Mejora del comportamiento dinámico de puentes de ferrocarril mediante reaccionamiento con amortiguadores fluido-viscosos

This research work is devoted to the problem of excessive vertical vibrations that short to medium-span railway bridges may experiment due to resonance phenomena. A new alternative based on externally increasing the overall damping of the structure by retrofitting the deck with fluid-viscous dampers is proposed in order to reduce detrimental levels of transverse acceleration to admissible ones. This solution could substitute a classical strengthening process or even the complete demolition and replacement of the deck in existing structures under new traffic requirements such as an increase in the speed of the line. A particular configuration of the retrofitting system is proposed which allows the transformation of the vertical oscillations that the deck experiments under the circulation of the railway vehicles into elongation rates of the devices, leading to energy dissipation and the subsequent reduction of the super-structure resonant response. The proposed system could be installed in the original structure and maintained without interfering with everyday traffic

Resonance and cancellation phenomena in two-span continuous beams and its application to railway bridges

The objective of this study is to evaluate the vibratory response of two-span continuous beams subjected to moving loads and, in particular, to investigate the maximum resonance and cancellation of resonance phenomena. The main practical interest is the evaluation of the maximum acceleration response in railway bridges, which is one of the most demanding Serviceability Limit States for traffic safety according to current regulations. Two-span continuous bridges, in their simplest version (i.e. uniform identical spans), present antisymmetric and symmetric modes with closely spaced natural frequencies, leading to a more involved dynamic behaviour than that of simply-supported bridges. First, the free vibration response of a Bernoulli-Euler two-span beam after the passage of a single load at constant speed is formulated analytically, and non-dimensional speeds leading to cancellation or maximum response in free vibration are obtained for each mode. Then, these conditions are equated to resonant speeds induced by equidistant load series, and span length-to-characteristic distance ratios causing cancelled out resonances, or remarkably prominent ones, are obtained. Based on the previous derivations, a methodology for detecting which could be the most aggressive trains for a particular structure based on pure geometrical considerations is discussed. Finally, the applicability of the theoretical derivations is shown through the numerical analysis of two real bridges belonging to the Swedish railway network

Effect of the end cross beams on the railway induced vibrations of short girder bridges

This work is devoted to the analysis of the railway-induced vertical vibrations of simplysupported double track bridges composed by pre-stressed concrete girder decks. Despite the low torsional stiffness that this particular deck configuration exhibits, several structures of this type do exist in both conventional and high-speed railway lines in Spain. Even though railway administrators recommend the construction of transverse or end beams bracing the longitudinal girders at the supports in girder bridges, in several occasions these elements are not built in order to accelerate the construction process. The aim of this study is to evaluate the beneficial effect of installing these transverse beams on the vertical dynamic response of the aforementioned structures and to determine what particular bridges are most affected by the presence of these elements. To this end, a representative ensemble of girder bridges covering a range of span lengths L between 10 m and 25 m has been predimensioned and their dynamic behaviour has been predicted by a finite element model that adopts common assumptions in engineering practice. Conclusions show that installing these elements is particularly relevant in the case of short (10-12.5 m) oblique bridges with a low number of longitudinal girders for a particular deck bending stiffness, leading to an important increase of the first torsion and first transverse bending natural frequencies and to a reduction of the structural response. Finally, experimental measurements on a real bridge belonging to the Madrid-Sevilla high-speed line are included in the final section to illustrate the theoretical derivations

On the basic phenomenon of soil-structure interaction on the free vibration response of beams : Application to railway brigdes

