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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>SILENT UNDERGROUND TO HEATHROW</title>
      <link>https://trid.trb.org/View/19987</link>
      <description><![CDATA[Access to London's Heathrow airport will be improved by a new extension of the Underground railway.  Natural-rubber bearing pads will ensure that houses near the new line are not disturbed by traffic vibration.  The extension, 3.5 mi (5.6 km) long, will be in a tunnel constructed by the cut and cover   technique.  A novel feature of the line is that in the residential area of Hounslow the track is not laid directly on the floor of the tunnel.  Instead it is contained in reinforced concrete troughs, each 7m (22 ft) long and weighing about 20 tons.  After the concrete has set the precast units are lowered into place with specially designed handling equipment.  The separate troughs are then joined with in situ concrete to form two continuous parallel decks.  It is here that the natural rubber bearings become involved.  They fulfil a dual role.  They function as transverse strip bearings.  Each trough is symmetrically supported by two rows, 18 ft (5.4 m) apart, of five bearings.  These take care of the vertical load.  In addition, bearings will be inserted between each trough and the tunnel wall, and between the two troughs; here they function as supporting side bearings.]]></description>
      <pubDate>Thu, 12 Nov 1981 00:00:00 GMT</pubDate>
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      <title>THE DEVELOPMENT OF LUTON AIRPORT AND ITS EFFECT UPON THE NOISE CLIMATE OF THE AREA</title>
      <link>https://trid.trb.org/View/52747</link>
      <description><![CDATA[The basic method used to assess aircraft noise nuisance around airports in Great Britain relies on the correlation of subjective annoyance with a physical measure of the noise exposure.  The unit of noise and number index (NNI), currently being taken as the standard is derived using the average peak noise level of aircraft and the number of aircraft heard on the ground.  Changes in the noise exposure pattern around Luton Airport since 1969 are examined.  The airport has the benefit of a noise monitoring system and this, in conjunction with the NNI monitoring study, has enabled the collection of good data used for making decisions which affect the airport development.  The NNI contains of 1969 through and including 1973 are described in detail in addition to 1980 projections.]]></description>
      <pubDate>Wed, 28 Sep 1977 00:00:00 GMT</pubDate>
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      <title>NOISE ON OFFSHORE PLATFORMS</title>
      <link>https://trid.trb.org/View/45803</link>
      <description><![CDATA[Designers of the new generation of offshore platforms are increasingly aware of the need to design for noise control right back on the drawing board.  Retrospective noise control has proved to be a cause of lengthy delays and expensive troubleshooting exercises.  This new generation of structures has still to enter service, so operational measurements of noise have not yet been possible. However, comprehensive measurements have been made on existing drilling/exploration rigs, and show clearly the problems which can occur when noise control is not considered at design stage.  Measurements on a typical rig of this type showed that the areas of greatest noise are the drilling platform, the engine room, the mud and cement pump areas, and the accommodation area.  These data are shown in a table.  The following maximum permissible noise levels are proposed for the basic areas aboard offshore platforms: 1. Work areas: Maximum noise level 90dBA (NR 80 to NR 85) for an 8-hour shift, and pro-rata on an energy basis for any other shift length, (eg 88dBA for a 12-hour shift).  2. Control rooms: Maximum noise level 60dBA (NR 50 to NR 55) for effective speed communication.  3. Accommodation areas: Maximum noise level 45dBA (NR 35 to NR 40) for effective sleep.  The general theoretical concepts relating to noise generation and abatement are considered.]]></description>
      <pubDate>Tue, 13 Jul 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/45803</guid>
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      <title>NOISE CONSIDERATIONS ON A A HIGH-SPEED RAILWAY IN JAPAN</title>
      <link>https://trid.trb.org/View/24931</link>
      <description><![CDATA[Studies of noise and vibration "pollution" caused by high-speed trains operating near residential areas are reported and means for their abatement are considered. Along the new Tokaido Line, the area where train noise now exceeds 85 dbA at 25 m from the track centerline extends over 200 km along the line, and for over 20 km train noise reaches 90 to 100 dbA.  The noise mainly originates in wheels, rails, vibration of the rolling stock and vibration of the roadbed.  Driving gears and current collectors pose no problem.  The effects of noise on those dwelling along the line are two: emotional (annoyance, discomfort), and environmental (interference with such activities as conversation, telephoning, watching TV, reading, study, rest and sleep).  These effects have been confirmed by a questionnaire-type survey of the community response of those living within 200 m of the tracks. Japanese highway-environment noise standards specifying a 60 to 65 dbA peak noise level is found by this survey to be what the rail-side community also seem to require.  Proposed noise-abatement measures include: car-body weight reduction; maintenance of smooth wheels and rails (otherwise a 5 to 15 dbA noise increase can occur); vibration isolators between rails and roadbed; "low-hemline" shielding on cars; a noise baffle along the trackside; a 50 m buffer zone along the railway; a noise insulation wall between residence and tracks.]]></description>
      <pubDate>Fri, 16 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/24931</guid>
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      <title>EFFECT OF PISTON SLAP ON THE NOISE AND VIBRATION OF DIESEL ENGINES</title>
      <link>https://trid.trb.org/View/24946</link>
      <description><![CDATA[A method of investigation piston-slap noise in diesel engines is described, and the following conclusions are reached: Piston slap mainly controls the cylinder block vibration and may be considered as a major source of engine noise and vibration.  The oscillographic technique is the most reliable method to identify the contribution of piston slap and relating it to that associated with other exciting forces, such as combustion.  Optimizing production tolerances, especially of the piston-to-bore clearance, could result in 2--4 dBa noise reduction.  Simulation of piston slap is a convenient isolation technique to study this important source of noise on the engine and to establish the main controlling parameters affecting its contribution to overall engine noise and vibration.]]></description>
      <pubDate>Fri, 16 Jan 1976 00:00:00 GMT</pubDate>
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