Buenos Aires 5 to 9 September, 2016

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PROCEEDINGS of the 22nd International Congress on Acoustics

Structural Acoustics and Vibration (others): Paper ICA2016-618

Future tunnel railway underneath a city.

Train buildings transfer functions estimate and
at-home vibration and noise prediction

Fernando Schiappa(a), Odete Domingues(b), Francisco Scio(c), P. Valrio(d), M. Frade(e)

(a)
Acstica 21, Portugal, fschiappa@yahoo.com
(b)
Acstica 21, Portugal, odetedomingues@acustica21.com
(c)
F. Scio, Portugal, fsecio @gmail.com
(d)
NoiseLab, Portugal, noiselab@noiselab.pt
(e)
Acstica 21, Portugal, mfrade@acustica21.com

Abstract

When designing a new railway line in a in a city, close or underneath buildings with human
occupation, a study for the prediction of the vibrations induced by the trains traffic, and
evaluation of the subsequent human discomfort is mandatory. This paper relates the soil and
buildings vibration transmission estimates, done for buildings of mainly home apartments, in a
city where a new extension of an underground railway line was designed and is being
constructed, and the prediction of the vibrations caused by the future railway. The present work
was based on the methodology proposed in previous papers [1, 2, 3] of the same authors,
adapted [4] to the field and to the means available. Prediction of the vibrations near the railway
was done by transposing the measurement values of the vibrations induced by underground
trains going in an existing section of the line that is now being extended. Vibration transmission
through the soil was estimated by measurements performed in the tunnel and on the ground
surface in selected places, near the foundations, and on upper floors, of the selected buildings
likely to undergo vibrations above acceptable limits [4] and possibility of resonances in the
building floors was accounted for. Sensitive accelerometers and impulsive forces, these
produced by excavation equipment in the tunnel, were used. Measurements were performed
with the tunnel after excavation and in two points in the tunnel in a more advanced stage, with
the isolation system and rails and slabs already in place. Attenuation was evaluated using the
frequency analysed measurements. Conclusions and comments are drawn from the results of
the experimental work described.

Keywords: Vibrations; underground trains; discomfort; structural noise.

 22 International Congress on Acoustics, ICA 2016
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Buenos Aires 5 to 9 September, 2016

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Acoustics for the 21 Century

Future tunnel railway underneath a city.

Train buildings transfer functions estimate and at-home
vibration and noise prediction

1 Introduction
In a new underground line in a capital city, it was necessary to predict the vibrations, due to future trains, in the
overlaying buildings, in order to design the appropriate isolation, if needed, to avoid people future discomfort. This
new line is an extension of one already going on. Measurements were taken
1.i - when the tunnel was excavated, and later on,
1.ii - when that section was already lined with the concrete lining, and the rails put in place, with the correspondent
sleepers, these bi-block with rubber socks, concrete under slab and rubber isolation, P1 and P2, and in a new
section ahead just excavated, P3.
Only the later on measurements will be related in this paper.
Fig 1.1 shows the tunnel and upper ground profile around points P1 and P2. Table 3.1 shows the 10 points chosen.

