High Speed Line between Ourense and Santiago (Spain) Design and engineering of vibration protection in the high speed line between Ourense and Santiago. The study included a measurement campaign along the over 70 km long alignment.
High Speed Line between Ourense and Santiago (Spain) Design and engineering of vibration protection in the high speed line between Ourense and Santiago. The study included a measurement campaign along the over 70 km long alignment
High Speed Line Madrid–Zaragoza–Barcelona–Frontera Francesa: connection tunnel between Sants and Sagrera in Barcelona (Spain). The project is in two phases: Phase 1: Study of 8 different track systems in the tunnel for the high speed line underground junction between Sants and La Sagrera station in Barcelona. Calculation of vibration levels inside buildings along the alignment. Special attention was paid on the Sagrada Familia which is very close to the alignment. The study included a measurement campaign of vibration propagation in buildings along the alignment around the Sagrada Familia. Transfer mobility in the ground close to the Sagrada Familia has also been measured. Phase 2: Control measurements of vibration levels in buildings along the alignment when the tunnel is built for model calibration. Two types of vehicle were used for the study: an Alstom S103 wagon and a Siemens 252 traction vehicle.
Gautrain project (South-Africa) D2S is in charge of the noise and vibration studies for this project, consisting of 80 km tracks consisting of underground sections, at-grade sections and elevated structures.
Istanbul, Marmaray project - CR1 (Turkey)
D2S is in charge of the noise and vibration studies for this project consisting of 64 km tracks from which 20 km at European side and 44 km at the Asian side. This study included a major noise and vibration measurement campaign in over 250 sites. In a second stage of this study, optimal protection is determined for sensitive areas and buildings, including noise screens and special measures for viaducts and stations.
Kuala Lumpur, Express Rail Link KL International Airport (Malaysia)
Control of ground borne noise and vibration levels in a number of sensitive areas, due to the passages of ERL and CRS trains, including the study of some specific zones verification of the vibration levels at the foot of the columns near the tracks at KL Sentral and control of the ground borne noise and vibration levels in the offices above the tracks at Putrajaya station.
Valencia (Spain)
Design and engineering of noise protection in the new high speed line Motilla del Palancar-Valencia and Benifaió-Valencia and vibration study in the line : Motilla del Palancar-Valencia. The major study included noise and vibration measurements and site surveys along the over 140 km long alignment.
Dubai, Al Safooh transit system (United Arab Emirates)
Al Safooh project consists of about 14 kilometres, to connect Mall of The Emirates to the Dubai Marina area. The transit system will be serving residential and commercial developments with 19 stations and will be connected to the Dubai Metro Red Line at 3 stations. It runs mainly at grade with about 3 km on a viaduct. Some sensitive buildings are located along the alignment. D2S is in charge of the noise and vibration study, including site survey, existing air borne noise and local vibration characteristics measurements in situ, noise and vibration numerical modelling and mitigation measures study, where required.
Tramline 1,2 and 3 in Palermo (Italy)
D2S is responsible for the ground borne noise and vibration study of the future tramlines. The lines will operate vehcles of the Bombardier Flexibilit Outlook series. The study includes the design of vibration mitigation measures.
Malaga-Cordoba New High Speed Train track (Spain)
A noise and vibration study for the new mixed traffic (high speed, regional and freight) train line in the southwest of the city centre of Malaga was performed. The aim of the study was to identify critical areas along the alignment (including tunnels and open cut tracks) and to define all mitigation measures required, at the track level, in order to avoid any noise and vibration annoyance in nearby buildings during exploitation.
Mexico City Metro Line 12 (Mexico)
By the end of 2007, Mexican Federal District government announced the construction of the new metro line: Line 12. Line 12 will run towards the south-eastern part of the city, with connections with Line 2, Line 3, Line 7 and Line 8. D2S performs engineering services with respect to the noise and vibration mitigation for this line passing directly underneath a large number of buildings. Additionally a detailled study of the viaduct was performed to optimize track stiffness. In collaboration with AYESA, D2S performs this work for the JV Alstom-ICA and Carso Infraestructura.
Barcelona (Spain)
Air borne noise study during construction of tunnel between Sants- Sagrera and evaluation of several mitigation measures with noise maps.
