MINIMISING THE NOISE AND VIBRATION IN

CROSSRAIL USING INNOVATIVE

HIGH DENSITY CONCRETE
 GROUP MEMBERS
GAURAV KUMAR
U. Roll no.:10901316099
CE 3RD YR

ABHISHEK SHARMA
U. ROLL NO-
10901316133

DIPTANU DATTA UNDER: Dr. Samaresh Pan

U.ROLL NO – Associate Professor
10901316102

DIXIT
U.ROLL NO-10901316101

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 CONTENT
INRTODUCTION
INDIAN METRO RAILWAY
HIGH DENSITY CONCRETE
MAIN COMPONENT
CLASSIFICATION OF HSC
RAIL SYSTEM NOISE AND VIBRATION CONTROL
EXPERIMENTAL SETUP FOR MEASURING WAYSIDE NOISE AND
GROUND VIBRATION
FLOATING SLAB TRACK
TTC DOUBLE-TIE DISCONTINUOUS FLOATING
SLAB DESIGN
RECENT DEVELOPMENTS
FLOATING SLAB TRACK (SPRING)
RELATIVE PERFORMANCE
SUMMARY
REFERENCES:
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 INTRODUCTION
India is a developing country. And construction of metro is seen as an important part of this revolution. Beside all
it’s useful features it also act as an agent of creating humongous noise pollution. As we all are aware of the
harmful causes due to this which certainly leads to various health hazard like- heart problems, hearing aid etc.

INDIAN METRO RAILWAY

In service
Kolkata | 24 October 1984 | 24 stations
Delhi NCR | 24 December 2002 | 195 stations
Bengaluru | 20 October 2011 | 41 stations
Gurgaon | 14 November 2013 | 11 stations
Mumbai | 8 June 2014 | 12 stations
Jaipur | 3 June 2015 | 9 stations
Chennai | 29 June 2015 | 26 stations
Kochi | 17 June 2017 | 16 stations
Lucknow | 5 September 2017 | 8 stations
Hyderabad | 29 November 2017 | 40 stations
Under construction
Kanpur (Proposed to be finished by 2021)
Visakhapatanam (Proposed to be finished by 2021)
Surat (Proposed to be finished by 2022)
Gawahati (Proposed to be finished by 2022)
Patna (Proposed to be finished by 2022)
Kanpur (Proposed to be finished by 2022)
Coimbatore (Proposed to be finished by 2023)
Thiruvananthapuram (Proposed to be finished by
2025)
Indore (Proposed to be finished by 2025) 4
Varanasi (Proposed to be finished by 2025)
 RAIL SYSTEM NOISE AND VIBRATION CONTROL
Control of noise and vibration emitted by steel wheel and rail
transportation systems has a long history of designs and
techniques, some of which were dismal failures and some which
worked very well.
In the last four decades the technology and materials used for
rail noise and vibration control, particularly for the control of
ground borne vibration from rail systems, has developed and
benefited from thoughtful technical analyses and application of
simple engineering principles.

These also were not always successful in all respects but

provided for a continuing development of the technology with
ever-improving success and performance. The review of the
development of rail noise and vibration control systems,
including the light weight, undamped concrete floating slab track
for reduction of ground borne noise and vibration, and of the
development of structurally integrated sound barriers with
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absorption materials for control of airborne sound.
 Floating Slab Track (spring)
The Barbican Centre is a cultural venue with a famous concert hall, theatres, cinema,
galleries and home of the London Symphony Orchestra, and the Crossrail east bound
tunnel is located directly below the building. To achieve the commitment to install
floating slab track in the running tunnels under the Barbican a floating track slab with a
minimum slab mass of 2,875kg/m and a maximum unloaded fundamental natural
frequency of 7Hz was installed.
The slab is supported from the tunnel invert concrete layer by discrete steel springs with
an equivalent dynamic stiffness of 10.1MN/m per metre of track. As with the floating
slab track used in the Soho area, Magnadense was also used to meet the mass
requirement.

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 EXPERIMENTAL SETUP FOR MEASURING NOISE AND
GROUND VIBRATION
Three basic types of resilient rail
fasteners
(1) The unbonded elastomer pad under a flat rail
baseplate,
(2) The bonded assembly with flat top and bottom
plates
(3) The elliptical shaped bonded fastener with
elastomer in shear rather than compression.

The first type with unbonded flat elastomer was

the type used in Toronto, and was the type
investigated during the Paris Metro testing. Early
experience showed the need for steel springs at
the anchor bolts to prevent fatigue failure of the
bolts. To eliminate the need for anchor bolt springs,
the bonded fastener configuration evolved and a
number of this type were included in the BART test
track evaluations.

