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Civil-Comp Proceedings
ISSN 1759-3433
CCP: 98
PROCEEDINGS OF THE FIRST INTERNATIONAL CONFERENCE ON RAILWAY TECHNOLOGY: RESEARCH, DEVELOPMENT AND MAINTENANCE
Edited by: J. Pombo
Paper 151

The Effect of Windbreaks on Railway Overheads subject to Cross-Winds at O Eixo Viaduct

F. Sorribes1, O. Lopez-Garcia1, A. Sanz-Andrés1, A. Cuerva1, J. Meseguer1, A. Martínez1, E. Vega1, S. Avila-Sanchez1, A. Mascaraque2 and J.C. Martínez2

1Ignacio Da Riva Institute, Universidad Politécnica de Madrid, Spain
2Network Management and Innovation Department, Spanish Administrator of Railway Infrastructures, Madrid, Spain

Full Bibliographic Reference for this paper
F. Sorribes, O. Lopez-Garcia, A. Sanz-Andrés, A. Cuerva, J. Meseguer, A. Martínez, E. Vega, S. Avila-Sanchez, A. Mascaraque, J.C. Martínez, "The Effect of Windbreaks on Railway Overheads subject to Cross-Winds at O Eixo Viaduct", in J. Pombo, (Editor), "Proceedings of the First International Conference on Railway Technology: Research, Development and Maintenance", Civil-Comp Press, Stirlingshire, UK, Paper 151, 2012. doi:10.4203/ccp.98.151
Keywords: cross-wind, railway overhead, experimental tests, windbreak, viaduct.

Summary
A measurement investigation, at ADIF's test site at the O Eixo viaduct which is on the Spanish Santiago-Ourense high speed railway line, has been carried out during the last year. The main goal of the investigation is to study the effect of the cross-wind on railway overheads (catenaries) and the influence of the presence of windbreaks on the wind-induced motion of the railway overhead. A description of the O Eixo viaduct test site is presented in this paper, including the installed windbreaks, the sensor and power supply systems. Three catenary spans has been instrumented at the center point of the catenary span contact wire with one ultrasonic anemometer and two unidirectional accelerometers. Additionally, another ultrasonic anemometer placed in the central catenary span has been installed to provide reference wind data.

Wind roses of wind speed and standard deviation of the accelerometers are presented. As expected, the four wind roses look very similar and the two dominant directions close to the perpendicular to the bridge longitudinal axes, north and south have been identified. The wind roses of the standard deviation of the acceleration shows that the acceleration of the catenary contact wire is related to the directions of the two dominant winds. The vertical standard deviation of the acceleration is higher than the horizontal one for the spans with windbreaks. It has also been observed that the presence of the windbreaks modifies the wind flow leading to a wind-induced motion of the catenary contact wire which shows a higher variability than the corresponding unprotected case.

On the one hand, the baseline southerly wind configuration (south wind, windbreaks in the windward side and catenary in the leeward side) influence both the mean speed at the catenary and the turbulence intensity. On the other hand, the northerly wind configuration, windbreaks in the leeward side and catenary in the windward side, provide a reference to the response of the catenary for an unprotected railway overhead, and, as it is expected, the windbreak influence is much more reduced compared to the southerly wind configuration. Both the height of the windbreak and the eaves contribute to the increase in the turbulence intensity at the catenary contact wire height. It can be seen that the height of the windbreak plays a crucial role in the increase of turbulence intensity, much more intense than the presence of the windbreak eave.

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