The dynamic transverse response of beam type bridges under railway traffic is addressed in this contribution. In particular, how soil-structure interaction may affect the critical or resonant velocities and the associated vibratory amplitudes is evaluated in detail. Resonance in beams, due to the circulation of equidistant loads, is highly influenced by the free vibration response that every single load leaves after traversing the structure. On this basis a numerical investigation is carried out analysing the effects of the wave propagation problem on the free vibration response of simply-supported beams in a wide range of travelling velocities. To this end a coupled three-dimensional boundary element-finite element model formulated in the time domain is used to reproduce the soil and structural behaviour, respectively. A catalogue of bridge deck typologies is defined, covering lengths, associated linear masses and fundamental frequencies that may experience high levels of transverse accelerations under resonant conditions, for nowadays existing trains and design velocities. Lengths ranging from 12.5 to 25 m are evaluated, along with fundamental frequencies covering most common typologies. A homogeneous soil is considered with shear wave velocities in the interval 150 to 365 m/s. From the single load free vibration parametric analysis conclusions are derived regarding the conditions of maximum free vibration and cancellation of the deck response. These conclusions are used afterwards to justify how resonant amplitudes of the bridge under the circulation of railway convoys may be affected by the soil properties, leading to substantially amplified responses or to almost imperceptible ones, and a numerical example is included to show the aforementioned situations.The first two authors would like to acknowledge the financial support provided by Universitat Jaume I under the research project P1··1B2015-54. The third and fourth authors would like to acknowledge the financial support provided by the Spanish Ministry of Economy and Competitiveness (Ministerio de Economía y Competitividad) under the research project [BIA2013-43085-P]. The authors also wish to acknowledge the support provided by the Andalusian Scientific Computing Centre (CICA)

Numerical modelling and vibration serviceability assessment of a steel footbridge with a significant 3D dynamic behaviour

This paper focuses on the vibration serviceability assessment and numerical modelling of an existing steel truss footbridge located in the outskirts of Castellón, Spain. The footbridge is rather slender and composed by a main span and two access ramps supported on three 4-arm piers of different heights. Due to the connection between the main span and the ramps at the top of the tall piers, longitudinal and lateral bending/torsion natural coupled modes of vibration coexist at low frequencies, with a relevant contribution of the piers and access ramps deformation. This leads to a significant three-dimensional and rather complex dynamic response under service conditions. With the aim of characterising the structural dynamic properties and assessing the level of vibrations induced by crossing pedestrians, two in-situ experimental test programmes are conducted. On the one hand, the structural response is measured during several hammer tests and the modal properties are identified and used to update a detailed 3D numerical model by means of a Genetic Algorithm. Due to the lack of information regarding the detailing of the piers foundations, two alternative models are analysed. The relevance of the pier-foundation system rotational stiffness is highlighted for the particular configuration. On the other hand, the footbridge main span response is recorded under different pedestrian activities: walking, running and vandal simulated actions. Finally, the vibration serviceability of the structure is assessed based on current codes and regulations

Ballast shear effects on the dynamic response of railway bridges

Single-track railway bridges are susceptible of experiencing high levels of vertical acceleration on the deck that may be dangerously accentuated at resonance. This is especially critical for short-to-medium span simply supported bridges. This problem can compromise the safety of the trains and increase the maintenance costs of the track. The main objective of this work is to investigate the influence of the ballasted track on the dynamic behaviour of these structures. The present contribution provides a detailed sensitivity analysis over a wide single-track bridge catalogue covering span lengths from 10 to 25 m and considering two common deck structural typologies: girder-deck and slab-deck bridges. The effect of the vertical stiffness of the neoprene bearings is also evaluated. A 2D Finite-Element track–bridge interaction model is implemented and used to analyse the effect of the track on the modal parameters, harmonic response and vertical acceleration of the bridges under train passages. Additionally, the weak coupling exerted by the track is studied for structures with an increasing number of consecutive spans. The results obtained reveal a notable influence of the mobilised ballast shear transfer mechanism on the dynamic response of the structures, especially for the shortest girder bridges. Finally, a track–bridge interaction model of an existing short girder bridge from a conventional railway line is updated and used to predict the experimental response measured under operating conditions. The adequacy of the numerical tool and influence of the ballast shear parameters on the dynamic response are shown

3D analysis of railway induced vibrations on skew girder bridges including ballast track-bridge interaction effects

This work is devoted to the analysis of the vibratory response of High-Speed (HS) multi-track railway bridges composed by simply-supported spans. In particular, it aims to investigate the influence of three geometrical aspects usually disregarded in numerical models used to evaluate the Serviceability Limit State of traffic safety in such structures: (i) the deck obliquity, (ii) the presence and correct execution of transverse diaphragms at the supports, and (iii) the number of successive simply-supported spans weakly coupled through the ballast track layer. The influence of these aspects is analysed from the correlation of a detailed numerical model and experimental measurements on an in-service High Speed (HS) multi-track railway bridge. From the reference model, a set of variants accounting for different levels of deck obliquity and diaphragm configurations are envisaged and the maximum transverse acceleration over the platform is determined under railway excitation. The analysis is extended to bridges with an increasing number of successive spans. Special attention is paid to the particular location of the maximum response and to the participation of modes different from the longitudinal bending one. Finally, a numerical–experimental comparison of the bridge response under two train passages is presented for the straight and oblique models, and the response adjustment along with the actual bridge performance are assessed