Fig. 1.1 Tunnel and ground profile around points P1 and P2

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2 Methodology
The methodology proposed in previous papers [1, 2, 3], adapted [4] to the field and to the means available was used:
a - Handling a map of the city and railway line layout, a visual street inspection was done, in order to choose the
buildings, and adjoining their foundations, the points of measure at ground level. The surface points were chosen to
be, as close as possible, in the same vertical with corresponding points in the tunnel walls. Also the chosen buildings
owners were asked to allow measurements on upper floors.
b - Using a demolition machine with a hydraulic hammer, vibrations were produced in the tunnel floor (when possible)
in the sections chosen, and corresponding vibrations (vertical accelerations) were measured in the tunnel wall, in
each measuring point, and simultaneously, in the corresponding surface point, and upper levels points.
c - For each pair of points, vertical vibration velocity frequency spectra were calculated, Vs(fi) and Vu(fi) (subscript u
underground, s surface=level 0, p upper floors), and the transfer functions from tunnel to surface, and upper levels,
T , were evaluated.
Tus(fi) = Vs(fi) / Vu(fi) or Tup(fi) = Vp(fi) / Vu(fi) (2.1)
In dBv:
Tus(fi) = Vs(fi) - Vu(fi) or Tup(fi) = Vp(fi) - Vu(fi) (2.1bis)
d - In two sections of the underground line already in service, vibrations due to the movement of the actual trains
were measured. One of the sections was located between stations, the other section coincided with one station; in
the later, vibrations due to trains arriving and departing were recorded. Also surface measurements were taken in
points above the tunnel and station points.
e - Using the trains vibration spectra, evaluated in the underground points referred in d), Vut(fi), and the transfer
functions evaluated in the double points in the future line (referred in a) to c)), an estimate of the future vertical
surface vibrations was calculated.
Vst(fi) = Tus(fi) Vut(fi) or Vpt(fi) = Tup(fi) Vut(fi) (2.2)
In dBv:
Vst(fi) = Tus(fi) + Vut(fi) or Vpt(fi) = Tup(fi) + Vut(fi) (2.2bis)
f The measurements on upper floors having been taken on the apartments entrances, some account for the
possibility of amplifications of the vibration due to room slabs resonances had to be considered, + 6 dBv global.
Table 3.1 Points chosen over the tunnel, at surface, near the buildings foundations

measuring point depth, m obs. pictures

P1 Tunnel
29, finished,
Baro da Torre hard railway with
st., 180 sand standard
isolation

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P2 Tunnel
finished,
27,
Baro da Torre railway with
hard
st., 164 high?
sand
attenuation
isolation

P3

Igarapava, 90 44,5, Tunnel just

rock escavated

Note that building referred as point n. 2, has a basement under the street level, so its foundations are nearer the
tunnel, at a distance from the railway smaller than the one shown in the table.
g Wear and corrugation of rails and wheels ought to be taken into account, +10 dBv on all frequency bands.
h - Values predicted were compared with comfort limits.
i - Isolation, where already installed, was assessed. Note that as a result from the first measurements, a standard
concrete slab on a rubber plate was designed. When returning, part of the tunnel studied was already completed, in
one of the zones (around P2) it was fitted a so called high attenuation isolation system.

3 Criteria
The criteria used for people comfort vibration limits were:

C1) LNEC people comfort vibration global velocity limits:

Table 3.1 LNEC Comfort limit values for the vibration rms velocity, Vrms, at home or at the office.
Vrms, mm / s Vrms, dBv Sensation
V <= 0,11 V <= 67 None
0,11 < V < = 0,3 67 75 Perceptible, bearable for short periods
0,3 < V < = 1,1 75 87 Evident, affecting work conditions
V > 1,1 V > 87 Highly perceptible, poor work conditions

C2) The criteria of the ISO 2631-2:1989 standard for continuously going vibration limits for people comfort:
Table 3.2 2631 Limit values of the rms velocity spectrum where people live or work.
max(vrms(fi)), mm / s max(vrms(fi)), dBv Sensation vs. local

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v = 0,1 66 Perception
v = 0,14 69 At home, night
v = 0,2 72 At home, day
v = 0,4 78 At office
Note : Vertical or horizontal component, the most significant, frequencies fi from 1 to 80 Hz [4].
C3) The limit criterium for noisy vibration:
Table 3.3 - Limit values of the rms velocity A weighted, and structural noise where people live
Vrms(A), mm / s LA, dBA Sensation vs. local
V = 0,03 25 Slight discomfort at home, or buildings of sensitive use
Note : Floor or wall normal velocity component, the most significant, A weighted (LNEC).

