A Numerical Model for Re-radiated Noise in Buildings from Underground Railways

DOI: 10.1007/978-3-540-74893-9_16


A numerical prediction model is developed to quantify vibrations and re-radiated noise due to underground railways. A coupled
FE-BE model is used to compute the incident ground vibrations due to the passage of a train in the tunnel. This source model
accounts for three-dimensional dynamic interaction between the track, tunnel and soil. The incident wave field is used to
solve the dynamic soil-structure interaction problem on the receiver side and to determine the vibration levels along the
essential structural elements of the building. The soil-structure interaction problem is solved by means of a 3D boundary
element method for the soil coupled to a 3D finite element method for the structural part. An acoustic 3D spectral finite
element method is used to predict the acoustic response. The Bakerloo line tunnel of London Underground has been modelled
using the coupled periodic FE-BE approach. The free-field response and the re-radiated noise in a portal frame office building
is predicted.

Download full-text


Available from: F. Augusztinovicz, Jan 29, 2014
  • Source
    • "Afterwards, the acoustic pressure can be found by post processing. For example, Fiala and co-workers [6] [7] employed finite-element and boundary-element models to study vibration transmission from surface and underground railways into buildings, but the radiated sound was subsequently found using decoupled spectral finite elements or ray acoustics. This implies that only a weak interaction exists between the air and the structure with no back coupling from the air to the building. "
    [Show abstract] [Hide abstract]
    ABSTRACT: Noise is a nuisance in the built environment, and to avoid undesirable transmission of sound and vibration within a building, its vibro-acoustic performance must be addressed in the design phase. For heavy structures, a reliable assessment of the sound pressure levels can be made by statistical energy analysis—especially at high frequencies. However, for lightweight buildings a numerical approach, e.g. the finite-element method, must be applied. A problem in this regard is the computational complexity. Even at low frequencies, many degrees of freedom are required in a model accounting for all possible paths for transmission of sound in a building—in particular when finite elements are employed for the air. This paper examines whether a rigorous model of the acoustic field in each room is necessary in order to obtain accurate estimates of the sound pressure, or if a simpler approach may be adopted. Five different cases are compared: A model that only includes the structure, a model with semi-infinite elements to account for radiation from the structure into the air, a model introducing finite elements for the acoustic field, a model with dissipation of sound inside the room, and finally a model with sound absorption on the surfaces of walls, floors and ceilings.
    ASME 2012 Noise Control and Acoustics Division Conference at InterNoise 2012; 08/2012
  • [Show abstract] [Hide abstract]
    ABSTRACT: This paper reviews, synthesises and benchmarks new understandings relating to railway vibrations. Firstly, the effect of vibrations on passenger comfort is evaluated, followed by its effect on track performance. Then ground-borne vibration is discussed along with its effect on the structural response of buildings near railway lines. There is discussion of the most suitable mathematical and numerical modelling strategies for railway vibration simulation, along with mitigation strategies. Regarding ground borne vibration, structural amplification is discussed and how vibration mitigation strategies can be implemented. There is also a focus on determining how ‘critical velocity’ and ‘track critical velocity’ are evaluated – with the aim of providing clear design guidelines related to Rayleigh wave velocity. To aid this, conventional site investigation data is reviewed and related to critical velocity calculations. The aim is to provide new thinking on how to predict critical velocity from readily available conventional site investigation data.
    Construction and Building Materials 09/2015; 92:64-81. DOI:10.1016/j.conbuildmat.2014.07.042 · 2.30 Impact Factor