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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>Entering the Real Operation Phase: Design, Construction and Benefit Verification of Freight Wheel Noise Absorber</title>
      <link>https://trid.trb.org/View/1975660</link>
      <description><![CDATA[Until today, freight train noise is the main annoying railway noise in many places around the world. Numerous approaches were started in the past to establish mitigation measures. An integrated system of a silent wheel design with additional vibration absorbers has been established. Different tests have proven the noise level LAeq,Tp (according ISO 3095) is reduced by about 4 dB. Also, the homologation according TSI Wagon was confirmed, enabling a European wide operation. Practical barriers for the implementation are now the missing motivation for freight wagon owners to improve their fleets’ noise below TSI Noise limits. This paper introduces technical data and background as well as thoughts on the implementation and current system constraints.]]></description>
      <pubDate>Thu, 23 Mar 2023 10:20:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1975660</guid>
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    <item>
      <title>Rail Roughness Evolution on a Curved Track and Its Impact on Induced Structure Borne Vibration</title>
      <link>https://trid.trb.org/View/1975617</link>
      <description><![CDATA[To assess the impact of rail grinding on structure borne vibration a study was undertaken on the track between the West Brompton (WB) and Earls Court (EC) stations. Before and after rail-grinding took place, rail roughness was measured at three different occasions and, in parallel to that, vibration due to train movements was measured at three locations inside the former Earls Court 1 exhibition centre (EC1) basement. This measurement process was undertaken on four separate occasions to assess the evolution of rail roughness/train vibration. Trains in the WB tunnel have generally been found to travel at lower speed than the track design speed, which suggests a higher wear rate of the outer rail (OR) when compared to the inside rail (IR). Contrary to the common approach of averaging the roughness of both rails, a better correlation between vibration levels and rail roughness for this curved track was found when considering the maximum roughness levels of both rails.]]></description>
      <pubDate>Thu, 23 Mar 2023 10:20:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1975617</guid>
    </item>
    <item>
      <title>Investigation of Vibration Mitigation by Concrete Trough with Integrated Under Ballast Mats for Surface-Railways</title>
      <link>https://trid.trb.org/View/1975609</link>
      <description><![CDATA[In recent years environmental impact studies including an extensive vibration analysis of the effect of the vibration emissions from the railways on adjacent residents have become more and more important during the planning process of construction of new railway lines as well as for the modification or extension of existing ones. Within such a study, not only the immission have to be predicted, but also appropriate mitigation measures must be proposed in a very early planning phase. For surface-railways, however, there are hardly any measures available to mitigate vibrations. Next to under sleeper pads a solid concrete trough with integrated ballast mats is one of the alternatives. The use of this measure must be provided for more and more vibration-sensitive sections to achieve a certain quality of vibration mitigation. However, the influences of different parameters on the effectiveness of vibration mitigation are not fully understood and therefore an adequate prediction is not yet possible of whether the effectiveness will be as desired. The investigations described are essentially based on measurements on a total of six existing concrete troughs. The procedure and the results of the investigation carried out on six various sites already installed [1] are described. First conclusions are drawn and an outlook with specific recommendations for improved mitigation efficiency is given.]]></description>
      <pubDate>Thu, 23 Mar 2023 10:20:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1975609</guid>
    </item>
    <item>
      <title>Ground-Borne Vibration from Manchester Metrolink</title>
      <link>https://trid.trb.org/View/1975601</link>
      <description><![CDATA[The Trafford Park Line extension to the Manchester Metrolink light rail system included a planning condition to control the ground-borne noise from operating trams within a building in ITV’s studios on Trafford Wharf Road. To determine the expected levels of vibration and noise within the studios, a series of vibration measurements and predictions were carried out during the detailed design stage of the project. These included source vibration measurements on the existing Metrolink network and ground vibration propagation measurements on site. A trailer-mounted sinusoidal vibration source was used in order to quantify the complete propagation from the source to studio, together with the resulting re-radiated noise. This paper describes these measurements and the subsequent analyses and assessment carried out to determine the anticipated ground-borne noise levels within the studio.]]></description>
