Methods of Noise and Vibration Protection on Urban Rail Transport

Available online at www.sciencedirect.com

ScienceDirect Procedia Engineering 189 (2017) 829 – 835

Transportation Geotechnics and Geoecology, TGG 2017, 17-19 May 2017, Saint Petersburg, Russia

Methods of noise and vibration protection on urban rail transport E.P. Dudkina**, L.A. Andreevab, N.N. Sultanova a

Emperor Alexander I Petersburg Railroads State University, Moscow avenue 9, Saint-Petersburg, Russia b Closed Joint-Stock CompanyPROMTRANSNIIPROJECT , Vernadsky avenue POB 38;29 , Moscow, Russia

Abstract

The article is devoted to existing and new methods of reducing the impact of urban rail transport on the environment. Different ways of reducing noise and vibration are analyzed: isolation of tram tracks upper structure, examines the different ways to isolate the upper structure of the tram tracks, capability and effectiveness Of lubrication application in the curved track and switches, the use of welded rail strings in combination with temperature compensators. The results are given of theoretical, laboratory and experimental investigations of physical – mechanical, structural and economic characteristics and indicators of tramways with different insulation systems. © 2017 The Authors. Published by Elsevier Ltd.

© 2017 The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license Peer-review under responsibility of the scientific committee of the International conference on Transportation Geotechnics and (http://creativecommons.org/licenses/by-nc-nd/4.0/). Geoecology. Peer-review under responsibility of the scientific committee of the International conference on Transportation Geotechnics and Geoecology Keywords: railroad

profiles, damping mats, lubricate, the noise and vibration. ;

1. Introduction In 2010 the Scientific and Educational Center “Industrial and Urban Transport” of St. Petersburg State Transport University started the development of new tramway structures upon decision of the Committee on Transport Infrastructure Development of Saint Petersburg. The analysis of solutions used worldwide has demonstrated the necessity in improvements of economic and environmental performance. The studies have

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1877-7058 © 2017 The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license

(http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer-review under responsibility of the scientific committee of the International conference on Transportation Geotechnics and Geoecology

doi:10.1016/j.proeng.2017.05.129

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revealed the priorities for feasibility study of a tramway: simplicity to implement the structure, high resistance of the base to environment effects, robustness of construction and service works quality to seasons, precipitation and temperature. The development of a new structure has been aimed at increase of its lifetime, reduction of operating costs, and development of measures to minimize noise and vibrations. 2. Analysis of economic indicators of the constructions of tram tracks. To conduct an analysis of the cost of construction and operation of different designs of tram tracks was carried out operational surveillance for detection of structural deformations in the process of operation, the arising of noise and vibration from the movement of trams, the list of maintenance work. On the basis of the obtained data was updated designs [5] and theoretical calculations [6] of their life cycle [7], that is determined by the cost of operation of the structure during the calculation period (figure 1). Considered two of the most standard design of tram tracks: monolithic [1,2,3] and tie the base.

Figure 1 - life cycle Cost constructions of tram tracks on a separate sheet. 1 - On wooden sleepers, railway rails R65, coated reinforced concrete plates, reinforced base with lean concrete 2 reinforced concrete monolithic base with rails Ri60, with double-layered reinforcement.

Analysis of cost indexes of existing structures has demonstrated a large variation of tramway construction cost per 1 km (from 28 to 50 million rubles for a structure) [4]. Besides, 1 km of a tram line with sleeperless supporting structure may be 1.5 - 2.5 times more expensive, than with a conventional sleeper supporting structure, however, the lifetime of these structures, operation costs and environmental performance differ dramatically. Therefore, first of all it was necessary to substantiate the cost-efficient prospects of using of sleeperless tram track structures. For this purpose, a method has been developed which takes into account structural, construction and operational features [8, 9]. This method has been applied to calculation of the cost of various tram track structures life cycle with respect to operational, construction, maintenance expense and duration of intermaintenance period. The results of the calculations are represented in life cycle cost diagrams for all analyzed structures. The analysis of the results has shown that the construction of tramway with the sleeperless support structure

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leads to a considerable saving of money over the whole life cycle, regardless its higher construction cost. Evaluation of life cycle cost also allows to justify the choice of the tramway structure depending on the planned operation period. For construction of a permanent tram line, the tram tracks with a solid-cast supporting structure are more reasonable, otherwise, constructing a temporary line, in some cases it is economically more efficient to use sleeper structures [8]. Then an evaluation method for strength performance of the tram track with the concrete supporting structure has been developed. It has allowed to determine the parameters of a concrete slab and requirements for the substructure [9]. 3. Tests for cyclic loading rail fillers The principal requirement to structures being developed is that they are to have rail fillers. That is why a study for justification of fillers parameters has been carried out. Then, basing on requirements for the filler material, the technical requirements have been developed. However, the principal requirement to the fillers, resistance to cyclic loads over the whole operating period, has not been not specified in these technical requirements. It has required the running of laboratory static and cyclic load tests to demonstrate the load transmission chain from the tram rail on the concrete surface, the rail laid on a rail tie pad, and to determine stress and strain under cyclic load. It has been assumed that the design lifetime of rails and fillers and pads is 25 years (Fig. 2,3).

