railway noise gijsjan van blokland m+p ard kuijpers m+p sources: müller-bbm (d), d. thompson (gb),...
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![Page 1: Railway noise Gijsjan van Blokland M+P Ard Kuijpers M+P sources: Müller-BBM (D), D. Thompson (GB), M.Dittrich (TNO)](https://reader038.vdocument.in/reader038/viewer/2022103121/56649c895503460f94941c46/html5/thumbnails/1.jpg)
Railway noise
Gijsjan van Blokland M+P
Ard Kuijpers M+P
sources:
Müller-BBM (D),
D. Thompson (GB),
M.Dittrich (TNO)
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topics
Relevance Sources
Rolling noise Propulsion noise Aero dynamic noise
Model of generation process of rolling noise Force generation in wheel/rail contact Vibrational response of wheel and of rail Effect of parameter changes in wheel system and rail system
Mitigation measures Special constructions Curve squeal
Generation process Mitigation measures
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Dose-effect relation for three transport noise sources
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Sources of railway noise (I)
Areo-dynamic
Rolling wheel/rail system
Propulsion system
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Speed relation for the three noise sources
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Sources of noise at high speed (>300 km/h)
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50
55
60
65
70
snelheid [km/h]
emis
sieg
etal
[d
B(A
)]
40 60 80 100 140 160 200
2
7
1
3
6
9
8
4
5
Sound emission of train types
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Bronnen en snelheid (II)
snelheid
gelu
idn
ivea
u
aerodynamischrolgeluid
>350 km/h
rolgeluid bijafscherming
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Rolling noise
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Effect of braking system on wheel roughness and sound production
Cast iron blocks lead to significant roughness of the wheel rolling surface due to local high temperatures during braking
Disc brakes causes no roughness build-up
Disc + blocks is the worst combination
Replacing cast iron blocks with composite blocks improves noise characteristics
Wavelength translated to
frequency: f=v/λ
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level of rail roughness
Rail surface is not completely flat, rail roughness increases by use
Cause not fully understood
Worst situation is periodic irregularity with a 4 cm wavelength
f=v/λ: 4 cm at 40 m/s equals 1 kHz
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Rail corrugation, wavelength of 4 cm clearly visible
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Combined wheel/rail roughness (dB re 1 m)
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Modeling rolling noise (1): force generation
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Modeling rolling noise (2): force sound radiation
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Contribution to rolling noise
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Wheel/rail force reception: mobility (velocity/force)wheel: modal systemrail: no boundery, regular support by sleepers
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Wheel: modes of vibration
Calculated using FEM
Showing exaggerated cross-section deformation of each mode
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Radiation efficiency σ: log of ratio of sound/vibration
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Vibration of track system
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Rail pad defines coupling between rail and sleeper
high stiffness pad strong coupling good energy transfer from
(low damped) rail to (high damped) sleepers
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Track vibration: effect of pad stiffnes
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Effect of pad stiffnes on vibration and noise level
-8
-6
-4
-2
0
2
4
6
8
10
12
63 125 250 500 1000 2000 4000 8000
octave band frequency [Hz]
LA
eq
[dB
]
25 MN
30 MN
40 MN
70 MN
Increased stiffnes baseplate pad
Rail
nois
e level d
iffere
nce
(d
B)
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Dependence of rolling noise on pad stiffness
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Radiation efficiency of rail
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Rail cross-section deformations
- only relevant at higher frequencies- not relevant for total dB(A) level
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Contribution to rolling noise (again)
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Speed related wheel and rail contribution
speed
Nois
e level
wheel
rail
total
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Model of rolling noise (Twins)
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Reducing rolling noise
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Effect of braking system on roughness and noise
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Rail grinding
Reduces rail rougnes
Regular grinding: longer wavelengths
Acoustic grinding: 1mm – 63cm
Acoustic effect: 2-4 dB(A)
Effect depending on wheel rougness
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Effect of rail grinding after some years
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Effect of wheel shape
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Effect of types of wheel damping
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Effect of wheel geometry
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Effect of pad stiffness
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types of rail dampers
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ISVR/CORUS damper
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Effect of damper
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Skirts (vehicle mounted barriers)
Only effective in combination with track mounted barriers
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Mini barriers
mecahnism: Mainly sheilding of rail radiation
Added absorption is essential (to prevent multiple reflections)
effect: 5 dB(A) for rail contribution
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Results Metarail Project
0123456789
Dif
f. N
ois
e d
B(A
)
Type of Influence
Stiffness of ballast
Type of rail
Distance of sleepers
Track width
Corrugation of rail
Pad stiffness
Corrugation of wheel
Influence on Noise
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Calculate costs & benefits for different noise control strategies.