      <pubDate>Thu, 23 Mar 2023 10:20:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1975601</guid>
    </item>
    <item>
      <title>Rail Damper Composed of Tuned Mass Damper and Constrained Layer Adopted in Non-symmetric Rail</title>
      <link>https://trid.trb.org/View/1975596</link>
      <description><![CDATA[A tramway is installed on resilient booted sleepers for controlling groundborne noise at an open cut section connecting to tunnel. However, air-borne noise impact was a concern for the surrounding houses. In order to reduce the air-borne noise emission from the non-symmetric profile groove rail (CEN 53R1), a new type of rail damper, which was consisted of tuned mass dampers and constrained layer, was developed for tackling the dominant noise frequencies from 250 Hz to 1200 Hz. Track decay rate, rail vibration levels, near-field noise and far-field noise levels have been studied for various arrangements of partial installation of rail dampers (four arrangements: baseline without damper, quarter pattern installation, half pattern installation and full installation) and were analyzed in the range of 500 Hz to 2000 Hz in 1/3-octave bands. During passby of two major types of trams in the operational fleet (namely the “old” and “new” trams), near-field noise reduction of 3.7 dB(A) and 4.2 dB(A) and far-field noise reduction of up to 4.3 dB(A) and 3.4 dB(A) were achieved respectively.]]></description>
      <pubDate>Thu, 23 Mar 2023 10:20:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1975596</guid>
    </item>
    <item>
      <title>Identification of a Randomly-Fluctuating Continuous Model of the Ballasted Track Based on Measurements at the Pass-By of High-Speed Trains</title>
      <link>https://trid.trb.org/View/1975590</link>
      <description><![CDATA[In this paper a randomly-fluctuating continuous model of ballasted railway tracks is studied. The ballast layer is considered as a linear, continuous, heterogeneous medium. Its properties are modeled as a sample of a random field, with a characteristic fluctuating length close to the average size of a ballast grain. The parameters of this model (mean wave velocities and coefficient of variation in the ballast layer) have to be identified from open-field measurements of the vertical acceleration in a ballasted railway track. The identification is performed for the mean model of the ballast and first steps in the identification process for the fluctuations are introduced. The geometry of the track (soil, ballast and sleepers) follows the real geometry where the experimental campaign was conducted.]]></description>
      <pubDate>Thu, 23 Mar 2023 10:20:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1975590</guid>
    </item>
    <item>
      <title>Rail Vibration and Rolling Noise Reduction Using Tuned Rail Damper for Vulcanized Bonded Baseplate</title>
      <link>https://trid.trb.org/View/1975588</link>
      <description><![CDATA[Work was conducted on a curved track section of 350 m radius on an underground line where excessive in-car noise was experienced by passengers. Vulcanized bonded baseplates were installed on the section. Investigation was performed comprising initial in-car noise and carriage floor vibration level assessments, testing of rail surface roughness, rail vertical and lateral vibration responses during train normal operation, and measurements of track decay rate. A rail web damper designed for in-car noise control was evaluated on a trial section of track. All experimental data were analysed, showing that the highest LAₘₐₓ was about 95 dB and the highest LAeq 91 dB for the Egg Fasteners Section. 1/3 octave band peak frequencies of dominant in-car noise is at 250 Hz and 315 Hz, consistent with those of rail roughness and rail vibration spectrum. Reduction of rail vibration velocity is not obvious in these frequency bands on the track with rail web damper installed.]]></description>
      <pubDate>Thu, 23 Mar 2023 10:20:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1975588</guid>
    </item>
    <item>
      <title>Scale and Numerical Modelling of a Metro Rail Viaduct with Sound Absorption to Reduce In-Car and Wayside Noise</title>
      <link>https://trid.trb.org/View/1975573</link>
