Thesis (M.S.)--University of Wisconsin, 1961. / Also published as AFCRL-TN-61-844, and University of Wisconsin Dept. of Meteorology Scientific report no. 5. eContent provider-neutral record in process. Description based on print version record. Includes bibliographical references (leaf 43).

The study of the response of tall buildings to wind has become more critical with the increase of super tall buildings in major cities around the world. Outrigger-braced tall building is considered as one of the most popular and efficient tall building design because they are easier to build, save on costs and provide massive lateral stiffness. Most importantly, outrigger-braced structures can strengthen a building without disturbing its aesthetic appearance and this is a significant advantage over other lateral load resisting systems. Therefore this thesis focuses on the optimum design of multi-outriggers in tall buildings, based on the standards set out in the Australian wind code AS/NZS 1170.2. / As taller buildings are built, more outriggers are required. Most of the research to date has included a limited number of outriggers in a building. Some tall buildings require more outriggers especially for those more than 500m building height. Therefore there is a need to develop a design that includes many outriggers (e.g. more than 5). In addition, wind-induced acceleration is not covered in most of the research on outrigger-braced buildings. The adoption of outrigger-braced systems in tall buildings is very common and therefore a discussion of wind-induced acceleration will be included in this thesis. / Most of the current standards allow for the adoption of a triangular load distribution in estimating the wind response of a structure. However, there are only few publications on the utilization of a triangular load distribution to determine the optimum location of a limited number of outriggers. This issue will be addressed in this thesis and will be compared with a uniformly distributed wind load. Further to this, an investigation will be carried out on the factors affecting the efficiency of an outrigger-braced system in terms of the core base bending moment and the total drift reduction. / This thesis principally provides a preliminary guide to assess the performance of outrigger-braced system by estimating the restraining moments at the outrigger locations, core base bending moment, the total building deflection, along-wind and crosswind acceleration of a tall building. While many computer programs can provide accurate results for the above, they are time-consuming to run. For designers working on the preliminary design in the conceptual phase, a quick estimation drawn from a simpler analysis is preferable. Therefore, as an alternative to computer-generated estimations, a methodology for an approximate hand calculation of the wind-induced acceleration in an outrigger-braced structure will be developed.

“Estas vibrações são as primeiras do seu tipo para as pontes tipo viga….elas mostram a alta estabilidade aerodinâmica e confiabilidade da estrutura" (Anishyuk e Antonova, 2010). Esta é uma citação do porta-voz da empresa responsável pela construção da ponte, com vãos 120m e de 7 km de extensão, em Volgograd, na Rússia – que oscilou tão violentamente sob velocidades baixas do vento em maio de 2010, que os motoristas ficaram enjoados e a ponte foi fechada. As filmagens do movimento da ponte podem ser encontradas facilmente na internet, e causam uma visão perturbadora. O que é mais perturbador é que a empresa responsável pelo seu projeto e construção pôde ser tão ignorante da história das aerodinâmicas de pontes e conceitos aerodinâmicos básicos.As vibrações induzidas por vórtices