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 HIGH DENSITY CONCRETE
1.CEMENT
2.AGGREGATE

3. ADMIXTURES
Adding admixtures can minimize segregation, bleeding, both of which can be problematic with HDC. The
durability can be improved with a low free water/cement ratio (w/c) especially so in structural grade HDC.
The following admixture can be used in HDC:
Air-entraining admixtures as it controls bleeding and settlement improve workability and assist in obtaining more
homogenous concrete. Water-reducing admixtures as it will increase concrete density by reducing the amount
of water in the mix.
4.WATER
Water shall be clean and free from detrimental concentrations of acids, alkalis, salts, sugar and other organic
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or chemical substances that could impair the durability and strength of concrete or imbedded steel.
CLASSIFICATION OF
HSC

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 MIX DESIGN OF
HDC
The location of the accelerator required an expertly combined high-density aggregate mix to insure that the required
density for the HDC mix is obtained, be pump-able and be placed without segregation. Access to the accelerator
room was limited to a 600 mm opening bored in the side walk. All the required laboratory tests related to the HDC
mix design was tested to establish the suitability of the mix related to the density, strength and workability, where
after the mix design was fine tuned and a trail mix pumped and placed in the foundation of the accelerator room.

GRADE CEMENT WATER FINE COARSE FLY ADMIXTURE W/C WORKAB-

(kg/m3) (litre) AGGREGAT AGGREGATE ASH (Kg/m3) RATIO ILITY
E (kg/m3) (kg/m3) (MM)
(kg/m3)
M50 270 140 862 1097 115 7.7 0.364 100

M80 310 150 995 1805 810 11.25 0.283 102

M100 425 200 1126 2245 645 16.2 0.47 100

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 Floating Slab Track
After an analysis of the type of forces applied by a moving rail
vehicle to the track bed and the supporting structure, it was
identified that the forces are random impact-like forces and
moving or non-stationary relative to the support system.
Therefore, it was concluded that
the response would be more similar to the response of a spring
mass system to an impulse or impact force than that due to
steady-state excitation, which is the more familiar type of
analysis.

This conclusion led to the estimate of 2 to 3 dB amplification

factor for a lightly damped floating slab track system rather than
the 15 to 20 dB amplification that would be expected for Steady
State excitation of the same system.

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 DOUBLE-TIE DISCONTINUOUS FLOATING SLAB DESIGN
This is a plan view showing the typical 1.5 m length segments for
the floating slab. The side pads and end pads provide for
complete isolation with mechanical retention and to
accommodate lateral loadings.

Figure 2 is a photo of the double-tie floating slab system before

installation of the rail fasteners and rail. This configuration
essentially eliminates the airborne noise radiated from the slab
as an addition to train noise heard by the patrons, provided that
the resilient rail fastener has sufficient resilience to control
transmission of higher frequency vibration from the rail to the
slab. At this system, the noise radiated from the slabs is at or
below the train noise level at the same frequencies and is not
noticeable either on station platforms.

Double-tie discontinuous floating

slab design - 1500 mm length precast
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concrete blocks.
 Relative performance
Before discussing the relative performances of Crossrail’s
track systems, it is important to emphasise that all of the
track types are highly performing systems acoustically.
Sateba 312 V S3, which is used on over 80 per cent of the
route, has a far greater acoustic performance than the
majority of track systems installed in tunnels located in
urban areas in the UK.
Insertion gain is a measure of the attenuation and
amplification of vibration transmission to the ground relative
to a rigid reference track. 
The insertion gain is an indicator of the acoustic
performance of the track system, because it shows the
frequencies at which amplification peaks (the loaded track
frequency) and attenuation will occur (below the zero
intersection). In general, the lower these frequencies (the
further left), the lower the level of audible ground-borne
noise generated at properties on the surface.

It can be seen in Figure that the HAS track system provides

more attenuation of ground-borne vibration than the Sateba
312 V S3. Owing to the greater mass and low stiffness slab
supports, the floating track systems are predicted to provide 13
even greater ground-borne noise reduction compared to the
 Recent Developments
The new extensions of the Hong Kong MTRC and the
new line constructed for the Kowloon Canton Railway
Corporation, KCRC, have required creative
combinations
of structure-borne noise control and sound barrier
technology. The environmental requirements for
these KCRC viaduct with floating slab track, absorptive
new facilities are among the most restrictive in the sound barrier wall and under walkway absorptive
world. plenum
At first it was thought that achieving the design goal
of
64 dBA at 25 m for a train at 140 km/hr would require
a
covered viaduct with floating slab track. However,
using
the floating slab track design principles developed
and
refined from experience with each new system
combined
with a new approach to sound barrier wall design
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enabled KCRC viaduct completed
 Summary

The track systems in Crossrail’s tunnels have been

designed to meet the project commitments and
specifications relating to ground-borne noise and vibration
using proven models. These were an empirical prediction
method for ground-borne noise and vibration, and a finite
element model for predicting the acoustic performance of
the track.
The track designs are predicted to achieve all design
commitments without imposing unreasonable costs or
delays to the project.
Through the application of simple vibration isolation
design principles with careful attention to the entire
complex system affected by individual noise and
vibration control features, it has been found possible to
greatly reduce both the wayside airborne noise from
viaduct structures and the groundborne noise and
vibration from subway and at-grade rail installations

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THANK YOU

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