      <description><![CDATA[A scale model of a 2-car metro train on a slab track rail viaduct was employed to investigate the reduction of in-car and wayside noise when acoustic treatments were added to the inside face of the edge noise barrier and within the four-foot. The performance of the acoustic treatments was evaluated in full octaves for the full-scale frequency range of 31.5 Hz to 2 kHz. The scale model results were compared with general rail noise modelling prediction formulae and with numerical modelling results using ODEON. The model results confirmed that the interior noise level experienced by passengers is likely to increase with the addition of viaduct edge noise barriers and that wayside noise levels are reduced due to the noise barrier effect. With the addition of acoustic panels on the inside face of the viaduct edge barrier and within the four-foot, in-car and wayside noise levels reduce.]]></description>
      <pubDate>Thu, 23 Mar 2023 10:20:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1975573</guid>
    </item>
    <item>
      <title>CRoNoS Railway Noise Prediction Tool: Description and Validation Based on Field Tests</title>
      <link>https://trid.trb.org/View/1975567</link>
      <description><![CDATA[Railway noise results from the contribution of various sources, where rolling noise is considered to be dominant between 50 and 300 km/h. In the effort to reduce this noise source, accurate prediction tools are needed. CRoNoS rolling noise prediction tool takes advantage of the improvements carried out by the scientific community in further developing the theoretical models to derive the structural vibration and noise radiation of railway tracks and wheels. A previous publication compared CRoNoS with respect to TWINS results in terms of sound power level. Same results were obtained provided that the models implemented on the tools compared were made equivalent. This paper presents a comparison of CRoNoS predictions with field test pass-by noise results at two different speeds. The model is found to give reliable results. Spectral results analysis show that the absolute difference in each one-third octave band averaged over bands is less than 0.7 dB and all bands have differences of less than 4.6 dB. Global pass-by values are predicted within a margin of 1.8 dBA.]]></description>
      <pubDate>Thu, 23 Mar 2023 10:20:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1975567</guid>
    </item>
    <item>
      <title>Half Installation of Rail Dampers</title>
      <link>https://trid.trb.org/View/1975565</link>
      <description><![CDATA[Rail dampers are generally installed at every sleeper spacing with the aim of reducing noise by 3 to 5 dB(A). However, some damper installation projects with limited budget may not be able to support full installation of rail dampers for the entire track section of concern. Damper installation at alternate sleeper spacing, namely half installation of rail dampers, is proposed as a compromise between cost and performance. Half installation with high performance is made feasible using strong dampers with tuned mass damping at multiple frequencies with multiple oscillators. Measured track decay rate, train pass by rail vibration and trackside noise results from six sites are presented in this study following progressive installation of rail dampers. Rail vibration data at damper positions and at adjacent mid-span positions without damper installed are also compared. Half installation successfully raised track decay rates in both vertical and lateral directions to meet the TSI and ISO standard, and achieved trackside noise reduction of 1 to 6 dB(A). Half Installation can serve as a good alternative to Full Installation under limited project budget or tight timeframe.]]></description>
      <pubDate>Thu, 23 Mar 2023 10:20:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1975565</guid>
    </item>
    <item>
      <title>A Comparison of Rolling Noise from Different Tram Tracks</title>
      <link>https://trid.trb.org/View/1975554</link>
      <description><![CDATA[A number of different track forms are studied from one tramway system including tracks in ballast, on slab, and embedded rail in grass. Measurements have been carried out of rail roughness, wheel roughness and track decay rate, which are used as input data for the noise prediction model TWINS. The rail vibration and exterior noise of trams in operation have also been measured for comparison with the prediction model. The model is used to identify the relative contributions of noise radiated by the track and the wheels. The differences between different track forms are determined and the reasons for them are identified.]]></description>
      <pubDate>Thu, 23 Mar 2023 10:20:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1975554</guid>
    </item>
    <item>
      <title>Track Decay Rate Analysis and Rail Damper Noise Reduction for Slab Tracks</title>
      <link>https://trid.trb.org/View/1975536</link>