Active commuting is associated with a lower risk of obesity, diabetes and metabolic syndrome in Chilean adults

Background: There is limited evidence on how active commuting is associated with health benefits in developing countries. The aim of this study therefore was to investigate the associations between active commuting and markers of adiposity and cardiometabolic risk in the Chilean adult population. Methods: In total, 5157 participants from the Chilean National Health Survey 2009–10 were included in this cross-sectional study. Active commuting was measured using the Global Physical Activity Questionnaire (GPAQ v2). Body mass index (BMI) and waist circumference (WC) were measured and used to define obesity and central obesity. Type 2 diabetes (T2D) and metabolic syndrome were determined using WHO and updated ATPIII-NCEP criteria, respectively. Results: The main finding of this study is that a 30 min increase in active commuting is associated with lower odds for BMI > 25.0 kg m−2 (0.93 [95% CI: 0.88–0.98, P = 0.010]). Similarly, the odds for central obesity was 0.87 [0.82–0.92, P < 0.0001]. Similar associations were found for T2D (0.81 [0.75–0.88], P < 0.0001) and metabolic syndrome (OR: 0.86 [0.80–0.92], P < 0.0001). Conclusion: Our findings show that active commuting is associated with lower adiposity and a healthier metabolic profile including lower risk for obesity, diabetes and metabolic syndrome

Experimental and Numerical Dynamic Properties of Two Timber Footbridges Including Seasonal Efects

This paper deals with experimental and numerical dynamic analyses of two timber footbridges. Both bridges have a span of 35 m and consist of a timber deck supported by two timber arches. The main purpose is to investigate if the dynamic properties of the bridges are season dependent. To this end, experimental tests are performed during a cold day in winter and a warm day in spring in Sweden. The frst bending and transverse mode frequencies increase 22% and 44%, respectively, due to temperature efects in the case of Vega Bridge. In the case of Hägernäs bridge, the corresponding values are 5% and 26%. For both bridges, the measured damping coefcients are similar in winter and spring. However, the damping coeffcients for the frst bending and transverse modes are diferent for both footbridges: about 1% for the Hägernäs bridge and 3% for the Vega bridge. Finite-element models are also implemented. Both numerical and experimental results show good correspondence. From the analyses performed, it is concluded that the connections between the diferent components of the bridges have a signifcant infuence on the dynamic properties. In addition, the variation of the stifness for the asphalt layer can explain the diferences found in the natural frequencies between spring and winter. However, due to the uncertainties in the modelling of the asphalt layer, this conclusion must be taken with caution

Short-term variability in the activity and composition of the diazotroph community in a coastal upwelling system

Today we know that diazotrophs are common and active in nitrogen (N) replete regions, however the factors controlling their distribution remain elusive. Previous studies in upwelling regions revealed that the composition of diazotrophs responded to changes in hydrodynamic forcing over seasonal scales. Here we used high-frequency observations collected during a 3-week cruise in the upwelling region off NW Iberia to describe changes in the activity and composition of diazotrophs over shorter temporal scales. The cruise started after a strong upwelling event followed by a few days of relaxation-downwelling, and soon after another upwelling pulse. Higher N2 fixation rates (2.2 ± 0.7 µmol m-3 d-1) were measured during relaxation-downwelling, when surface nitrate concentration was low. During the fertilization associated with the upwelling, N2 fixation dramatically decreased to 0.10 ± 0.09 µmol m-3 d-1. The comparison with nitrate consumption and diffusion confirmed the minor role of N2 fixation (<1%) as a source of new N for primary production. The unicellular cyanobacterium UCYN-A2 was the dominant diazotroph during the cruise. UCYN-A2 abundance was four times higher during relaxation-downwelling (4x104 copies L-1) compared to upwelling conditions (0.2x104 copies L-1), when the unusual Epsilonproteobacteria increased their relative abundance. These results indicate that diazotrophs can respond rapidly to changes in the environment, and point out to the availability of N as a key factor controlling the activity, composition and distribution of diazotrophs in eutrophic regions