High speed track Madrid-Zaragoza-Barcelona/French frontier: noise and vibration study of the connection tunnel of Sants Sagrera (Spain).
This study involves the construction of a passage between Sants-Sagrera in the centre of Barcelona. The aim of the study is to define all mitigation measures required, at the track level, in order to avoid any noise and vibration annoyance in nearby buildings during exploitation. In the project air born noise and vibrations were considered for the open track sections, ground borne noise and vibrations for the tunnel sections.
Izmir metro 3rd phase Vibration study close to University station. (Turkey)
The aim of the study is to predict the ground borne vibration levels generated during metro operation of a new extension in a laboratory located in university building close to University station and to define mitigation measures, at the track level, in order to limit ground borne vibrations to a level compliant with a proper functioning of all laboratory equipments.
Manila, LRTA, Philippines, Line 1 North Extension (Philippines)
D2S is noise and vibration consultant (client side) for the new extension connecting the current Yellow line and Blue Line. The activities include preparation of the tender specifications with respect to the trackworks.
Paris, extension line T3 (France)
This vibration impact study was realised in the T3 tram line extension project to the East from Porte d’Ivry to Porte de la Chapelle. The tram type is Alstom Citadis 402 with 4 bogies.
Malaga, metro lines L1 & L2. (Spain)
This study describes the ground borne noise and vibration study of Metro Lines 1 & 2 in Malaga and the definition of all mitigation measures, at the track level, in order to avoid ground borne noise and vibration annoyances in nearby buildings.
A numerical prediction of the noise and vibrations is made in typical adjacent buildings based on the data which was made available including geotechnical data, tunnel sections, structural data on buildings/tunnels, rolling stock data and traffic data. Evaluation of the vibration and ground borne noise levels is done according to the Andalucian legislation and according to the additional requirements in the exploitation specifications and concession contract. An air borne noise study was performed for one section at grade.
Taipei, extension of the Mucha line
Noise and vibration control of the environment; acoustic design of stations.
Vibration study of the freight line project Lyon-Turin between Lyon St Exupéry and Montmélian (France).
The vibration levels in the buildings in the immediate surroundings of the future tracks were estimated using highly conservative assumptions in order to determine the zones where more detailed studies were needed. This study included vibration measurements at grade and inside some buildings close to the existing lines, vibration propagation measurements through the different types of soil and numerical procedures for extrapolation of the measurement results to the future line. The estimated vibration levels have been summarised in colored maps.
Noise and vibration impact study of a projected 10 km long tunnel for trains running at 160 and 230 km/h between Paris East Station and Charles de Gaulle International Airport.(France)
Paris, Extension of tram line 1, Bobigny.(France)
This project involved a vibration analysis of the extension of the tram line 1 to Noisy-le-Sec (3 km). A rail fastening system was selected to minimize the vibration levels and the structure borne noise levels in the buildings along the alignment.
Jérusalem Mass Transit System (Israel)
Noise and Vibration study along the whole alignment, including in situ measurements and extensive numerical modellings.
Bordeaux(France), New Tramway. (France)
A noise and vibration study was carried out for a new tram line in the city of Bordeaux with buildings close to the track center.Several rail fixation systems were compared for their vibration isolation behavior.A rail fastening system on concrete slab was selected for its overall performance good vibration isolation characteristics, low price, low maintenance and long term stability.
Bangkok – MRTA Blue Line.(Thaïland)
Ground borne noise and vibration study along the line, taking into account different rail fixation types.Detailed studies inside and outside stations equipped with special trackworks.
Caen (France). Noise and vibration (including ground borne noise) study of the GLT (Guided Light Transport) for both road & rail vehicle. This study ran from the pre-project phase until the verification measurements in exploitation.
CTRL (Channel Tunnel Rail Link) – section 1.(UK)
Assistance to Spie for all vibration issues related to the track numerical simulations following a methodology imposed by the final customer, determination of required track stiffnesse's in order to comply with criteria imposed by the final customer, technical support for lab tests of the track components.
Tram Train of Mulhouse (France).
