RAIL TRANSIT NOISE AND VIBRATION

DAVID A. TOWERS, P.E.

PRINCIPAL ENGINEER HARRIS MILLER MILLER & HANSON INC.

Outline of Rail Transit Noise and Vibration Topics

Descriptors Sources Criteria Assessment Mitigation

Noise

How do we describe noise?

Amplitude (loudness) Frequency (pitch) Time pattern

Descriptors of Transportation Noise

A-Weighted Sound Level, dBA

Instantaneous sound level Used to characterize specific events, e.g., train horn

Maximum Sound Level, Lmax

Equivalent Sound Level, Leq

Average noise over a period of time Found to be a good indicator of community response to different types of noise

Day-Night Sound Level, Ldn (DNL for airports)

The most common measure of noise climate

A-Weighted Sound Level (dBA)

Basic unit for environmental noise Decibel: accounts for intensity A-weighting: accounts for frequencies Changes in A-Weighted Sound Level:

<1 Decibel imperceptible change 3 Decibels barely noticeable change 5 Decibels significant change 10 Decibels subjective doubling or halving of loudness

Combining Decibels

Descriptors of Transportation Noise

A-Weighted Sound Level, dBA

Instantaneous sound level Used to characterize specific events, e.g., train horn

Maximum Noise Level, Lmax

Equivalent Sound Level, Leq

Average noise over a period of time Found to be a good indicator of community response to different types of noise

Day-Night Sound Level, Ldn (DNL for airports)

The most common measure of noise climate

Maximum Noise Level (Lmax)

Single-event noise descriptor Commonly used in transit vehicle noise specifications Definition:

Typical A-Weighted Maximum Sound Levels

Descriptors of Transportation Noise

A-Weighted Sound Level, dBA

Instantaneous sound level Used to characterize specific events, e.g., train horn

Maximum Noise Level, Lmax

Equivalent Sound Level, Leq

Average noise over a period of time Found to be a good indicator of community response to different types of noise

Day-Night Sound Level, Ldn (DNL for airports)

The most common measure of noise climate

Equivalent Sound Level (Leq)

Cumulative noise exposure descriptor Energy-average noise level represents noise dose equivalent to fluctuating noise over time interval Definition:

Typically evaluated over 1-hour interval for transit projects Can be computed for a series of transit events

Descriptors of Transportation Noise

A-Weighted Sound Level, dBA

Instantaneous sound level Used to characterize specific events, e.g., train horn

Maximum Noise Level, Lmax

Equivalent Sound Level, Leq

Average noise over a period of time Found to be a good indicator of community response to different types of noise

Day-Night Sound Level, Ldn (DNL for airports)

The most common measure of noise climate

Day-Night Sound Level (Ldn)

Descriptor for cumulative 24-hour exposure Defined as 24-hour Leq with 10 decibel nighttime penalty (10 P.M. to 7 A.M.) Correlates well with residential annoyance Adopted by Federal Agencies: EPA, HUD, FAA, FTA, FRA Can be computed from hourly Leqs

Calculation of Ldn

Typical Ldns

Overview: Descriptors of Transportation Noise

A-Weighted Sound Level, dBA

Instantaneous sound level Highest noise level from an event Average noise over a period of time The measure of noise climate

Maximum Noise Level, Lmax

Equivalent Sound Level, Leq

Day-Night Sound Level, Ldn

Typical Rail Transit Noise Sources

Line Segments Train horns, whistles & bells Vehicle electric motors and auxiliary equipment Diesel engine noise Wheel/Rail Noise
Rolling Impacts Wheel Squeal

Transit Stations Buses & cars (moving/idling) PA systems Maintenance Facilities Idling vehicles
Prime Mover Engine Auxiliaries

Grade crossing bells Maintenance

Horns, whistles & bells Train movements Vehicle maintenance and testing PA systems

Types of Wheel/Rail Noise

Rolling Noise

Interaction of steel wheels rolling on steel rails Source of most environmental impact Wheel impacts at joint gaps Wheel impacts at crossovers and turnouts

Impact Noise

Squeal Noise
Although a localized source, often a major source of noise complaints Generally only caused on short radius curves

Rolling Noise: Smooth vs. Rough Wheels

Rough Wheels Smooth Wheels

Rolling Noise: Rail Roughness - Corrugations

Sources of Impact Noise

Wheel Flats

Rail Joints

Crossover Frog

Wheel Squeal Generation

Grade Crossing Noise Sources

Train Horns (FRA rules) Warning Bells Idling Traffic

Typical Noise vs. Speed

Regulations, Standards and Guidelines Applied to Railroad and Transit Projects

EPA RR Noise Emission Standards FRA RR Noise Emission Compliance Regulations FRA RR Horn Use Rule Surface Transportation Board (STB) Procedures Local Regulations