      <description><![CDATA[The STARDAMP software tool enables prediction and assessment of the performance of wheel and rail dampers. This paper supports ongoing validation and testing efforts by examining the use of STARDAMP in relation to assessing the performance of rail dampers on slab track with highly resilient fasteners. This track type is common on transit systems that are increasingly considering rail dampers for noise control. The normal assessment approach of summing a measured undamped TDR with a damped short rail DR may under-predict the rail damper benefit for some slab tracks. Alternatively the damper effect may be estimated by summing the predicted undamped TDRs with a damped DR from a short rail test, supported by investigations of the dominant rolling noise frequencies. The STARDAMP slab track model may limit the accuracy of rolling noise prediction by ignoring baseplate dynamic effects.]]></description>
      <pubDate>Thu, 23 Mar 2023 10:20:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1975536</guid>
    </item>
    <item>
      <title>Effect of Ground Conditions and Microphone Position on Railway Noise Measurement Results</title>
      <link>https://trid.trb.org/View/1975527</link>
      <description><![CDATA[According to ISO 3095, railway pass-by noise should be measured at 7.5 m from the track and at 1.2 m or 3.5 m above the rail head or at 25 m from the track and 3.5 m height. The level of the ground surface should be between 0 m and –2 m relative to the top of the rail. The level of the ground and nature of the ground surface can affect the spectral content of the measured sound. In this paper the TWINS model is used for a range of situations to illustrate the effect of ground height and equivalent flow resistivity on the sound pressure spectrum. The location of the ground dip is shown to depend on the ground properties. Measurement results support these results. For the particular cases illustrated it is shown that the differences between the overall A-weighted noise levels at 7.5 m and 25 m can vary between 4.6 and 7.4 dB for the cases considered. Moreover, the noise level differences between different track types can also vary by several dB. In particular, the level differences between two ballasted tracks and a slab track are found to vary in a range of about ± 2 dB.]]></description>
      <pubDate>Thu, 23 Mar 2023 10:20:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1975527</guid>
    </item>
    <item>
      <title>Numerical Prediction and Experimental Validation of Railway Induced Vibration in a Multi-storey Office Building</title>
      <link>https://trid.trb.org/View/1975526</link>
      <description><![CDATA[This paper reports on an extensive measurement campaign in a three-storey office building close to a ballasted track on embankment. Dynamic soil characteristics are determined by means of in situ geophysical tests. A coupled Finite Element-Boundary Element (FE-BE) model of the reinforced concrete building, accounting for soil-structure interaction, is updated by means of modal characteristics that were identified using both ambient and forced excitation. The response of the track, the free field and the building is measured simultaneously during impact loading on the sleepers and the passage of freight and passenger trains. A 2.5D coupled FE-BE track model is calibrated based on the measured track receptance and transfer functions. The incident wave field due to impacts on the sleepers and train passages is very sensitive to uncertain dynamic soil properties. This uncertainty explains to a large degree the deviation between the predicted and measured response of the soil and the building.]]></description>
      <pubDate>Thu, 23 Mar 2023 10:20:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1975526</guid>
    </item>
    <item>
      <title>Modelling Wheel/Rail Rolling Noise for a High-Speed Train Running on a Slab Track</title>
      <link>https://trid.trb.org/View/1975525</link>
      <description><![CDATA[About 35,000 km of high-speed railways are in operation in China with a maximum operational speed of 350 km/h. The main track form on the high-speed lines is non-ballasted slab track. Measured data show that at high speeds, rolling noise is still a dominant source for both interior and exterior noise. Although rolling noise modelling has been conducted for more than 30 years, a train running at 350 km/h or higher along a non-ballasted slab track brings many new factors which have not been adequately addressed in the past. The aim of this paper is to describe a new approach that brings together elements that have been developed by the authors to model rolling noise from a high-speed train running on a slab track, and to present some results for a typical high-speed train and track, including rolling noise frequency spectrum, dependence on train speed, and contributions of the wheel, rail and slab.]]></description>
      <pubDate>Thu, 23 Mar 2023 10:20:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1975525</guid>
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