By Jens C.O. Nielsen, David Anderson, Pierre-Etienne Gautier, Masanobu Iida, James T. Nelson, David Thompson, Thorsten Tielkes, David A. Towers, Paul de Vos (eds.)
The publication stories at the eleventh overseas Workshop on Railway Noise, held on
9 – thirteen September, 2013, in Uddevalla, Sweden. the development, which used to be together organized
by the Competence Centre Chalmers Railway Mechanics (CHARMEC) and the
Departments of utilized Mechanics and utilized Acoustics at Chalmers college of
Technology in Gothenburg, Sweden, lined a wide diversity of themes within the box of railway
noise and vibration, together with: customers, felony rules and perceptions; wheel and
rail noise; prediction, measurements and tracking; ground-borne vibration; squeal
noise and structure-borne noise; and aerodynamic noise generated through high-speed trains.
Further subject matters incorporated: resilient tune types; grinding, corrugation and roughness;
and inside noise and sound boundaries. This booklet, which is composed of a suite of peer-reviewed
papers initially submitted to the workshop, not just offers readers with an
overview of the most recent advancements within the box, but in addition deals scientists and engineers
essential help of their day-by-day efforts to spot, comprehend and resolve a bunch of
problems on the topic of railway noise and vibration, and to accomplish their final target of decreasing the environmental effect of railway systems.
Read or Download Noise and Vibration Mitigation for Rail Transportation Systems: Proceedings of the 11th International Workshop on Railway Noise, Uddevalla, Sweden, 9–13 September 2013 PDF
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Additional info for Noise and Vibration Mitigation for Rail Transportation Systems: Proceedings of the 11th International Workshop on Railway Noise, Uddevalla, Sweden, 9–13 September 2013
Example text
The method is based on the assumption that total pass-by noise is dominated by the track if the noise from the reference vehicle is negligible, illustrated in Fig. 1 case a). It is applicable for any track/vehicle combination, as long as the 3rd octave SPL spectrum of the reference vehicle is at least 10 dB below that of the track. If the 10 dB difference cannot be achieved, either lower accuracy should be accepted or alternative measurement procedures should be applied. On conventional track, this can be achieved by vehicles/trains with small and/or damped and/or shielded wheels.
Taking into account the cost aspect, this separation technique shall be simple so that it does not lead to a more complicated procedure than today. Different approaches of track-vehicle noise separation methods of different complexity have been presented in the past. The quest for this Holy Grail is to find a method, which is able to separate the vehicle-track noise contributions reasonably well while maintaining a minimum of experimental effort and complexity. Essentially the desired separation method should not be more complicated to carry out than a standard pass-by noise test of today.
2. System with noise emission ceiling and noise reception limits. CBC method: cost-benefit criterion. A bearable value of noise reception limits for the night (Lnight) is not lower than around 55 dB. More stringent limit values are not effective because: - For lower values than 55 dB, it is more effective to spend money on measures for road traffic noise. This is because if railway noise is lower than 55 dB, it is generally not the dominant source of sleep disturbance in urban areas. - Below 50 dB, results show a large increase of cost and a small increase of benefits (see Fig.