Definition of the required vibration mitigation characteristics of the tracks along the entire alignment in order to comply with the specific vibration criteria of this project.
Sogelerg
Athens, Metro lines 2 and 3.(Greece),
A complete noise and vibration impact study was made for two new metro lines. The new lines are constructed in a tunnel in non homogeneous soil and under a large number of sensitive historical buildings. This study involved the determination of the appropriate rail fixation on a concrete trackbed. Noise and vibration calculations were carried out for buildings along both lines, using modelling procedures which involve finite element analysis. The twin block system with rubber boots and undersleeper pads with a specific dynamic stiffness was selected as an appropriate system to isolate vibrations and ground borne noise. This study showed a.o. that it was not necessary to install expensive floating slabs. The noise and vibration levels in the environment were predicted with high accuracy as was confirmed with verification measurements in the Concert Hall building.
Athens, extension of metro lines 2 and 3.(Greece),
10 years after previous study (see above), similar study for new extensions of both metro lines, with a detailed study of special trackwork.
Semurval, Saint-Saulve
Valenciennes New Tramway. (France)
A noise and vibration impact study was carried out for a new tram line in the middle of an old city, with buildings at less than 4 m from the track center. Several rail fixation systems were compared for their vibration isolation behavior. A specific rail fastening system on concrete slab was selected for its overall performance good vibration isolation characteristics, low price, low maintenance and long term stability.
Cegelec
Istanbul, new metro line. (Turkey) This project involved a vibration analysis of the metro network. A verification with the selected rail fastening system was carried out in order to ensure compliance with the criteria of the vibration levels and the structure borne noise in the buildings.
“Erasme” extension of the Brussels metro.( Belgium)
This comprehensive noise and vibration study for this partly at grade extension included the selection of the rail fixation system to limit transmission of ground borne noise and vibrations into the adjacent buildings. This was the first application of direct rail fixation on concrete for the Brussels metro. The characteristics of the rail fixation as well as the areas requiring floating slab were determined.
Antwerp(Belgium).
The extension of the tram line to Zwijndrecht (Antwerp) includes new tram tracks embedded in the narrow streets. The noise and vibration study included the determination of the noise and vibration sources and the propagation of the corresponding noise and vibrations to the buildings. Control measures were designed in order to minimize the increase in noise and vibrations of the new situation compared with the initial situation. These control measures include acoustic barriers and special rail fasteners on concrete.
Fc Costa del Sol-Marbella (Spain)
The scope of this report is the ground borne noise and vibration study of the tunnel section of FC Costa del Sol in Marbella. Two tunnel sections will be studied in detail: a rather superficial station section longitudinally centred in the avenue, a deeper tunnel section, but located under nearby building foundations. The considered track system is LVT for both sections. An important remark is that the tunnel is embedded in the water table.
New tramline, Edinburgh (UK)
In an initial phase of the project, a specific ground borne noise and vibration study was performed for three sensitive buildings along the alignment: the Playhouse Theatre, St John's Church and the Royal Scottish Academy. A specific measurement campaign was set up in these buildings to make an accurate prediction and track design. The rolling stock in this project is supplied by CAF.
Due to the high quality of the work delivered by D2S, Siemens extended the scope of work: the ground borne noise and vibration study was extended to the whole alignment between Haymarket and the Harbour Area.
Renewal of embedded tram tracks along Brusselsesteenweg, Gent (Belgium)
The noise and vibration study was composed of the analysis of the existing noise and vibration levels from tram passages, the prediction of the future noise and vibration levels, the design of a floating slab system in the narrow part of the Brusselsesteenweg (between Keizerspoort and Hoveniersstraat) in order to reduce the vibrations to acceptable levels.
Caudete-Alicante (Spain)
Design and engineering of noise protection and vibration study in the new high speed line between Caudete and Alicante. The major study included noise and vibration measurements and site surveys along the over 70 km long alignment.
Metro of Malaga (Spain).
Comparison of the benefits of two different vibration mitigating track types. The vibration levels in 8 buildings along two future metro lines were predicted by means of numerical modeling. The conclusions formed the basis of the decision on the selection of the solution that had to meet the local Andalusian environmental regulations.
