Structure-Borne Noise and Vibration of Concrete Box Structure and Rail Viaduct

Ngai, K.W.; Ng, C.F.

doi:10.1006/jsvi.2001.4155

Cited by 70 publications

(28 citation statements)

References 9 publications

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“…Tests by Ngai and Ng [15,16] on a concrete box girder bridge in Hong Kong indicated that a train speed of 140 km/h resulted in noise and vibrations at frequencies of 20-157 Hz with resonance frequencies at 43 and 54 Hz. Those peaks of structure-borne noise were mainly caused by the resonance of the concrete box girder.…”

Section: Early Researchmentioning

confidence: 99%

Review of recent progress in studies on noise emanating from rail transit bridges

Yang

Chen

et al. 2016

J. Mod. Transport.

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In recent years, there has been rapid growth of Chinese rail transit networks. Many of these networks require elevated bridges. This results in a bridge-borne noise source, which occurs in addition to the main noise source (i.e., wheel-rail interactions). Bridge-borne noise is attracting increasing attention because of its low-frequency noise characteristics. This review paper first analyzes the space distribution, spectral characteristics, and sound pressure levels of noise radiated by all-concrete, steelconcrete composite, and all-steel bridges, mainly according to experimental studies. Second, this paper reviews existing theoretical prediction models of noise emanating from bridges: the semianalytical method, the Rayleigh integral method, the boundary element method, and statistical energy analysis. Several case studies are reviewed, and their results are discussed. Finally, according to the results of the current review, the main factors affecting bridgeborne noise are analyzed, several noise reduction measures are proposed for different types of bridges, and their effectiveness is demonstrated.

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Section: Early Researchmentioning

confidence: 99%

Review of recent progress in studies on noise emanating from rail transit bridges

Yang

Chen

et al. 2016

J. Mod. Transport.

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“…Grootenhuis [1] designed one of the first floating slabs for trains to reduce the dominant vibration resulting from the wheels passing over a rail support ranged 15-200 Hz; Ngai and Ng [2] concluded that the critical frequency range transmitted from a concrete rail viaduct is 20-160 Hz. Thus, the designed natural frequency of floating slabs used in trains should not be greater than 14 Hz.…”

Section: Introductionmentioning

confidence: 99%

The effects of floating slab bending resonances on the vibration isolation of rail viaduct

Chen

2009

Applied Acoustics

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“…The vibrations caused by train operation are transmitted from the rail to the track bed, tunnel wall, and surrounding rock. This influences the surrounding environment [2], especially in vibration-sensitive areas such as hospitals, schools, precision instrument laboratories, residential buildings, and ancient buildings [3].…”

Section: Introductionmentioning

confidence: 99%

Experimental Study on the Vibration Control Effect of Long Elastic Sleeper Track in Subways

Cai

Zhang

et al. 2018

Shock and Vibration

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The vibration effect of urban rail transit has gained attention from both academia and the industry sector. Long Elastic Sleeper Track (LEST) is a new structure for vibration reduction which has recently been designed and applied to Chinese subways. However, little research has been devoted to its vibration reduction effect. In this study, field tests were conducted during peak transit hours on Beijing Subway Line 15 to examine the vibration reduction effects of the common ballastless track and LEST on both straight and curved sections. The results demonstrate that although LEST increases the wheel-rail vertical forces, rail vertical displacements, and rail accelerations to some extent, these effects do not threaten subway operational safety, and vibrations of track bed and tunnel wall are positively mitigated. LEST has an obvious vibration reduction effect at frequencies above 40 Hz. In straight track, the vibration of bottom of the tunnel wall measured in one-third octave bands is reduced by 10.52 dB, while the vibration at point on the tunnel wall at 1.5 m height is reduced by 9.60 dB. For the curved track, the vibrations at those two points are reduced by 9.35 dB and 8.44 dB, respectively. This indicates that LEST reduces vibrations slightly more for the straight track than for the curved track.

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Structure-Borne Noise and Vibration of Concrete Box Structure and Rail Viaduct

Cited by 70 publications

References 9 publications

Review of recent progress in studies on noise emanating from rail transit bridges

Review of recent progress in studies on noise emanating from rail transit bridges

The effects of floating slab bending resonances on the vibration isolation of rail viaduct

Experimental Study on the Vibration Control Effect of Long Elastic Sleeper Track in Subways

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