of 8 TeV with the ATLAS experiment at the LHC and correspond to a total integrated luminosity of 20.2~\mbox{fb^{-1}}. The precision of the cross-section measurements varies between 0.8% to 1.5% as a function of the pseudorapidity, excluding the 1.9% uncertainty on the integrated luminosity. The charge asymmetry is measured with an uncertainty between 0.002 and 0.003. The results are compared with predictions based on next-to-next-to-leading-order calculations with various parton distribution functions and have the sensitivity to discriminate between them.Comment: 38 pages in total, author list starting page 22, 5 figures, 4 tables, submitted to EPJC. All figures including auxiliary figures are available at https://atlas.web.cern.ch/Atlas/GROUPS/PHYSICS/PAPERS/STDM-2017-13

Search for chargino-neutralino production with mass splittings near the electroweak scale in three-lepton final states in √s=13 TeV pp collisions with the ATLAS detector

A search for supersymmetry through the pair production of electroweakinos with mass splittings near the electroweak scale and decaying via on-shell W and Z bosons is presented for a three-lepton final state. The analyzed proton-proton collision data taken at a center-of-mass energy of √s=13  TeV were collected between 2015 and 2018 by the ATLAS experiment at the Large Hadron Collider, corresponding to an integrated luminosity of 139  fb−1. A search, emulating the recursive jigsaw reconstruction technique with easily reproducible laboratory-frame variables, is performed. The two excesses observed in the 2015–2016 data recursive jigsaw analysis in the low-mass three-lepton phase space are reproduced. Results with the full data set are in agreement with the Standard Model expectations. They are interpreted to set exclusion limits at the 95% confidence level on simplified models of chargino-neutralino pair production for masses up to 345 GeV

Single hadron response measurement and calorimeter jet energy scale uncertainty with the ATLAS detector at the LHC

The uncertainty on the calorimeter energy response to jets of particles is derived for the ATLAS experiment at the Large Hadron Collider (LHC). First, the calorimeter response to single isolated charged hadrons is measured and compared to the Monte Carlo simulation using proton-proton collisions at centre-of-mass energies of sqrt(s) = 900 GeV and 7 TeV collected during 2009 and 2010. Then, using the decay of K_s and Lambda particles, the calorimeter response to specific types of particles (positively and negatively charged pions, protons, and anti-protons) is measured and compared to the Monte Carlo predictions. Finally, the jet energy scale uncertainty is determined by propagating the response uncertainty for single charged and neutral particles to jets. The response uncertainty is 2-5% for central isolated hadrons and 1-3% for the final calorimeter jet energy scale.Comment: 24 pages plus author list (36 pages total), 23 figures, 1 table, submitted to European Physical Journal