que tinham atormentadas a Ponte Volgograd são agora atenuadas por um sistema avançado de dispositivos de amortecimento mecânico. Se as medidas de segurança tivessem sido tomadas durante a fase do projeto, a necessidade desses dispositivos de amortecimento poderia ter sido evitada. Uma variedade de dispositivos aerodinâmicos passivos tem apresentado ser extremamente eficaz na supressão das vibrações induzidas por vórtices em velocidades baixas do vento para um número de pontes de grande vão Investigações adequadas em túnel de vento realizadas durante a fase do projeto podem alertar os projetistas da existência de instabilidades aerodinâmicas inerente no projeto, e passos podem ser tomados para modificar o formato do tabuleiro para otimizar o seu desempenho dinâmico sob cargas de vento. Investigações experimentais da efetividade na supressão das vibrações induzidas por vórtices, por uma série de dispositivos aerodinâmicos passivos, têm sido realizadas no Túnel de Vento Prof. Joaquim Blessmann, em Porto Alegre. Dispositivos foram projetados com base nas modificações feitas a outros projetos de pontes que sofreram com as vibrações indesejadas da velocidade baixa do vento, tanto no túnel de vento durante a fase do projeto, durante a construção ou após a conclusão da ponte em grande escala. Dispositivos foram testados usando um modelo dinâmico de uma ponte da vida real, e os resultados indicaram que algumas modificações simples a geometria da seção transversal do tabuleiro podem ter um efeito significativo na sua resposta. / “These vibrations are the first of their kind for beam-type bridges….they show the high aerodynamic stability and reliability of the structure” (Anishyuk and Antonova, 2010). This is a quote taken from the spokesman of the company responsible for the construction of the 7km long reinforced concrete bridge in Volgograd, Russia – whose multiple continuous 120 meter spans oscillated so violently under low-wind speed conditions in May of 2010 that motorists became seasick and the bridge was closed. Footage of the bridge’s movement can easily be found on the internet, and makes for disturbing viewing. What is even more disturbing is that the company responsible for its design and construction could be so ignorant to the history of bridge aerodynamics and basic aerodynamic concepts. The vortex-induced vibrations which had plagued the Volgograd Bridge are now mitigated by an advanced system of mechanical damping devices. If proper precautions had been taken during the design stage of the bridge, the necessity of these damping devices could have been avoided. A variety of passive aerodynamic devices have been shown to be extremely effective in the suppression of low wind speed vortex-induced vibrations for a number of long-span bridges Proper wind-tunnel investigations undertaken during the design stage can alert designers to the existence of aerodynamic instabilities inherent to the design, and steps can be taken to modify the shape of the deck to optimise its dynamic performance under wind loads. Experimental investigations of the effectiveness of range of passive aerodynamic devices to suppress vortex-induced vibrations have been conducted at the Professor Joaquim Blessmann Wind-Tunnel, Porto Alegre. Devices were designed based on modifications made to other bridge designs which suffered from unwanted low wind speed vibrations, either in the windtunnel during the design stage, during erection or after completion of the full-scale bridge. Devices were tested using a dynamic section model of a real-life bridge deck design. Results indicate that some simple modifications to the cross-section geometry of the deck can have a substantial effect on its response.

