Zbornik radova Koridor 10 - Kirilo Savić

3rd International Scientific and Professional Conference
CORRIDOR 10 - a sustainable way of integrations
cardio-vascular disease and deafness. That’s why utilizing methodical measures for noise reduction is
expected from the railway.
Unfortunately, noise control is often incorrectly implemented only in the maintenance phase. This
paper points out that noise control begins already in the phase of planning and design and continues
in the phase of construction and maintenance of the railway infrastructure. It means that application of
indirect measures for noise protection (screening with conventional or low sound barriers next to track,
installing the soundproof windows on nearby buildings) only have sense after applying all possible
measures in railway planning and design.
The paper analyzes concrete measures in planning, design, construction and maintenance of the
railway infrastructure which influence the level of the railway noise.
2. STRUCTURE OF RAILWAY NOISE
Railway noise is an unwanted, unpleasant and disturbing sound, which emerges as a time variable
mechanical deformation in the elastic environment. During sound transmission, oscillating change of
pressure over time, p(t), appears in the air, and the human ear registers it.
The source of exterior force which is causing mechanical deformations by taking small parts of the
matter out of balance and stimulating them to move around their position of equilibrium is considered
to be the source of noise. The main sources of the railway noise are engine of vehicles, wheels rolling
on the rail and air resistance (Hecht, 2003).
Definitions of measurands that are used in measurement of noise emitted by rail bound vehicles are
given in the EN standard : EN ISO 3095:2005 Railway applications – Acoustics – Measurement of
noise emitted by rail bound vehicles (ISO 3095:2005). The methodology of measurement of noise
inside rail bound vehicles is given in the EN standard: EN ISO 3381:2005 Railway applications –
Acoustics – Measurement of noise inside rail bound vehicles (ISO 3095:2005). Test method and limit
values are prescribed by the TSI (European Commission, 2006). TSI application is obligatory for all
member countries of the EU, while EN standards are obligatory only in the case of bringing
subordinate acts to a certain standard.
By analyzing the structure of noise emission, it is determined that noise in the wheel/rail contact point
is the major problem in the widest domain of velocities (Figure 1). In the domain of small velocities, the
authoritative noise is coming from vehicle engine and auxiliary devices (locomotive engine, air
conditioning devices, breaks and similar). In the domain of high velocities the railway noise largely
depends on acoustic noise caused by turbulent airflow over the surface of a train body.
FIG. 1. Level and sources of railway noise depending on the vehicle speed
The dominant influence of noise generated at the wheel/rail contact point, confirms the importance of
maintenance of both vehicles and track geometry.
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