Groundborne vibrations due to trains in tunnels

Chua, Kian Ngiap; Balendra, T.; Lo, K. W.

doi:10.1002/eqe.4290210505

Cited by 56 publications

(22 citation statements)

References 7 publications

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“…The measurements presented in Bongini et al 36 demonstrate that irregularities up to at least 1 m wavelength can be measured repeatably with at least some systems that process axlebox accelerations. Chua et al 37 found reasonable correlation up to about 200 Hz of measured vibration levels on floating slab track in an underground system and those calculated assuming a spectrum of irregularities measured by British Rail. The spectrum is rather puzzling as it contains components that are a function not only of wavelength but also of velocity.…”

Section: Introductionmentioning

confidence: 82%

Rail irregularities, corrugation and acoustic roughness: characteristics, significance and effects of reprofiling

Grassie

2012

Proceedings of the Institution of Mechanical Engineers, Part F:

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Railway noise is excited by irregularities on the running surfaces of wheels and rails, with rails being more significant for most of the wavelength and frequency range of interest. Measurements are presented that demonstrate the significance of irregularities in the 100-1000 mm wavelength range (corresponding roughly to 25-250 Hz) on ground-borne noise, and show that a reprofiling specification to address reductions in low frequency noise should address these longer wavelengths. Differences are demonstrated between irregularities in the 6.3-2000 mm wavelength range on a dedicated high speed line, and on heavy haul, mixed traffic, metro and light rail systems. Although the sample size is small for the high speed and heavy haul systems, the lowest levels of irregularity were nevertheless found on the high speed line. Heavy haul systems also have low levels of irregularity, which are below the limit specified in the acoustic standard ISO 3095. Metro systems are distinguished by corrugation, higher levels of short wavelength roughness corresponding perhaps to roughening from consistently high traction and braking, and significant differences between high and low rails in some curves. In one case shown here the high rail is amongst the smoothest in an entire sample of dozens of rails whereas the corresponding low rail is by far the most heavily corrugated and irregular. Light rail systems have relatively high levels of irregularity, particularly at short wavelengths. This may result from sanding to enhance adhesion. Reprofiling in general reduces irregularities below the level stated in ISO 3095, except at wavelengths of less than 30 mm for which irregularities are consistently greater after reprofiling than before. Reprofiling is particularly effective in reducing irregularities in the 30-500 mm wavelength range, in which irregularities are typically reduced by 10 dB but in some cases by 20-30 dB. Irregularities to the ISO 3095 limit spectrum exist immediately after some forms of grinding. The best results are obtained from reprofiling that is undertaken to an appropriate specification that is conscientiously monitored.

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Section: Introductionmentioning

confidence: 82%

Rail irregularities, corrugation and acoustic roughness: characteristics, significance and effects of reprofiling

Grassie

2012

Proceedings of the Institution of Mechanical Engineers, Part F:

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“…Determining the vehicle response is important e.g. for the study of passenger comfort, stability of railway vehicles [199], risk of derailment, and loading of vehicle components, whereas the response of the supporting infrastructure is of interest for track and road design [160] and environmental problems of ground-borne vibration [18,19,20,22,23,24,26,27,29,30,211] and noise [16,21,212,213,214]. The focus of the study will determine the detail of modeling in both structures, as well as the kind of excitation mechanisms considered.…”

Section: Interaction Through a Moving Interfacementioning

confidence: 99%

Dynamics of structures coupled with elastic media—A review of numerical models and methods

Clouteau

Cottereau

Lombaert

2013

Journal of Sound and Vibration

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This paper reviews issues and developments in the field of structure-environment interaction problems, in which the environment is an elastic body, possibly unbounded. It covers in particular the fields of soil-structure interaction, ground-borne noise and vibration emitted by transportation systems and wave diffraction by obstacles in an elastic medium. The general setting for a linear bounded structure coupled to an unbounded linear environment through a bounded interface is first recalled, and the domain decomposition technique classically used for its description is put up. Extensions for the cases of non-linear structure and uncertain environment are then discussed. Finally, the ongoing research in the fields of unbounded interface, moving interface, and multiple interfaces are reviewed and summarized.

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“…Mathematical solutions have been developed by Garg and Wang (1985), Hino et al (1986), Honda et al (1986), Diana and Cheli (1989), Klasztorny and Langer (1990), Kuang-Han Chu et al (1992), and, recently, by Yang and Fonder, (1996). The bridge and the vehicle have been modeled by a finite element method, and the coupled equations have been solved by direct time integration.…”

Section: Introductionmentioning

confidence: 99%

Vibrations Generated by Rail Vehicles: A Mathematical Model in the Frequency Domain

Castellani¹

2000

Vehicle System Dynamics

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Movement of railway vehicles generates mechanical vibrations of a wide range of frequency. Depending on track materials, dissipation in form of viscous and hysteretic damping is present, and stiffness depends on strain-rate. In a previous paper (Castellani et al., 1998), a mathematical model to describe track materials has been developed in the frequency domain. The present paper applies this model, and attempts an analytical formulation of vehicle-track and soil interaction in the frequency domain.Rail vibrations during the passage of a vehicle are generated by three families of forces: a) the weight of the moving vehicle, b) the inertial reaction of the vehicle under the effect of corrugations over an undeformable rail, and, c) the vehicle inertial forces due to displacements of the rail. The first two groups of forces do not depend on the rail displacement, and the related mathematical formulation is a simple problem of forces at a mobile point of application. Formulation of the vehicle inertial forces, related to the rail vibration, requires reference to the acceleration of the rail, as seen by an observer in motion with the vehicle itself. Moreover, it is necessary to express the equilibrium equation of two dynamic systems, the vehicle and the track, at a the movable point of contact.There is no straight numerical procedure to solve this equation in the frequency domain. In the paper two theoretical propositions (Fryba, 1988;Grassie et al., 1982) are revisited with reference to the effect of the transit of a single wheel. Fryba infers that, in the absence of corrugations, the forces c) are null. Grassie et al. (1982) present a mathematical formulation of the interaction between wheel and rail, at mobile point of contact. At each position, the interaction force is of impulsive type. They presume that for a corrugation of harmonic type, of wavelength λ, the wheel is subject to a harmonic motion, of the frequency f = V/λ , where V is the wheel velocity. All other frequency components, due to the impulse, are disregarded. Both these assumptions are shown to be inconsistent from a theoretical point of view, however they suggest suitable approaches to the solution.

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Groundborne vibrations due to trains in tunnels

Cited by 56 publications

References 7 publications

Rail irregularities, corrugation and acoustic roughness: characteristics, significance and effects of reprofiling

Rail irregularities, corrugation and acoustic roughness: characteristics, significance and effects of reprofiling

Dynamics of structures coupled with elastic media—A review of numerical models and methods

Vibrations Generated by Rail Vehicles: A Mathematical Model in the Frequency Domain

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