The aim of the project QCITY is to develop an integrated technology infrastructure for the efficient control of road and rail ambient noise by considering the attenuation of noise creation at source at both vehicle/infrastructure levels. The activity will support European noise policy to eliminate harmful effects of noise exposure and decrease levels of transport noise creation, especially in urban areas, deriving solutions that will ensure compliance with the constraints of legislative limits. A major objective is to provide municipalities with tools to establish noise maps and actions plans (Directive 2002/49/EC) and to provide them with a broad range of validated technical solutions for the specific hot-spot problems they encounter in their specific city. This project is co-funded by the European Commission.
Squeal Noise Project. This involved the project leadership of a project which aimed at predicting and solving the problem of squeal noise generated by tram and metro in tight curves.This project is co-funded by the European Commission.
CORRUGATION Project. D2S was the coordinator of this European research project, the objective of which was to acquire a deep understanding of rail corrugation phenomena, especially in urban transports.This project is co-funded by the European Commission.
TURNOUTS Project. D2S was the coordinator of this European research project, the objective of which was to optimise special trackwork, especially in urban transports.This project is co-funded by the European Commission.
URBAN TRACK Project. D2S is the coordinator of this European research project, the objective of which is to deliver an integrated series of modular track infrastructure solutions at low cost, with no or little maintenance, high availability, constant comfort and ensuring great punctuality, all this in an environmentally friendly manner.This project is co-funded by the European Commission.
Paris, vibration maps of the metro. Structure borne vibration maps for the metro of Paris. These analyses were based on the results of extensive noise and vibration measurements in the environment and in buildings. This study shows that there is a good correlation between the calculations and the measurements.
Paris, dynamic behavior of aging ballast This study involved the measurement of the tunnel wall vibrations in different sections of the Paris Metro with ballast of different ages and with all the other parameters (a. o. rolling material) identical or similar. The dynamic characteristics of the different tunnel sections were also measured. It also required the creation of mathematical models to describe the dynamic behavior of the ballast in the tunnel environment. This study resulted in conclusions on how the dynamic stiffness of ballast changes with time and how this affects the vibration isolation behavior of the ballast.
Paris, dynamic behavior of wooden and concrete sleepers.
This study involved the measurement of airborne noise and soil vibrations on RER line A in two different sections (one with wooden sleepers, one with concrete sleepers). The dynamic characteristics of the track and of the soil were measured. The rail displacements, sleeper displacements and soil pressure during train passage were measured. Mathematical models were tuned to these measurement results. This study resulted in conclusions on how different wooden and concrete sleepers are in terms of noise emission and vibration isolation.
Brussels, Extension ERASME.
Electro-acoustic study of three metro stations Optimisation of the public address system in order to obtain a good speech intelligibility. This study also enabled to draw more general conclusions about the absorbing surface to bring into such type of station in order to reach a good acoustic quality.
Brussels noise maps.
Complete airborne noise maps were computed based on SRM I for the public transport systems in Brussels (tram, metro, train, bus).
Rotterdam, The Netherlands
Evaluation of rail roughness levels with respect to acoustical grinding and polishing of the rails.
Variante ferroviaria Las Palmas de Castellon – Oropesa del Mar (Spain)
The purpose of this project was to study the vibration and acoustical performances of different slab track systems for a high speed train compared to a standard ballasted track. The vibration study has been performed by carrying out Finite Element calculation of the tracks under a harmonic loading. The acoustical study has been carried out with D2S's home-developed rolling noise calculation software: WR Noise
Pueblo, CO (USA). Transmission loss measurements on 5 track systems
Istanbul, Marmaray - CR1. D2S is in charge of the noise and vibration studies for this project consisting of 64 km tracks from which 20 km at European side and 44 km at the Asian side. This study included a major noise and vibration measurement campaign in over 250 sites. In a second stage of this study, optimal protection is determined for sensitive areas and buildings, including noise screens and special measures for viaducts and stations.
Istanbul, Marmaray Bosphorus Crossing project. D2S is in charge of the noise and vibration design of the tracks for this project, consisting of 14 km tracks for passenger and freight trains, from which approximately 12 km of double track tunnels and underground stations passing in close vicinity of highly sensitive old historical walls and mosques.