The purpose of this thesis is to create basic design guidance for tall buildings and their aerodynamic modifications as a resource for architects, engineers, developers, and students. It aims to make a contribution to and strengthen particularly the architect&amp / #8217 / s understanding of tall building design, that requires a high level of interdisciplinary approach, by providing a broad overview of the tall building with its general concepts / to demonstrate the importance of human element as a critical component in the design of tall building by clarifying the wind forces and resulting movements which cause discomfort to building occupants and create serious serviceability issues / and to show the significance of aerodynamic modifications as an effective design approach in terms of mitigating wind excitation. In order to achieve these purposes, firstly, a comprehensive literature survey, which includes the definition, emergence and historical background, basic planning and design parameters, and lateral load considerations of tall buildings is presented. Following a structural classification of the tall buildings, wind excitation, its negative effects on occupant comfort and serviceabilty issues, and the methods to control wind excitation are studied. Finally, the significance of aerodynamic modifications against wind excitation, which include modifications of building&amp / #8217 / s cross-sectional shape and its corner geometry, sculptured building tops, horizontal and vertical openings through-building, are presented from the scholarship on this topic.

“Estas vibrações são as primeiras do seu tipo para as pontes tipo viga….elas mostram a alta estabilidade aerodinâmica e confiabilidade da estrutura" (Anishyuk e Antonova, 2010). Esta é uma citação do porta-voz da empresa responsável pela construção da ponte, com vãos 120m e de 7 km de extensão, em Volgograd, na Rússia – que oscilou tão violentamente sob velocidades baixas do vento em maio de 2010, que os motoristas ficaram enjoados e a ponte foi fechada. As filmagens do movimento da ponte podem ser encontradas facilmente na internet, e causam uma visão perturbadora. O que é mais perturbador é que a empresa responsável pelo seu projeto e construção pôde ser tão ignorante da história das aerodinâmicas de pontes e conceitos aerodinâmicos básicos.As vibrações induzidas por vórtices que tinham atormentadas a Ponte Volgograd são agora atenuadas por um sistema avançado de dispositivos de amortecimento mecânico. Se as medidas de segurança tivessem sido tomadas durante a fase do projeto, a necessidade desses dispositivos de amortecimento poderia ter sido evitada. Uma variedade de dispositivos aerodinâmicos passivos tem apresentado ser extremamente eficaz na supressão das vibrações induzidas por vórtices em velocidades baixas do vento para um número de pontes de grande vão Investigações adequadas em túnel de vento realizadas durante a fase do projeto podem alertar os projetistas da existência de instabilidades aerodinâmicas inerente no projeto, e passos podem ser tomados para modificar o formato do tabuleiro para otimizar o seu desempenho dinâmico sob cargas de vento. Investigações experimentais da efetividade na supressão das vibrações induzidas por vórtices, por uma série de dispositivos aerodinâmicos passivos, têm sido realizadas no Túnel de Vento Prof. Joaquim Blessmann, em Porto Alegre. Dispositivos foram projetados com base nas modificações feitas a outros projetos de pontes que sofreram com as vibrações indesejadas da velocidade baixa do vento, tanto no túnel de vento durante a fase do projeto, durante a construção ou após a conclusão da ponte em grande escala. Dispositivos foram testados usando um modelo dinâmico de uma ponte da vida real, e os resultados indicaram que algumas modificações simples a geometria da seção transversal do tabuleiro podem ter um efeito significativo na sua resposta. / “These vibrations are the first of their kind for beam-type bridges….they show the high aerodynamic stability and reliability of the structure” (Anishyuk and Antonova, 2010). This is a quote taken from the spokesman of the company responsible for the construction of the 7km long reinforced concrete bridge in Volgograd, Russia – whose multiple continuous 120 meter spans oscillated so violently under low-wind speed conditions in May of 2010 that motorists became seasick and the bridge was closed. Footage of the bridge’s movement can easily be found on the internet, and makes for disturbing viewing. What is even more disturbing is that the company responsible for its design and construction could be so ignorant to the history of bridge aerodynamics and basic aerodynamic concepts. The vortex-induced vibrations which had plagued the Volgograd Bridge are now mitigated by an advanced system of mechanical damping devices. If proper precautions had been taken during the design stage of the bridge, the necessity of these damping devices could have been avoided. A variety of passive aerodynamic devices have been shown to be extremely effective in the suppression of low wind speed vortex-induced vibrations for a number of long-span bridges Proper wind-tunnel investigations undertaken during the design stage can alert designers to the existence of aerodynamic instabilities inherent to the design, and steps can be taken to modify the shape of the deck to optimise its dynamic performance under wind loads. Experimental investigations of the effectiveness of range of passive aerodynamic devices to suppress vortex-induced vibrations have been conducted at the Professor Joaquim Blessmann Wind-Tunnel, Porto Alegre. Devices were designed based on modifications made to other bridge designs which suffered from unwanted low wind speed vibrations, either in the windtunnel during the design stage, during erection or after completion of the full-scale bridge. Devices were tested using a dynamic section model of a real-life bridge deck design. Results indicate that some simple modifications to the cross-section geometry of the deck can have a substantial effect on its response.