Figure 2 - Cyclic load test of a tram track section

Figure 3 - Diagrams of static compression tests of a rail tie pad under the tram rail

The laboratory tests have approved the feasibility of the structure. No visual faults have been observed in the fiber-concrete base and asphalt covering [9,10]. Rail fillers have withstood 12 million load cycles without apparent change in stress-strain state and elastic properties, that twice exceeds the average number of cycles at operation of the structure during 25 years. To confirm the possibility of applying traditional formulas of strength of materials in the calculations for strength of a monolithic structure, and theoretical analysis to identify possible patterns of load transfer from a tram

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to a concrete surface subject to the application of the system of vibro - and sound insulation tests were carried out for static loading (figure 3). The results of the field observations revealed that the deflection of the rail under the tram is not more than 2 mm and in this interval the dependence of the compression profile of the applied loads is linear. The experiment also showed that the area of deformation from 0 to 3mm dependence of the deformation on applied force is linear, therefore, the solution of applied problems on deflection of the rail on railroad profile fair to use the traditional formulas of strength of materials. The calculation results showed that there are two possible schemes of load transfer from the tram on the concrete surface when applying the insulation of the rail. In the first case the load from the tram wheels on the concrete surface point is transmitted from each wheel, and in the second case, the load is linearly distributed as in the area from the first to the second wheel truck. Based on these data, calculations have been made on the strength of the concrete base, and also determined that the dependence of the scheme of load transfer from the tram on the concrete surface, the application of insulation does not depend on the axial load of the tram, and from the physical properties of the isolation elements of the rail. Based on the carried out studies, albums of typical structures for Moscow and St. Petersburg have been prepared [11]. Solid-cast tram track structures with rail fillers and pads have been laid in Vyazemskiy lane, Politekhnicheskaya str., 1st Krasnoarmeyskaya str., Karpovka River embankment (St. Petersburg). Vibration acceleration measurements have been performed on these sections of tram line and on section with conventional sleeper structures [9]. The analysis of the results has shown that: 1. On the tramway laid using out-of-date technologies a tram creates higher RMS vibration acceleration (57 dB at the average), than on the tramway laid using up-to-date technologies. 2. For city streets where tram traffic (on the separate central tramway) with the intensity 25-36 trams/h is combined with automotive traffic with the intensity 2200-3500 vehicles/h, the vibration effect from a tram exceeds the vibration effect from automotive transport, and mainly depends on the state of the tram. 3. The vibration effect from trams, moving along a track laid using up-to-date technologies, on buildings basements located at 16 m and more from the head of the nearest rail does not exceed the regulatory requirements for the nighttime (even less for daytime). 4. The vibration effect from trams, moving along a track laid using out-of-date technologies, on buildings basements situated at 16 m from the head of the nearest rail exceeds the regulatory requirements for the nighttime. Daytime regulatory levels are satisfied, but without margin [12, 13, 14]. 4. The use of damping mats and systems lubrication Laying a tramway using the proposed technology with rail fillers may appear to be insufficient to comply with the regulations in the city center or nearby historical monuments of architecture. In such cases a vibration insulating mat should be used (Fig. 4).

Figure 4 - Tram track combined structure with rail fillers and vibration insulating mats.

The design is a model for construction in areas where it is necessary to maximize reduce the impact of noise and vibration from the tram at nearby buildings and structures. Depending on the geological conditions of the construction gets a concrete slab, which can be 100 mm thick and concrete low-class and powerful a reinforced

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concrete slab with multiple reinforcement layers. Vibration control Mat is made of special materials, and its thickness is from 20mm to 50 mm. After the device of the first insulation layer exposed tram tracks, covered by railroad profiles and laid the concrete Foundation. Depending on the construction area may be considered and different coating: green lawns, paving slabs, asphalt. The basis - principle decisions on isolation from noise and vibration, the remaining solution can be adjusted with the appropriate strength justification. Currently there are no such tram track structures in St. Petersburg. When a rolling stock passes a steep curve and a turnout, a high-frequency noise occurs (rattle). This noise can be eliminated by lubrication of lateral rail surface contacting with the wheel flange. During the overhaul of the tramway in Repina Square, St. Petersburg, automatic rail lubricators have been installed. Basic elements of lubrication system are shown in Fig. 5. А В

Figure 5: A) Stationary rail lubricator B) Rail lubricating component

Results of noise measurement for tram passing a curve of 40 m with lubricated and unlubricated rails are shown in Fig. 6 [9].