Istanbul, tramway of Eskisehir. General review of trackwork design with emphasis on vibration mitigation and drainage.
NYCTA
New York – Fastener design. NYCTA wanted to reduce ground borne vibrations by 35 % and airborne noise by 10 %. They had determined that this required a fastener that was 35 % less stiff than their current fasteners (19 kN/mm). The fastener had to be a single unit for easy field installation that integrated their A-type rail plate and could only raise the top of rail by 28.5 mm. All this meant there was very little room to work with. The vibration damping material gives the fastener a very low stiffness of 12 kN/mm which would result in very large displacements. To combat this and provide a stable track, the plates are pre-loaded so that the material still operates in its linear elastic range, but the additional vertical displacement during passage is minimized. The fastener went through 3 million cycles of vertical and lateral fatigue testing and is installed on an elevated structure and in a tunnel.
Metro de Malaga (Spain). Comparison of vibration levels generated inside nearby buildings along two future metro lines for two different track fixation systems, based on numerical simulation of 8 sites located in the alignment. Comparison was carried out according to the local regulation.
Paris, Cogédim Zone EOLE. SNCF planned the construction of a new RER line (commuter rail) through the Cogédim room which is integrated in the foundations of an office building. The study, which included the prediction of ground borne noise and vibrations, produced a floating slab design for this location as well as for the connecting zone where a crossover is installed on wooden sleepers with rubber boots in the concrete slab. This floating slab is the largest in Europe.
Paris, RER Line D, crossovers. Two existing crossovers were installed on concrete beams on elastomeric under sleeper pads in rubber boots embedded in a concrete slab. A reduction in vibration and ground borne noise had to be achieved. Since the installation on floating slab had become practically impossible, a creative solution with damped vibration absorbers installed on the tunnel invert was implemented.
Paris, RER tunnel Les Halles – Gare du Nord. This is a concrete tunnel with heavy traffic and heavy axle loads. The existing Stedef track (twin block sleepers with rubber boot in concrete trackbed) was upgraded by introducing in the boots new vibration damping pads with alternating stiffness (DS-ISO-RAIL). The result is improved vibration isolation (gain of 3 to 5 dB) and better track stability (reduced static rail deflection).
Paris, paved track design for tramways. This study implied the development of a non expensive, stable rail fixation system for tramways which does not interact with the street pavement and which is performant in terms of vibration isolation. The design was successfully tested on the tramline at Bobigny.
Paris, rail fixation system for ballasted track. This study implied the development of a rail fixation system on the wooden sleepers (embedded in ballast) in order to increase the vibration isolation performance of the ballasted metro track.
The GLT is a guided light transport system with one central rail for guidance a rail fixation system on concrete has been designed.
Tramway of Bordeaux (France). Design and control of floating slabs and slabs on piles in highly sensitive areas.
Olympic Metro
Athens (Greece). Design and feasibility study of a floating slab for the metro passing under the New Acropolis Museum.
Attiko Metro
Athens (Greece). Conceptual design of floating slabs for the crossovers of extensions of lines 2 and 3. Our mission also includes the follow-up during construction and the performance evaluation.
(SNCB)
Brussels Midi Station, HST. The aim was to obtain low noise levels (Lmax < 60 dB(A)) in the station hall (steel frame structure) during train passage. A detailed noise and vibration analysis of the station was performed. The study called for a track fixation system that significantly reduces the effects of ground borne noise. The design consists of a standard twin-block sleeper (as in ballasted track) on a resilient undersleeper pad in rubber boots. The boot design eliminates lateral friction between the surfaces of the sleeper blocks and the boots. The installed system produces excellent results and meets all requirements.
(SNCB)
Leopold Railway Station Brussels. New trackwork was to be installed in this station which is adjacent to the offices of the European Community. Since SNCB opted for ballasted tracks, a solution was designed with floating slabs (concrete U-shaped slabs on an elastomer mat) which were filled with ballast (4 tracks). The preparatory work included the computation of the first resonance frequencies of the complete system, the computation of the resonance frequencies of the wheel/rail/ballast system and the prediction of the vibration mitigation. Assistance was provided during the execution of the works. The system performs as designed.