Strategies consist of combinations of noise control measures.
Two major freight freeways chosen for study.
Rotterdam
Köln
Basel
Milano
Bettembourg
Lyon
1177 km490 km
Total line length: 1667 km
Bordeaux
M arseille
Lyon
Paris
Basel
London
A ntw erpen M ainz
Rotterd amH am burg
M ilan o
Cost-benefit study of mitigation measures
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Costs and benefitsnot including costs for insulated windows
0
50
100
150
200
250
300
0 20000 40000 60000 80000 100000 120000
Costs (EURO/km/year)
Ben
efits
(red
uctio
n pe
rson
s >
60 d
B/k
m)
rolling stock improvement only
max. 4 m barriersmax. 2 m barrierstrack system improvement
Scenarios of Noise reductiondue to rolling stockimprovement
none- 5 dB- 10 dB
Instruments for strategic noise abatementCost-Benefit Analysis
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Non-standard rail construction (slab track)
Preferred construction for high speed lines in Germany and Netherlands
Stable system , even at soft soil
Low maintenance
High initial costs
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Types of track construction
Flexible mounted sleepers in concrete slab
Rigid mounted sleeper in concrete slab
Rail directly mounted in slab
Conventional ballast track
Elasticity in track system is essential to prevent cracks in rail
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Case: HSL-Zuid
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Slab tracks are more noisy then conventional ballast tracks. Why?
Less tight rail to sleeper connection less damping
No acoustic absorption from ballast
Total effect +2 tot +5 dB(A
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Effects of slab track
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Noise increase due to higher rail contribution
TWINS: verschil ballast – Rheda @ 240 km/h: 250 -1000 Hz
rail/baseplate
wheel
total
Sleeper/slab
ballast track Slab track (Rheda)
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Noise difference ballast – slab track as a function of frequency
125 250 500 1000 2000 4000 8000-10
-5
0
5
10
15
20
frequentie [Hz]
L p,U
IC 5
4 b
eto
n k
aal
- L
p,U
IC 5
4 b
alla
st [
dB(A
)]
Goederen (Best)
ICR (Best)
Goederen (Deurne)
ICR (Deurne)
Goederen (Best)
ICR (Best)
Goederen (Deurne)
ICR (Deurne)
Goederen (Best)
ICR (Best)
Goederen (Deurne)
ICR (Deurne)
Effect centered around 800 Hz, rail contribution
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Noise improved design
Higher rail damping Tighter connection with sleeper Damped fixation of sleeper in slab
Cork-rubber with optimal dynamic properties
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Noise improved design, adding of absorption
German slab track construction
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Curve squeal
![Page 56: Railway noise Gijsjan van Blokland M+P Ard Kuijpers M+P sources: Müller-BBM (D), D. Thompson (GB), M.Dittrich (TNO)](https://reader038.vdocument.in/reader038/viewer/2022103121/56649c895503460f94941c46/html5/thumbnails/56.jpg)
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Curving behavior
![Page 57: Railway noise Gijsjan van Blokland M+P Ard Kuijpers M+P sources: Müller-BBM (D), D. Thompson (GB), M.Dittrich (TNO)](https://reader038.vdocument.in/reader038/viewer/2022103121/56649c895503460f94941c46/html5/thumbnails/57.jpg)
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Creep force
![Page 59: Railway noise Gijsjan van Blokland M+P Ard Kuijpers M+P sources: Müller-BBM (D), D. Thompson (GB), M.Dittrich (TNO)](https://reader038.vdocument.in/reader038/viewer/2022103121/56649c895503460f94941c46/html5/thumbnails/59.jpg)
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Reducing squeal noise
![Page 60: Railway noise Gijsjan van Blokland M+P Ard Kuijpers M+P sources: Müller-BBM (D), D. Thompson (GB), M.Dittrich (TNO)](https://reader038.vdocument.in/reader038/viewer/2022103121/56649c895503460f94941c46/html5/thumbnails/60.jpg)
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Some general points