4 Transfer functions
According to section 2 b and c, measurements made in the tunnel, and in the surface and in the tunnel and buildings
upper floors, led to the transfer function estimate, at each chosen local, double points P1 to P3. As examples,
transfer functions got for the double points P1, P2 and P9 are given. Note that global values were evaluated relating
global rms values Vs to Vu:

Table 4.1 - Transfer function (vertical velocity tunnel-surface attenuation) at point P1, ( Baro da Torre, 180),
from P1t (tunnel) to P1s, (entrance hall, level 0), dB

f, Hz 1 1,25 1,6 2 2,5 3,15 4 5 6,3 8 10 12,5

vef -29,7 -32,1 -27,3 -20,8 -15,6 -10,0 -10,3 -7,3 -8,4 -6,6 -12,3 -5,5
16 20 25 31,5 40 50 63 80 100 125 160 200 global
-4,0 -19,4 -17,9 -14,6 -14,6 -17,4 -21,7 -26,8 -21,9 -13,5 -25,3 -30,9 -

Table 4.2 - Transfer function (vertical velocity tunnel-surface attenuation) at point P1, ( Baro da Torre, 180),
from P1t (tunnel) to P1p2, (building, floor 2), dB

f, Hz 1 1,25 1,6 2 2,5 3,15 4 5 6,3 8 10 12,5

vef -30,9 -31,6 -27,4 -21,9 -14,7 -4,4 -10,1 -7,5 -6,1 -1,6 -13,8 -10,2
16 20 25 31,5 40 50 63 80 100 125 160 200 global
-5,9 -27,1 -27,3 -27,4 -30,6 -32,6 -26,8 -30,8 -24,3 -21,3 -32,0 -34,2 -

Table 4.3 - Transfer function (vertical velocity tunnel-surface attenuation) at point P1, ( Baro da Torre, 180),
from P1t (tunnel) to P1p6, (building, floor 6), dB

f, Hz 1 1,25 1,6 2 2,5 3,15 4 5 6,3 8 10 12,5

vef -27,9 -31,6 -28,3 -24,7 -26,6 -12,0 -9,3 -7,0 -5,2 -3,1 -8,4 -3,3
16 20 25 31,5 40 50 63 80 100 125 160 200 global
-1,3 -21,3 -20,8 -36,0 -32,6 -26,4 -29,2 -33,3 -32,7 -20,4 -22,3 -21,0 -

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Table 4.4 - Transfer function (vertical velocity tunnel-surface attenuation) at point P2, ( Baro da Torre, 164),
from P2t (tunnel) to P2s, (entrance hall, level 0), dB

f, Hz 1 1,25 1,6 2 2,5 3,15 4 5 6,3 8 10 12,5

vef -16,2 -16,5 -6,6 3,3 1,2 0,4 3,7 -0,3 0,3 1,5 -11,1 -10,1
16 20 25 31,5 40 50 63 80 100 125 160 200 global
-6,0 -19,7 -12,0 -15,3 2,7 -1,4 -16,3 -24,0 -30,6 -23,8 -36,2 -37,6 -

Table 4.5 - Transfer function (vertical velocity tunnel-surface attenuation) at point P2, ( Baro da Torre, 164),
from P2t (tunnel) to P2p2, (building, floor 2), dB

f, Hz 1 1,25 1,6 2 2,5 3,15 4 5 6,3 8 10 12,5

vef -10,7 -14,5 -11,1 1,2 -1,0 2,5 1,6 -0,1 1,9 4,4 -13,2 -19,4
16 20 25 31,5 40 50 63 80 100 125 160 200 global
-12,8 -28,0 -24,8 -25,2 -28,1 -31,7 -27,2 -24,9 -29,7 -17,7 -30,9 -36,8 -

10,0

0,0
1 2 3 4 5 6 7 8 9 101112131415161718192021222324
-10,0

-20,0

-30,0

-40,0

Fig. 4.1 - Transfer function at point P2, building 164, from tunnel to the 2.nd floor, apartment entrance.

20,0

10,0

0,0
1 3 5 7 9 11 13 15 17 19 21 23
-10,0

-20,0

-30,0

-40,0

Fig. 4.2 - Transfer function at point P2, building 164, from tunnel to the 10.th floor, apartment entrance.