US Department of Transportation FRA

FTA

FRA Horn Use Rule

49 CFR Parts 222 and 229

Use of Locomotive Horns at Highway-Rail Grade Crossings: Final Rule

Regulates horn noise emission levels Noise limits on horns, 31m (100 ft) in front of locomotive

Maximum 110 dBA; Minimum 96 dBA Front- or low-mounted horns

Measured at 1.2 m (4 ft) above ground level

Mid-cab horns
Measured at 4.5 m (15 ft) above ground level

FTA Environmental Noise Guidelines

Federal Transit Administration, Transit Noise and Vibration Impact Assessment, FTA-VA-90-1003-06, May 2006

Land Use Categories and Metrics for FTA Noise Impact Criteria (May 2006)
Land Use Category Noise Metric (dBA) Description of Land Use Category Tracts of land where quiet is an essential element in their intended purpose. This category includes lands set aside for serenity and quiet, and such land uses as outdoor amphitheaters and concert pavilions, as well as National Historic Landmarks with significant outdoor use. Also included are recording studios and concert halls. Residences and buildings where people normally sleep. This category includes homes, hospitals and hotels where a nighttime sensitivity to noise is assumed to be of utmost importance. Institutional land uses with primarily daytime and evening use. This category includes schools, libraries, theaters, and churches where it is important to avoid interference with such activities as speech, meditation and concentration on reading material. Places for meditation or study associated with cemeteries, monuments, museums, campgrounds and recreational facilities can also be considered to be in this category. Certain historical sites and parks are also included.

Outdoor Leq(h)*

Outdoor Ldn

Outdoor Leq(h)*

Leq for the noisiest hour of transit-related activity during hours of noise sensitivity.

FTA Environmental Noise Impact Criteria

New noise caused by project compared to existing noise

FTA Noise Impact Criteria Increase in total noise exposure caused by project

FTA Noise Criteria Impact Levels

Severe Impact: A significant percentage of population will be highly annoyed. Noise mitigation will normally be specified unless there are truly extenuation circumstances that prevent it. Moderate Impact: The change in cumulative noise level will be noticeable, but may not be sufficient to cause strong adverse community reaction. In this transitional area, other project-specific factors must be considered to determine the magnitude of the impact and the need for mitigation. Such factors include the following:
The existing noise level The predicted level of increase over existing noise levels The types and numbers of noise-sensitive land uses affected The noise sensitivity of the properties The effectiveness of the mitigation measures Community views The cost of mitigating noise to more acceptable levels

Noise Impact Assessment Procedure

Measure/Predict Existing Noise Levels Predict Project Noise Levels Compare Project and Existing Noise Levels Determine Level of Impact Using FTA Criteria

Long-Term (24-hour) Ambient Noise Monitoring

Short-Term (1-hour) Ambient Noise Monitoring

Noise Prediction

Noise Exposure vs. Distance

Noise Mitigation Measures

Vehicle Skirts Houston METRO LRT

Vehicle Skirts KCRC (Hong Kong)

Vehicle Skirt with Sound Absorption (KCRC)

Undercar Sound Absorption (KCRC)

Maintenance for Minimum Noise

Rolling noise Keep wheel and rail surfaces smooth Prevent the occurrence of rail or wheel corrugations Treat before corrugations grow Impact noise Use continuously welded rail Align joint and frog surfaces to minimize impacts Adjust frog surfaces to make for smooth load transfer between different load bearing surfaces Squeal noise Lubricate wheels and/or rails Optimize track and wheel profiles to minimize flanging and riding on restraining rail Install resilient or damped wheels

Sound Wall (train side)

Sound Wall (residence side)

Absorptive Sound Walls

Crossover/Turnout Mitigation Options

Horn Noise Mitigation Options

Limiting the Lmax of train horns Changing the location of train horns Changing the horn blowing practice Changing the directivity of train horns Establishing Quiet Zones Wayside Horns

Requirements for Creating Quiet Zones

All crossings must have automatic warning devices with both flashing lights and gates Safety improvements are required to compensate for the loss of the train horn as a warning device, or to at least reduce the average risk to below the Nationwide Significant Risk Threshold (NSRT) Supplementary Safety Measures (SSMs) approved for use include:

Temporary (i.e. nighttime) closure of grade crossing Four-quadrant gate systems Gates with medians or traffic separators Conversion of a two-way street into a one-way street with gates

Wayside Horns
Alternative to locomotive-mounted horns Mounted at the crossing, and focus noise toward approaching vehicles and nearby pedestrians Limit the amount of noise exposure for noise-sensitive receptors adjacent to the tracks in the vicinity of crossings

Grade Crossing with Wayside Horn System

Wayside Horn Verification Signal

Wayside vs. Locomotive Horn Noise Levels (at 100 feet from both Track and Roadway)
110

100

Sound Level (dBA)

90

80

70

60

50 Tim e (s) Wayside Horn Locomotive Horn

Locomotive Horn Noise Contours

Wayside Horn Noise Contours

Horn Noise Difference (Locomotive Wayside)

Ground-Borne Vibration

Propagation of Ground-Borne Vibration into Buildings

Descriptors of Rail Vibration

For Vibration Damage:

Peak Particle Velocity, PPV (in./sec)

For Vibration Annoyance:

Root Mean Square (rms) Vibration Velocity Level Expressed in Vibration Decibels (VdB) re 1 micro-inch/sec.

