TIP4-CT-2005-516420 Page 1 of 24 QCITY issued: January 31, 2007 D6-2-part2_AKR_24M.doc DELIVERABLE 6.2 – PART 2 CONTRACT N° TIP4-CT-2005-516420 PROJECT N° FP6-516420 ACRONYM QCITY TITLE Quiet City Transport Subproject 6 Consolidation - Action Plans - Dissemination Part 2 - Local Complaint Handling: solutions for noise mitigation Written by Geert Desanghere AKR Date of issue of this report January 31, 2007 PROJECT CO-ORDINATOR Acoustic Control ACL SE PARTNERS Accon ACC DE Akron AKR BE Alfa Products & Technologies APT BE Banverket BAN SE Composite Damping Material CDM BE Havenbedrijf Oostende HOOS BE Frateur de Pourcq FDP BE Goodyear GOOD LU Head Acoustics HAC DE Heijmans Infra HEIJ BE Royal Institute of Technology KTH SE Vlaamse Vervoersmaatschappij DE LIJN LIJN BE Lucchini Sidermeccanica LUC IT NCC Roads NCC SE Stockholm Environmental & Health Administration SEA SE Société des Transports Intercommunaux de Bruxelles STIB BE Netherlands Organisation for Applied Scientific Research TNO NL Trafikkontoret Göteborg TRAF SE Tram SA TRAM GR TT&E Consultants TTE GR University of Cambridge UCAM UK University of Thessaly UTH GR Voestalpine Schienen VAS AT Zbloc Norden ZBN SE Union of European Railway Industries UNIFE BE PROJECT START DATE February 1, 2005 DURATION 48 months Project funded by the European Community under the SIXTH FRAMEWORK PROGRAMME PRIORITY 6 Sustainable development, global change & ecosystems
Transcript
TIP4-CT-2005-516420 Page 1 of 24 QCITY issued: January 31, 2007
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DELIVERABLE 6.2 – PART 2 CONTRACT N° TIP4-CT-2005-516420
PROJECT N° FP6-516420 ACRONYM QCITY
TITLE Quiet City Transport Subproject 6 Consolidation - Action Plans - Dissemination
Part 2 - Local Complaint Handling: solutions for noise mitigation Written by Geert Desanghere AKR
Date of issue of this report January 31, 2007 PROJECT CO-ORDINATOR Acoustic Control ACL SE
PARTNERS Accon ACC DE Akron AKR BE Alfa Products & Technologies APT BE Banverket BAN SE Composite Damping Material CDM BE Havenbedrijf Oostende HOOS BE Frateur de Pourcq FDP BE Goodyear GOOD LU Head Acoustics HAC DE Heijmans Infra HEIJ BE Royal Institute of Technology KTH SE Vlaamse Vervoersmaatschappij DE LIJN LIJN BE Lucchini Sidermeccanica LUC IT NCC Roads NCC SE Stockholm Environmental & Health Administration SEA SE Société des Transports Intercommunaux de Bruxelles STIB BE Netherlands Organisation for Applied Scientific Research TNO NL Trafikkontoret Göteborg TRAF SE Tram SA TRAM GR TT&E Consultants TTE GR University of Cambridge UCAM UK University of Thessaly UTH GR Voestalpine Schienen VAS AT Zbloc Norden ZBN SE Union of European Railway Industries UNIFE BE
PROJECT START DATE February 1, 2005 DURATION 48 months
Project funded by the European Community under the SIXTH FRAMEWORK PROGRAMME PRIORITY 6 Sustainable development, global change & ecosystems
Nils-Åke
Ny stämpel
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T A B L E O F C O N T E N T S 0 Executive summary....................................................................................................................................................3
0.1 Objective of the deliverable...........................................................................................................................3
0.2 Strategy and description of the techniques used ......................................................................................3
0.3 Partners involved and Their contribution ......................................................................................................3
0.5 Relation with the other deliverables..............................................................................................................3
1 Rail transport ...............................................................................................................................................................4
1.2 Local noise problems .......................................................................................................................................5
1.2.1 Curving Noise Control (squeal) .............................................................................................................6
1.2.2 Special Trackwork ....................................................................................................................................7
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0 E X E C U T I V E S U M M A R Y
0.1 OBJECTIVE OF THE DELIVERABLE Consolidation of solutions for complaints handling of mitigation measures for all contributing elements of urban rail transportation systems.
0.2 STRATEGY AND DESCRIPTION OF THE TECHNIQUES USED Difference is made between global mitigation measures (part 1) and tackling local complaints (part 2).
Whereas most city authorities indicate that local complaints are a major concern, actions undertaken for this kind of problems seem not to appear in global noise maps. Also, actions undertaken for this kind of complaints require specific and different actions.