“Estas vibrações são as primeiras do seu tipo para as pontes tipo viga….elas mostram a alta estabilidade aerodinâmica e confiabilidade da estrutura" (Anishyuk e Antonova, 2010). Esta é uma citação do porta-voz da empresa responsável pela construção da ponte, com vãos 120m e de 7 km de extensão, em Volgograd, na Rússia – que oscilou tão violentamente sob velocidades baixas do vento em maio de 2010, que os motoristas ficaram enjoados e a ponte foi fechada. As filmagens do movimento da ponte podem ser encontradas facilmente na internet, e causam uma visão perturbadora. O que é mais perturbador é que a empresa responsável pelo seu projeto e construção pôde ser tão ignorante da história das aerodinâmicas de pontes e conceitos aerodinâmicos básicos.As vibrações induzidas por vórtices que tinham atormentadas a Ponte Volgograd são agora atenuadas por um sistema avançado de dispositivos de amortecimento mecânico. Se as medidas de segurança tivessem sido tomadas durante a fase do projeto, a necessidade desses dispositivos de amortecimento poderia ter sido evitada. Uma variedade de dispositivos aerodinâmicos passivos tem apresentado ser extremamente eficaz na supressão das vibrações induzidas por vórtices em velocidades baixas do vento para um número de pontes de grande vão Investigações adequadas em túnel de vento realizadas durante a fase do projeto podem alertar os projetistas da existência de instabilidades aerodinâmicas inerente no projeto, e passos podem ser tomados para modificar o formato do tabuleiro para otimizar o seu desempenho dinâmico sob cargas de vento. Investigações experimentais da efetividade na supressão das vibrações induzidas por vórtices, por uma série de dispositivos aerodinâmicos passivos, têm sido realizadas no Túnel de Vento Prof. Joaquim Blessmann, em Porto Alegre. Dispositivos foram projetados com base nas modificações feitas a outros projetos de pontes que sofreram com as vibrações indesejadas da velocidade baixa do vento, tanto no túnel de vento durante a fase do projeto, durante a construção ou após a conclusão da ponte em grande escala. Dispositivos foram testados usando um modelo dinâmico de uma ponte da vida real, e os resultados indicaram que algumas modificações simples a geometria da seção transversal do tabuleiro podem ter um efeito significativo na sua resposta. / “These vibrations are the first of their kind for beam-type bridges….they show the high aerodynamic stability and reliability of the structure” (Anishyuk and Antonova, 2010). This is a quote taken from the spokesman of the company responsible for the construction of the 7km long reinforced concrete bridge in Volgograd, Russia – whose multiple continuous 120 meter spans oscillated so violently under low-wind speed conditions in May of 2010 that motorists became seasick and the bridge was closed. Footage of the bridge’s movement can easily be found on the internet, and makes for disturbing viewing. What is even more disturbing is that the company responsible for its design and construction could be so ignorant to the history of bridge aerodynamics and basic aerodynamic concepts. The vortex-induced vibrations which had plagued the Volgograd Bridge are now mitigated by an advanced system of mechanical damping devices. If proper precautions had been taken during the design stage of the bridge, the necessity of these damping devices could have been avoided. A variety of passive aerodynamic devices have been shown to be extremely effective in the suppression of low wind speed vortex-induced vibrations for a number of long-span bridges Proper wind-tunnel investigations undertaken during the design stage can alert designers to the existence of aerodynamic instabilities inherent to the design, and steps can be taken to modify the shape of the deck to optimise its dynamic performance under wind loads. Experimental investigations of the effectiveness of range of passive aerodynamic devices to suppress vortex-induced vibrations have been conducted at the Professor Joaquim Blessmann Wind-Tunnel, Porto Alegre. Devices were designed based on modifications made to other bridge designs which suffered from unwanted low wind speed vibrations, either in the windtunnel during the design stage, during erection or after completion of the full-scale bridge. Devices were tested using a dynamic section model of a real-life bridge deck design. Results indicate that some simple modifications to the cross-section geometry of the deck can have a substantial effect on its response.

Die lange Lebensdauer und die hohe Intensität der Wirbelschleppen landender Großraumflugzeuge kann zu einer Gefährdung des nachfolgenden Verkehrs führen. Zur Vorhersage einer gefährdungsfreien Nutzungszeit der Landebahn, nach der die Staffelungsabstände der landenden Flugzeuge bestimmt werden, dient ein Wirbelschleppenwarnsystem. Ein wesentlicher Teil dieses Warnsystems ist die Vorhersage des quer zur Landebahn wehenden Windes. Dafür wird bisher ein auf Persistenz beruhendes Verfahren eingesetzt. Die vorliegende Arbeit zeigt, daß durch Verwendung eines autoregressiven Modells die Querwindprognose verbessert werden kann. Dazu werden die Meßdaten analysiert und die Modellparameter geschätzt. Der Einsatz der AR Prognose im Wirbelschleppenwarnsystem führt im Vergleich zur bisherigen Methode zu längeren Nutzungszeiten und vermeidet das Auftreten von Diskontinuitäten (Sprüngen) in der Vorhersage. Besonders durch letzteres wird die Akzeptanz des Warnsystems bei den Fluglotsen verbessert.