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Table 4.6 - Transfer function (vertical velocity tunnel-surface attenuation) at point P2, ( Baro da Torre, 164),
from P2t (tunnel) to P2p10, (building, floor 10), dB

f, Hz 1 1,25 1,6 2 2,5 3,15 4 5 6,3 8 10 12,5

vef -18,3 -5,3 14,0 3,0 -4,4 -0,7 6,0 1,9 4,4 7,1 -7,7 -5,5
16 20 25 31,5 40 50 63 80 100 125 160 200 global
-11,3 -24,3 -21,2 -28,7 -34,5 -30,4 -20,9 -23,5 -26,9 -18,2 -23,6 -26,1 -

Table 4.7 - Transfer function (vertical velocity tunnel-surface attenuation) at point P3, (Igarapava, 50),
from P3t (tunnel) to P3s, (entrance hall, level 0), dB.

f, Hz 1 1,25 1,6 2 2,5 3,15 4 5 6,3 8 10 12,5

vef -45,8 -45,6 -40,6 -34,2 -29,1 -36,5 -32,8 -28,8 -24,7 -28,0 -32,0 -18,2
16 20 25 31,5 40 50 63 80 100 125 160 200 global
-32,2 -35,8 -31,9 -28,3 -38,5 -41,1 -37,3 -31,3 -32,8 -45,1 -53,8 -62,8 -

Table 4.8 - Transfer function (vertical velocity tunnel-surface attenuation) at point P3, (Igarapava, 50),
from P3t (tunnel) to P3p3, (building, 3.rd floor), dB.

f, Hz 1 1,25 1,6 2 2,5 3,15 4 5 6,3 8 10 12,5

vef -34,8 -36,8 -37,1 -29,8 -23,5 -36,0 -32,6 -26,4 -25,1 -20,7 -25,7 -10,4
16 20 25 31,5 40 50 63 80 100 125 160 200 global
-20,9 -21,3 -17,7 -12,9 -15,1 -28,4 -32,7 -46,7 -48,3 -53,1 -53,7 -55,2 -

Table 4.9 - Transfer function (vertical velocity tunnel-surface attenuation) at point P3, (Igarapava, 50),
from P3t (tunnel) to P3p7, (building, 7.th floor), dB

f, Hz 1 1,25 1,6 2 2,5 3,15 4 5 6,3 8 10 12,5

vef -53,8 -52,9 -57,2 -45,3 -43,8 -48,7 -46,7 -39,7 -33,4 -27,2 -30,2 -22,2
16 20 25 31,5 40 50 63 80 100 125 160 200 global
-35,8 -37,2 -41,5 -45,9 -42,6 -35,8 -30,6 -50,0 -55,7 -60,3 -60,4 -70,6 -

Around the points P1 and P2 the concrete lining structure of the tunnel was already completed, and isolation,
concrete slab, sleepers and rails were already in place, so, results should be nearer the real ones, when the trains
are rolling over the underground railway line.
We were told that:
4.i Around the point P1 a standard isolation according to previous specifications was used;
4.ii Around the point P2, a supposed high attenuation damping system was used.
Note that:
4.iii Standard isolation (under sleepers concrete slab + damping material underneath) was calculated in the same
area (Baro da Torre street) after measurements done in several buildings, previous to the ones now reported.

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5 Vibrations due to trains

Measurements were made, in points near the existing railway, in the tunnel and on ground surface, of the vibration
due to train passages; those points are referred as M1, and M2. In point M1, u and s, trains were moving at normal
speed, about 70 km/h. Tunnel point M2u was on a station platform, so vibrations due to train arrivals and departures
were measured. Depth of M1u was 11m, and of M2u was 12.5 m. Table 5.1 shows the mean spectrum of several
measurements at point M1.