Typical Levels of Ground-Borne Vibration

Factors That Affect Ground-Borne Vibration and Noise

Source Vehicle suspension Wheel type and condition Track/roadways surface Track support system Speed Transit structure Depth of vibration source Path Soil type Rock layers Soil layering Depth of water table Frost depth Receiver Foundation type Building construction Interior acoustical absorption Location in building Position of receiver in room

Vehicle Suspension Dynamics

Vibrations Caused by Wheel Defects

Vibration Caused by Track Discontinuities

Ground-Borne Vibration and Noise Impact Criteria for General Assessments (FTA)
Land Use Category GBV Impact Levels (VdB re 1 micro-inch /sec)
Frequent Events1 Occasional Events2 Infrequent Events3

GBN Impact Levels (dB re 20 micro Pascals)

Frequent Events
1

Occasional Events2

Infrequent Events3

Category 1: Buildings where vibrations would interfere with interior operations. Category 2: Residences and buildings where people normally sleep. Category 3: Institutional land uses with primarily daytime use. Notes:
1. 2. 3. 4.

65 VdB4

65 VdB4

65 VdB4

N/A4

N/A4

N/A4

72 VdB

75 VdB

80 VdB

35 dBA

38 dBA

43 dBA

75 VdB

78 VdB

83 VdB

40 dBA

43 dBA

48 dBA

5.

"Frequent Events" is defined as more than 70 vibration events of the same source per day. Most rapid transit projects fall into this category. Occasional Events is defined as between 30 and 70 vibration events of the same source per day. Most commuter trunk lines have this many operations. "Infrequent Events" is defined as fewer than 30 vibration events of the same kind per day. This category includes most commuter rail systems This criterion limit is based on levels that are acceptable for most moderately sensitive equipment such as optical microscopes. Vibration sensitive manufacturing or research will require detailed evaluation to define the acceptable vibration levels. Ensuring lower vibration levels in a building often requires special design of the HVAC systems and stiffened floors. Vibration-sensitive equipment is generally not sensitive to ground-borne noise.

Ground-Borne Vibration and Noise Impact Criteria for Special Buildings in General Assessments (FTA)

Ground-Borne Vibration Impact Levels (VdB re 1 micro-inch/sec) Type of Building or Room Frequent Events
1

Ground-Borne Noise Impact Levels (dB re 20 micro-Pascals) Occasional or Infrequent

2

Occasional or Infrequent2 Events

65 VdB 65 VdB 65 VdB 80 VdB 80 VdB

Frequent1 Events

Events
25 dBA 25 dBA 25 dBA 30 dBA 35 dBA 25 dBA 25 dBA 25 dBA 38 dBA 43 dBA

Concert Halls TV Studios Recording Studios Auditoriums Theaters

65 VdB 65 VdB 65 VdB 72 VdB 72 VdB

Notes:
1."Frequent Events" is defined as more than 70 vibration events per day. Most rapid transit projects fall into this category. 2."Occasional or Infrequent Events" is defined as fewer than 70 vibration events per day. This category includes most commuter rail systems. 3.If the building will rarely be occupied when the trains are operating, there is no need to consider impact. As an example, consider locating a commuter rail line next to a concert hall. If no commuter trains will operate after 7 pm, it should be rare that the trains interfere with the use of the hall.

New GBV Criteria for Detailed Analysis (FTA)

Prediction of Ground-Borne Vibration

Test Configuration for Measuring Ground-Borne Vibration Propagation

Ground-Borne Vibration Propagation Testing at TTC

Ground-Borne Vibration Mitigation Measures

Maintenance Special track work Vehicle specifications Track support systems Resilient track fasteners Ballast mats Resiliently supported ties Floating slabs Building modifications Trenches Operational changes Buffer zones

Vibration Mitigation: Resilient Track Fasteners

Vibration Mitigation: Ballast Mats

Vibration Mitigation: Resilient Supported Ties (LVT)

Vibration Mitigation: Floating Slabs

Crossover/Turnout Mitigation Options

Cost for Vibration Mitigation (installed in Year 2000)

Treatment
Standard DF track Resilient rail fasteners Premium resilient.. Booted track Track on ballast & concrete tie .with ballast mat LVT track Track on floating slab

Approximate Cost per Track Foot (mid-range $)

$200 $230 $260 $250 $145 $230 $400 $600

Finally, what to do when mitigation is impractical!