Brussels, Erasme metro extension – floating slabs for the crossovers. Design, follow-up during construction, performance measurements and evaluation.
Brussels, tunnel of Laeken. A new tramway tunnel was to be built under TV studios. Initially a floating slab was envisioned to protect the studio. The study which included on site analysis, including vibration impact tests in the tunnel, resulted in the design of double elastic rail fasteners (elastomer between rail and base plate and between base plate and concrete) on a concrete trackbed. These fasteners produce a very low wheel/rail first resonance frequency (and hence very good vibration isolation characteristics), combined with a low static rail displacement (through compression springs which generate a pre-load on the base plate) and hence good track stability.Vibration levels from rail operations can not be measured in the studio. This excellent result was obtained at a fraction of the anticipated cost.
Caldic
Namur (Belgium) new HST Station. The tracks had to be isolated from the rest of the concrete structure in order to prevent vibration transmission. D2S designed an affordable floating track (ballasted track) which performs as requested.
Brussels tram. A direct rail fixation on concrete slab was designed. The selected system shows a good overall vibration isolation performance with a minimal rail deflection vibration levels are below the limit of 100 µm/s in the buildings and the rail displacement is always below 0.8 mm. The fixation system is simple (one base plate with one rail pad), non expensive and easy to install. Furthermore the rail is completely disconnected from the street pavement, so no degradation of the street/rail interface occurs. This latter problem is a major drawback for most existing embedded rail systems.
Antwerp (Belgium) Premetro A single elastic rail fixation system (DS-ISO-RAIL) on a concrete slab was designed for all tunnels of the premetro system (about 10 km of tracks). The first tracks were installed before 1980. The latest section of 3 km was inaugurated in 1996. The system shows a perfect behavior in terms of vibration isolation (not one complaint was received) and in terms of track maintenance. A similar rail fixation system was also installed on a 1 km tram track (Blancefloerlaan) outside the tunnels in order to verify the energy reduction of the system in comparison with a classical fastening system (project for the EC in 1988) a 5 % reduction in energy consumption was measured in favor of the DS-ISO-RAIL system.
Phoenix
Zaventem (Belgium) New HST Station A study to determine the dynamic stiffness of the undersleeper pads (monobloc sleepers in concrete trackbed) was required to ensure correct vibration isolation from the track to the environment (Diamond Hall in airport building/Sheraton Hotel). The required acoustic absorption in the station hall was also determined in order to get an acceptable acoustic environment.
Eurotunnel
Channel Tunnel Trackwork D2S was consultant to Eurotunnel for the evaluation of the different proposals from the contractor for the direct rail fixation system and contributed to the section of the specifications for the trackwork related to the dynamic characteristics. D2S assisted with the testing of the dynamic characteristics of the selected system twin blocks with rubber boots without sleeper bar.
Caen. Optimisation of the GLT (Guided Light Transport) for use on the road and rail. Minimisation of radiated noise. Study of the interior and exterior noise levels.
GLT (ANF/BN).
Optimisation of the GLT (Guided Light Transport) for use on the road and rail. Minimisation of radiated noise. Study of the interior and exterior noise levels. Comparison with other similar vehicles.
Bruges (Belgium). Acoustic study of a new generation of railway vehicles I11/AM96 – study of interior and exterior noise.
Rotterdam, extension of a metro line, complete acoustic design of the vehicle. Interior and exterior noise levels, control of exterior noise levels with screens, study of the reverberation in stations.
Jonckheere
Belgium, optimisation of noise and vibration levels in a new type of public transport bus.
Noise and vibration study of this mixed elevated structure, consisting of prefabricated concrete beam and steel parts, in order to limit to allowable values the noise radiated in the environment during tramway passages at a maximum speed of 50 km/h.
Jerusalem, Calatrava bridge.
Noise and vibration study of this steel bridge built on concrete supports, above which will be a hanging steel structure supported by steel cables connected to a narrow tower 104 meters high, in order to limit to allowable values the noise radiated in the environment during tramway passages.
GavignotBridge.