This document is limited to urban rail transport only:curving noise, special trackwork noise and steel bridge;
Other mitigation measures (for road transport or concerning noise propagation) action measures (such as façade isolation or wayside barriers) also could be selected as useful local mitigation measures.
They are not repeated in this document. Please refer to Part1.
0.3 PARTNERS INVOLVED AND THEIR CONTRIBUTION Topics WP6.1.2 Partners 1 Evaluation, co-ordination and summarising of information provided
on rail AKR
0.4 CONCLUSIONS Depending on the noise generation mechanism and environment, several mitigation measures are described including performance, costs, general applicability and limitations.
0.5 RELATION WITH THE OTHER DELIVERABLES This report transfer information about urban rail transport systems to:
WP6.2 Action plans
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1 R A I L T R A N S P O R T
1.1 INTRODUCTION This document is a qualitative guide for identifying and evaluating noise control treatments with respect to noise reduction effectiveness at wheel and rail level and cost. Treatments are segregated according to tangent track, curved track, and special trackwork noise control.
The various categories of wheel/rail noise include:
1. continuous noise source: ! rolling noise at tangent track,
2. local noise sources: ! curving noise, ! special trackwork noise; ! open deck steel bridges.
This document deals with complaint handling, relating to local problems. Solving these noise problems is important but does only to a small or local extend add to the general improvement of the noise climate in cities.
Local problems discussed are mainly curving and impact noise (special trackwork and open deck bridges). Standard rolling noise at tangent track is thus not discussed in this document.
Curving noise primarily involves wheel squeal and, perhaps, wheel howl, in addition to rolling noise. Noise from special trackwork includes impact noise generated by wheels traversing gaps in trackwork components, specifically switch frogs and crossovers. Other specific problems can be steel bridges.
Any treatment selected for noise control should be carefully reviewed by the transit system engineering staff for cost, practicality, and safety.
Representative, order of magnitude, costs are provided for a comparison of various noise control treatments. These costs are listed to aid the selection process, and the user should verify costs with suppliers and contractors before selecting or rejecting a treatment.
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1.2 LOCAL NOISE PROBLEMS For urban rail transport, three groups of local noise problems are identified:
1. (sharp) curving noise; 2. local special trackworks; 3. steel bridges.
In each of these categories, treatments are presented for bogies (wheels) and trackwork.
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1.2.1 Curving Noise Control (squeal) ref. LC- location action noise reduction cost site specific limitation
[dB(A)] [€]
LC-RAIL-1 vehicle resilient wheels 10 to 20 2 000,00 to 3 000,00
per wheel
Well demonstrated to be effective; to be optimised for each type of vehicle
other wheel dampers:
LC-RAIL-2 ! constrained layer damped wheels 5 to 15 ±1 000,00 per wheel
LC-RAIL-3 ! ring damped wheels 5 to 10 ±500,00 per wheel
LC-RAIL-4 ! wheel vibration absorbers 5 to 15 ±1 000,00 per wheel
large radius effects:
! steerable bogies elimination at large radius curves
unknown
! onboard friction modifier possible elimination 2 000,00 per vehicle per year
If limited to flange lubrication only, effectiveness is limited.
LC-RAIL-6 water spray lubrication eliminates squeal 10 000,00 to 40 000,00
per track curve
Not practical in freezing weather.
LC-RAIL-7 laterally resilient rail fasteners 10 to 20 30 000,00 per curve
LC-RAIL-8 top of rail friction modifiers/lubricants reduces squeal 30 000,00 per curve + 150,00
per month
(Minimal) environmental impact
Table 2.1 Wheel squeal noise control treatments
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1.2.2 Special Trackwork ref. LC- location action noise reduction cost site specific limitation
[dB(A)] [€]
LC-RAIL-9 vehicle resilient wheels 3 2 000,00 to 3 000,00
per wheel
LC-RAIL-10 trackwork moveable point frogs 7 to 10 100 000,00 per turnout
Requires additional signalling.