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Figure 6 - Noise measured when a tram passes the curve with lubricated (1) and unlubricated (2) rails.

As one can see from Fig. 6, the noise level is reduced by 8-11 dB, especially in high frequency band. You should pay attention to the fact that at low speeds of the tram, the magnitude of the damping of the noise level is minimal, since the inclusion of the tram truck is the most favorable. However, when you increase speed, the sound level increases, due to the fact that the motion of the tramway, the velocity is tangential to the radius of the circle described, and thus increases the power of nabuhanie flange of the wheel on the rail. The best effect application of lubricate in the tram tracks is the interval of frequencies from 250Hz up to 16KHz, which corresponds to the speed of the tram 8 from km/h to 29 km/h. Based on these data considered two applications of lubricate: to reduce noise from the movement of trams in curves and reduce lateral wear of rails on curved track. As shown by the results of the field observations: the intensity of lateral wear of the rail is reduced 3 to 4 times. 4. Conclusion For urban rail transport, it is recommended to apply various methods to reduce noise and vibration levels from trams. When laying a tramway in a historical city center the rail fillers, vibration insulation mats and rail lubrication systems shall be employed in common; in a residential area only the rail fillers are enough; for separate tram lines out of a residential area, sleeper supporting structures or sleeperless supporting structures, i.e. Voslo, may be used. References [1] G. Oberweiger, “State-of-the-Art Permanent Way on Solid Supporting Structure”, G. Oberweiger, // Intern. Verkenrswesen – 1979 – No. 1 – P. 51 – 52. [2] G. Oberweiger, “Ballastless Track Development and Operation Experience” // Oberweiger, G. - Zheleznye Dorogi Mira — 2005 – No. 1. – P. 47 – 49. [3] Kondapalli, K Sunil, David N. Bilow, “Life Cycle Benefit of Concrete Slab Track” // USA, Illinois: Portland Cement Association 2008 - P. 6-8 [4] D. Hardt, “Adoption of New Designs of Ballastless Track” // D. Hardt, - Zheleznye Dorogi Mira – 2007 – No. 2. – P. 41 – 43 [5] E.P. Dudkin, “Using of Fiber-Concrete in Tram Track Structures” // E.P. Dudkin, Yu.G. Paraskevopulo , N.N. Sultanov, - Transport Rossiiskoi Federatsii – No. 3 – 4 (40 – 41) – 2012 – P. 77 – 79. (5) [6] H. Huesmann, “Slab Track Supporting Structure” // H. Huesmann, - Zheleznye Dorogi Mira — 2006 – No. 4 – P. 14 – 16

E.P. Dudkin et al. / Procedia Engineering 189 (2017) 829 – 835 [7] Yu. M. Kossoi, “Economics of Urban Electrical Transport”, Yu. M. Kossoi, // Nizhny Novgorod: Litera - 1997 - 228 p. [8] E.P. Dudkin, “Urban Rail Transport: Innovative Tram Track Structures for Separate Roadway” // E.P. Dudkin, Yu.G. Paraskevopulo, N.N. Sultanov, G.Yu. Paraskevopulo, - Transport Rossiiskoi Federatsii – 2013 – No. 4 (47) – P. 51 – 53. [9] N.N. Sultanov, PhD thesis. Feasibility study of advanced tram track structures, St. Petersburg, 2015. [10] A.V. Benin, “Cyclic Load Laboratory Tests of Tram Track”, A.V. Benin, E.P. Dudkin, Yu.G. Paraskevopulo, N.N. Sultanov, // Transport Rossiiskoi Federatsii – 2014 – No. 4 (53) – P.28- 30. [11] Album of typical tram track structures for St. Petersburg (minutes of meeting of the Committee on Transport of the Government of St. Petersburg, April 9 2014) [12] SNiP 23-03-2003 “Sound protection”. [13] SN 2.2.4/2.1.8.566-96. Industrial vibration, vibration in residential and public buildings [14] SN 2.2.4/2.1.8.562-96. Noise at workplace, in residential and public buildings, and in urban development areas.

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