Analysis of the noise radiated by this bridge into the environment and design of solutions aimed at reducing this noise. This study included finite element modelling of the bridge, an updating of this model based on experimental modal analysis of the bridge, the computation of the acoustic radiation of this updated model and a comparison with acoustic spectra measured in the environment of the bridge. The updated numerical models have been used to evaluate the impact on the acoustic radiation of the bridge of some structural modifications of the bridge.
Paris, North Viaducts on Metro line 2.
This project involved a dynamic analysis of the viaducts and the design of a new direct track fixation system on the steel structure in view of reducing the emitted noise. The analysis included dynamic finite element models, experimental modal analysis, measured (existing) and predictive noise maps. The newly designed track system (ballastless) was installed and resulted in a noise reduction of more than 4 dB(A).
Paris, Bridge of Pecq on RER line A1.
This study was very similar to the one described above, except for the higher speed and higher axle loads. The existing direct track fixation system was modified to reduce the emitted noise.
Paris, bridges on tram line 2, Sèvres and Suresnes.
This project involved a dynamic analysis of the bridges and the design of a new direct track fixation system on the steel structure aimed at reducing the emitted noise. The analysis included dynamic finite element models, experimental modal analysis of the bridges, measured (existing) and predictive noise maps in their environment.
Paris, Austerlitz Viaduct on Metro line 5.
This study required the determination of the dynamic behavior of this steel viaduct in order to reduce the emitted noise (ballasted track). This study implied an experimental modal analysis of the viaduct and a finite element calculation of its dynamic behavior. Noise simulation studies were carried out in order to simulate the emitted noise as a function of the track type. A very flexible ballast mat was designed and installed and this resulted in a noise reduction of some 5 dB(A).
Mulhouse (France).
Study of the track type to be used on two prestressed concrete bridges in order to avoid any coincidence between resonance frequencies of the track and the bridges. These studies included finite element modelling of the bridges, updating of these numerical models based on measured dynamic behavior of the bridges and definition of the optimal track stiffnesses based on those results.
(SNCB)
Viaduct of Antoing (Belgium), HST.
Dynamic computations of this long concrete viaduct were made for SNCB in order to demonstrate a dynamic design methodology. Following analyses were made dynamic behavior of the viaduct (calculation of dynamic characteristics, computation of dynamic forces and of the vibration levels of the viaduct), vibrations in the HST cars during passage over the viaduct, noise emission of the viaduct. Noise and vibration measurements during the first trial runs with the HST at high speed showed the great precision of the computation procedure. The proposed methodology is adopted by SNCB for computing the dynamic behavior of similar structures.
(SNCB)
Visé (Belgium).
A complete static and dynamic analysis of this old existing steel bridge was done measurements and computations. A special track system was designed (direct fixation on steel) in order to minimize the forces going into the bridge structure. In this way the life time of the bridge was increased with more than 50 years and the heavy axle freight trains are now able to pass at 80 km/h (instead of 10 km/h before the installation of the new track). The special track system also reduces the emitted noise in comparison with a classical direct fixation system with more than 3 dB(A).
(SNCB)
Brussels, GanshorenBridge.
Study of the noise radiated by this steel frame bridge located in a residential area and design of solutions in order to reduce the nuisance into nearby buildings.
Manila, Philippines, Line 1 & Line 2
Study to opmtise track and viaduct conditions and determine maintenance strategies.
LCCA
Tongeren (Belgium), Bus depot, case study for Life Cycle Cost Analisis
The target was to deliver, in a common effort with De Lijn a LCC model for a Bus Depot and to perform LCC calculations, which should give indications about the influence of important project parameters on the total life cycle cost. The final aim of De Lijn is to use the obtained results to introduce more standardised parameters (elements, concepts) into the design.
Manila (Philipines), Elevated Rail Infrastructure, LCCA of the track systems
A life cycle cost analysis of the track systems of Metro Line 1, 2 and Metro Line 1 North Extension in Manila, Philippines, is performed. The objective of this study was to compare the investment costs, maintenance costs and renewal costs of three different track systems used by the LRTA in Manila for their elevated tracks. A normal maintenance program for the three different systems is assumed. The final LCC result of each track system is the total cost over a period of 60 years for a certain track length.
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