Das seit Juli 2004 kontinuierlich arbeitende Meteorradar am Observatorium Collm (53,3°N, 13°E) der Universität Leipzig dient der Messung des horizontalen Windfeldes sowie der Temperatur in der Mesopausenregion. Neben der Betrachtung des jahreszeitlichen Verhaltens von Grund- und Gezeitenwind ist es möglich, die Aktivität planetarer Wellen zu untersuchen. Spezielles Interesse gilt dabei der Quasi-2-Tage Welle im Sommer 2005, da zu dieser Zeit sowohl eine Verschiebung der maximalen Amplituden hin zu kürzeren als auch zu längeren Perioden beobachtbar war. Als mögliche Ursache dafür werden nichtlineare Wechselwirkungen zwischen der Quasi-2-Tage Welle und planetaren Wellen mit größeren Perioden gesehen. Die Untersuchung derartiger Wechselwirkungen erfolgt mit Hilfe der Bispektralanalyse. / Since July 2004 the meteor radar operates continuously at the Observatory (53,3°N, 13°E) of the University of Leipzig. It provides data of the horizontal wind field as well as the temperature of the mesopause region. In addition to the consideration of the seasonal behaviour of prevailing and tidal winds it is possible to examine the activity of planetary waves. Because of the shift of maximum amplitudes of the quasi-2-day wave in summer 2005 to shorter as well as longer periods the event has to be considered more in detail. Possible reasons for the displacements are nonlinear couplings between the quasi-2-day wave and planetary waves with longer periods. The examination of those couplings is performed using bispectral analyses.

Using the spaced receiver method in the low-frequency (LF) range, lower E-region ionospheric drifts are measured at Collm Observatory, Germany since several decades. These drifts are interpreted as upper mesospheric winds at the reflection height of the used amplitude modulated LF radio waves, the latter being measured since 1983 using travel time differences between the ground wave and the ionospherically reflected sky wave within a small sideband range near 1.8 kHz above and below the carrier frequency. One regular feature of midlatitude upper mesosphere winds is the quasi twoday wave (QTDW), known as a wavenumber 3 or 4 wave in the middle atmosphere, usually occurring as one or more bursts during the summer season at midlatitudes. The OTDW bursts, as measured in LF winds, shows substantial decadal and interannual variability. Comparison with the background winds show that the onset of QDTW bursts is found near maximum values of the vertical wind shear, and maximum QTDW amplitudes are measured, on average, about one week after the maximum wind shear. This supports the theory that the QTDW is forced by instability of the summer mesospheric wind jet. / Am Observatorium Collm werden seit mehreren Jahrzehnten Langwellenwindmessungen in der unteren ionosphärischen E-Schicht durchgeführt. Die zugehörige Reflexionshöhe wird, auf der Basis von Laufzeitdifferenzmessungen zwischen der Raum- und Bodenwelle, seit 1983 ebenfalls registriert. Eines der regelmäßig beobachteten Phänomene ist die quasi 2-Tage-Welle, die als eine planetare Welle der Wellenzahl 3 oder 4 bekannt ist. Diese Welle erscheint in mittleren Breiten in einem oder mehreren Schüben im Sommer. Nach den Messungen am Collm besitzt die Welle eine deutliche Variabilität von Jahr zu Jahr. Vergleiche mit dem zonalen Grundwind zeigen, dass das Auftreten von Maxima der 2-Tage-Welle in vielen Fällen mit erhöhter vertikaler Windscherung in Verbindung steht, so dass im langzeitlichen Mittel maximale Wellenamplituden einige Tage nach dem Auftreten maximaler Windscherung zu finden sind. Dies unterstützt die These, dass die quasi 2-Tage-Welle durch barokline Instabilität des sommerlichen Mesosphärenjets angeregt wird.

Nachdem der weitere Ausbau der Stromerzeugung aus Windenergie an Land an seine Grenzen stösst, rücken die küstennahen Bereiche der Seegebiete in den Mittelpunkt der Planungen. Aufgrund seiner Komplexität sind die Vorhersagen der relevanten Größen im Zeitbereich bis 48 Stunden in diesen Gebieten oftmals ungenau. Mittels systematischer Vergleiche von Prognosen und Messreihen meteorologischer Größen wurde untersucht, ob sich charakteristische Muster der Abweichung der Windprognose von der Messung in Abhängigkeit meteorologischer Größen und Prognosezeit finden und sich die Abweichungen verringern lassen. / After the further development of the generation of current by wind energy on land areas is pushed to the borders the near-shore areas of the see regions moves into the center of plannings. Because of the complex behavior of such areas the prediction of the required meteorological values often becomes uncertain within the forecast range of 48 hours. Measurements of meteorological values and forecasts were compared systematically. By means of this comparisons it was examined, whether characteristical pattern of the deviation between measurements and forcasts, dependent on other meteorological values and forecast time, can be found. The possibility to reduce this deviations was verified.