LC-RAIL-11 elastically mounted frogs 8 10 000,00
LC-RAIL-12 embedded turnouts without discrete fixation
7 to 10 5 000,00 per turnout
Table 2.2 Special trackwork noise control treatment selection
1.2.3 Steel bridges ref. LC- location action noise reduction cost site specific limitation
[dB(A)] [€]
LC-RAIL-13 trackwork moving special trackwork away from bridges
10 if present; only local effect if long bridge
LC-RAIL-14 bridge vibration isolation of rail 6 500,00 per lm
LC-RAIL-15 bridge vibration damper 2 to 4 5 000,00 per lm
LC-RAIL-16 plate damping 2 to 4 5 000,00 per lm
Table 2.3
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1.3 DATASHEETS
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DATASHEET: LC-RAIL-1 - RESILIENT WHEELS FOR SQUEAL NOISE
Problem squeal noise on curves Expected noise reduction 10 to 20 dB(A) Detailed description/objectives special absorber ring added to the wheel to damp
high frequency squeal noise Examples see figures below
Lucchini resilient wheels for Combino Tram (Amsterdam): a reduction of 13 to 17 dB on pass-by noise at a speed of 20 km/h
Cost 2.000,00 to 3.000,00 € per wheel Interactions – Limitations a special absorber set is to be developed for each
type of wheel Further information
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Problem squeal noise Expected noise reduction 10 to 20 dB(A) on squeal Detailed description/objectives a special fastener concept yielding dynamic
stiffness below 10 kN/mm (for tramways) Examples see figure below Cost Interactions – Limitations further study in WP5.2 Further information
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DATASHEET: LC-RAIL-8 - TOP OF RAIL FRICTION MODIFIERS
Problem squeal noise Expected noise reduction 10 to 20 dB(A) on squeal Detailed description/objectives applying a water based liquid material, leaving a
thin dry film, with friction coefficient of 0,3 Examples Cost Interactions – Limitations further study in WP5.2 to:
! minimise quantity of liquid needed; ! optimise nature of product.
Further information
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DATASHEET: LC-RAIL-9 - RESILIENT WHEELS
Problem Expected noise reduction Detailed description/objectives Examples Cost Interactions – Limitations Further information
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DATASHEET: LC-RAIL-10 – MOVEABLE POINT FROGS
Problem local curving noise control Expected noise reduction 7 to 10 dB(A) Detailed description/objectives elimination of rail gap of standard frogs Examples De Lijn, Antwerp
figures to be provided – under test Cost €200 000,00 (= double of classic frog) Interactions – Limitations requires adapted signal and control systems Further information EC project TURNOUTS
Info to be received.
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DATASHEET: LC-RAIL-11 - ELASTICALLY MOUNTED FROGS
Problem local curving noise control Expected noise reduction 8 dB Detailed description/objectives Examples STIB, Brussels Cost Interactions – Limitations Further information TURNOUTS project website
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DATASHEET: LC-RAIL-12 - EMBEDDED TURNOUTS WITHOUT DISCRETE FIXATION
Problem local curving noise control Expected noise reduction 7 to 10 dB(A) Detailed description/objectives elimination of rail gap of standard frogs Examples STIB, Brussels, constructed by COGIFER Cost €200 000,00 (= double of classic frog) Interactions – Limitations requires adapted signal and control systems Further information EC project TURNOUTS
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DATASHEET: LC-RAIL-13 – MOVING SPECIAL TRACKWORK AWAY FROM BRIDGES
Problem local noise problem: steel bridges Expected noise reduction 10 dB(A) (increase reduces from 20 to 10 dB(A)) Detailed description/objectives ! impacts due to rail gaps realise increases up to
10 dB(A) in classical situation and up to 20 dB(A) on bridges
! moving special trackwork away from bridges can reduce the increase from 20 to 10 dB(A)
Examples Cost Interactions – Limitations Further information EC project SUSTAINABLE BRIDGES
! reducing noise from steel bridges, innovative solutions for noise reduction, Franck Poisson, SNCF - 2003
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DATASHEET: LC-RAIL-14 - VIBRATION ISOLATION OF RAIL
Problem structural excitation of steel structure; radiation of all bridge surfaces
Expected noise reduction 6 dB(A) Detailed description/objectives vibration control of the rail fastening, based on:
! highly resilient flapped rail pad; ! absorbent under base plate pad.
Examples Cost Interactions – Limitations Further information
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DATASHEET: LC-RAIL-15 - BRIDGE VIBRATION DAMPER
Problem excitation by wheel-rail contact to steel bridge structure
Expected noise reduction 2 to 4 dB(A) Detailed description/objectives special vibration dampers: sandwich of rubber
sheet between rail and additional metal sheet Examples Vienna Wasserpark bridge Cost Interactions – Limitations Further information
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DATASHEET: LC-RAIL-16 - PLATE DAMPING
Problem excitation of steel structure will radiate from all steel elements
Expected noise reduction 2 to 4 dB(A) Detailed description/objectives as radiated noise emission is directly related to the
radiated surface, it is fundamental to damp out steel plates (important surfaces, little weight and damping) two types exist: ! free layer damping: a viscous material of
some weight is attached to the structure ! constraint layer damping: an absorbent
material (rubber, …) is put in between structure and external additional plate
Examples Cost Interactions – Limitations Further information
