Erschütterungsschutz im Nahverkehr/Tramway induced vibrations

Tappauf, Benedikt; Tappauf, Ernst; Legenstein, Marianne; Tappauf, Clemens; Flesch, Rainer

doi:10.37544/0005-6650-2019-02-57

Cited by 2 publications

(5 citation statements)

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“…Other immission criteria used in the assessment of vibration impacts such as the KB value (according to national standards in Germany [15]) and v max , E max , L A,S , or L A,F , (according to national standards in Austria [16]) can be calculated using the relationships shown in [17]. An excerpt of these is given in Table 3.…”

Section: Immission Predictionmentioning

confidence: 99%

“…In addition to the force density spectra measured during this study, the results for an ICE train from the H2020 project SILVASTAR [11] were included in Figure 16. These spectra were converted from their original RMS vibration velocities to slow-weighted values using factor 1.7 (see Table 3), which stems from empirical correlations described in [17]. In terms of the overall profile, the ICE shows a very similar spectrum to the Westbahn…”

Section: Comparison With Other In Situ Studiesmentioning

confidence: 99%

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Experimentally Determined Force Density Spectra for Admittance-Based Vibration Predictions along Railways

Tappauf,

Alten,

Legenstein

et al. 2024

Applied Sciences

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The planning application and approval process of railway tracks is generally accompanied by a vibration immission assessment. Starting with the source spectrum, which is ideally obtained through measurements, the German guideline VDI 3837 recommends a series of multiplications using transfer spectra which account for the various subdomains of the wave propagation path, such as the effect of the superstructure, the free field propagation, the soil-structure coupling and the transmission inside buildings. Typically, these one-third octave spectra are an average over empirical reference values. While simplified empirical relations are prone to a large variance, the use of artificial vibration sources allows the actual vibration transmission behavior from the tracks to the immission points to be quantified. Using so-called transfer admittances, also known as transfer mobilities, which account for all dynamic interactions along the transmission path (track, tunnel structures, foundations, structural properties), together with force density spectra for relevant rail vehicles, the authors investigate the practical application of the method presented in Report No. 0123 of the Federal Transit Administration (2018) for the frequency range 5–200 Hz. The article demonstrates how such force density spectra were obtained for the most common train types in the Austrian rail network at two different track sections using artificial vibration sources. Furthermore, practical aspects are discussed and a recently developed approximation method for estimating line transfer admittances from point transfer admittances using simplified models is introduced.

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Section: Immission Predictionmentioning

confidence: 99%

Section: Comparison With Other In Situ Studiesmentioning

confidence: 99%

Experimentally Determined Force Density Spectra for Admittance-Based Vibration Predictions along Railways

Tappauf,

Alten,

Legenstein

et al. 2024

Applied Sciences

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“…The average reduction effect for all troughs, trains and sites, which is shown in Figure 11 (square markers [24]), is less strong and less specific for the low-frequency reduction. On the other hand, the first measurements at the Sinzheim trough (Figure 11, circle markers [25]) resulted in a stronger and wider reduction, as well as measurements at an under-ballast plate in Graz (Figure 11, triangle markers [26]). All under-ballast plates and troughs yield a considerable low-frequency reduction, namely at the speed-dependent maximum of the ground vibration.…”

Section: Measurements Related To Under-ballast Plates and Troughsmentioning

confidence: 99%

“…The original spectra for the isolated and un-isolated track should be reported for to check if the established reduction is for the main amplitudes or for smaller and more random amplitudes (see Figures 4, 5 and 8-10). □ average of 6 different sites, with soil correction [24], at Sinzheim, after installation [25], △ an urban track in Graz [26].…”

Section: Interpretation and Recommendations For The Measurement Of Mi...mentioning

confidence: 99%

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Mitigation of Railway-Induced Ground Vibration by Soft Support Elements and a Higher Bending Stiffness of the Track

Auersch

2024

Applied Sciences

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The mitigation of train-induced ground vibrations by track solutions is investigated by calculations and measurements. The calculation by a wavenumber domain method includes the correct vehicle–track interaction and the correct track–soil interaction. Some theoretical results for elastic elements and an increased bending stiffness of the track are presented where the force transfer of the track and the vehicle–track interaction are calculated for the high-frequency dynamic mitigation, and the force distribution along the track is calculated for the low-frequency mitigation which is due to the smoother impulses from the passing static loads. Measurement results for the ground vibration near isolated and un-isolated tracks are given for several under-sleeper pads, for under-ballast mats, and for several under-ballast plates and ballast troughs. The elastic elements yield a resonance frequency of the vehicle–track–soil system and a high-frequency reduction of the dynamic axle loads which depends mainly on the softness of the pads or mats and which can be improved by a higher sleeper mass. In addition, all troughs and most of the soft elements show a low-frequency reduction which is attributed to the scattered impulses of the static axle loads. Besides this main contribution of the article, the problem of a soft reference section on a different soil is discussed and recommendations for better ground vibration measurements of mitigation effects are given.

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Erschütterungsschutz im Nahverkehr/Tramway induced vibrations

Cited by 2 publications

References 0 publications

Experimentally Determined Force Density Spectra for Admittance-Based Vibration Predictions along Railways

Experimentally Determined Force Density Spectra for Admittance-Based Vibration Predictions along Railways

Mitigation of Railway-Induced Ground Vibration by Soft Support Elements and a Higher Bending Stiffness of the Track

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