This article reports on a detailed study of the wind characteristics and dynamic behaviour of a transmission tower, based on field monitoring during the passage of Typhoon Haima. It was found that the wind direction at the eye of the storm has an approximately 180° turn, and the mean wind speed shows an apparent M-shaped variation during the passage of the typhoon. The turbulence intensity and gust factor show significant decreasing trends with the mean wind speed. The turbulence integral scale increases with the mean wind speed at the landfall phase, while the tendency at the after-landfall phase is somewhat opposite. Compared with the empirical spectrum, the proposed normalised power spectrum agrees well with the measured wind spectrum. The identified fundamental frequency of the transmission tower decreases with the mean wind speed while the damping ratio increases due to the aerodynamic damping contribution, and their percentages could be very considerable at high wind speed. The structural damping ratio of the investigated transmission tower is close to the recommended amount of 1 percent in regional structural codes.

The interior noise and vibration of metro vehicles have been the subject of increasing concern in recent years with the development of the urban metro systems. However, there still is a lack of experimental studies regarding the interior noise and vibration of metro vehicles. Therefore, overnight field experiments of the interior noise and vibration of a standard B-type metro train running on a viaduct were conducted on metro line 14 of Guangzhou (China). Both the A-weighted sound pressure level and linear sound pressure level were used to evaluate the interior noise signals in order to revel the underestimation of the low-frequency noise components. The results show that the interior noise concentrates in the low-to-middle frequency range. Increasing train speeds have significant effects on the sound pressure level inside the vehicle. However, two obvious frequency ranges (125–250 Hz and 400–1000 Hz) with respective corresponding center frequencies (160 Hz and 800 Hz) of the interior noise are nearly independent of train speed. The spectrum analysis of the vehicle body vibration shows that the frequency peak of the floor corresponds to the first frequency peak of the interior noise spectrum. There are two frequency peaks around 40 Hz and 160 Hz of the sidewall’s acceleration level. The frequency peaks of the acceleration level are also independent of the train speeds. It hopes that the field measurements in this paper can provide a data set for researchers for further investigations and can contribute to the countermeasures for reducing interior noise and vibration of a metro vehicle.