Table 5.1 - Vibration vertical rms velocity due to a train passage, au tunnel, Vut(fi), at M1u, dBv
f, Hz 1 1,25 1,6 2 2,5 3,15 4 5 6,3 8 10 12,5
vef(fi) 49,1 46,3 44,5 43,9 42,8 41,3 41,0 39,1 40,2 40,6 39,3 41,9
16 20 25 31,5 40 50 63 80 100 125 160 200 vef
44,3 49,6 48,8 48,0 50,8 48,9 50,5 51,0 51,2 49,8 47,8 47,4 61,2

6 Vibration and noise predictions

6.1 Vibration prediction and evaluation
According to section 2 e and f, vibrations predictions were made, for the buildings over the future line, next to points
P1 to P3, using equations 2.2bis, corrected for standard building response, Tr(fi), (accounting for eventual
resonances of buildings and room floors), and for wear in rails and wheels, Cw(fi) :
Vpt(fi) = Vut(fi) + Cw(fi) + Tus(fi) + Tr(fi) in dBv (6.1)
Vpt(fi) = Vut(fi) + Cw(fi) + Tup(fi) + Tr(fi) in dBv (6.1i)
For the evaluation of this correction, Tr(fi) , when not measured, is a rough estimate of the vertical vibration
transfer function of the buildings, between ground levels and upper floors (see ref.s 4 and 6). We use to consider that
resonances in the present buildings may likely occur in frequencies in the bands from 16 to 40 Hz, and unlikely in the
other bands, below 12,5 or over 50 Hz. As we measured to upper levels, but not inside the apartments, in the room
slabs, we used Tr(fi) = Tr(fi) . So:

Table 6.1 - Buildings general transfer function, considering eventual resonances, Tr(fi), dBv
f, Hz 1 1,25 1,6 2 2,5 3,15 4 5 6,3 8 10 12,5
vrms 0 0 0 0 0 0 0 0 0 0 0 0
16 20 25 31,5 40 50 63 80 100 125 160 200 global
11,8 11,8 11,8 11,8 11,8 0 0 0 0 0 0 0 6,0

Prediction according to expression 6.1 considers: a the vibration generated by the trains, in the tunnel, at railway
level plus correction due to wheels and rails wear, + 10 dBv, for all the frequencies considered; b the soil
propagation from tunnel to ground surface level; c the buildings response, standard, accounting for resonances
(see ref. 4, and compare with the prescribed in ref 6).
It was our aim, in this study, to improve the methodology of another similar study done before (see ref. 3), measuring,
when possible the buildings responses, getting a better estimate, than the crude one referred above, table 6.1.
In a previous study done on this same railway line (not reported here) measurements were done on mid span of
room floors in apartments in other chosen buildings, so, correction Tr(fi) was not applied then in the predictions.

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The present measurements on upper floors were taken on the floor slabs of the stairs and lift case structures in front
of the apartments doors, so responses of the whole buildings, but not of the apartment rooms slabs, are included in
the transfer functions evaluated. Some guessed corrections Tr(fi) were needed, to account for the room slabs
resonances. Its our experience that floor slabs responses are more important that whole building responses, and,
considering the impossibility of evaluating Tr(fi) , the whole standard correction Tr was applied, anyway, to the
transfer functions from tunnel to upper floor apartment entrances measurements.
The table shows the vertical vibration values, rms spectra in 1/3 oct. bands, predicted for the floor apartments of the
buildings studied, and now referred, without and with corrections Cw(fi) + Tr(fi). Global values are evaluated by:
2 1/2
Vrms = (i vrmsi ) mm/s (6.2)

Table 6.2 - Vibration rms vertical velocity prediction, without and with corrections Cw(fi) + Tr(fi),
in the 6.th floor apartment of the building Barao da Torre 180, P1p6, dBv

f, Hz 1 1,25 1,6 2 2,5 3,15 4 5 6,3 8 10 12,5

vef 21,3 14,7 16,3 19,3 16,2 29,3 31,7 32,1 34,9 37,5 30,9 38,6
vef corr 31,3 24,7 26,3 29,3 26,2 39,3 41,7 42,1 44,9 47,5 40,9 48,6
16 20 25 31,5 40 50 63 80 100 125 160 200 global
43,0 28,3 28,0 12,0 18,1 22,5 21,3 17,7 18,6 29,4 25,6 26,4 46,5
64,8 50,1 49,8 33,8 39,9 32,5 31,3 27,7 28,6 39,4 35,6 36,4 62,5

Table 6.3 - Vibration rms vertical velocity prediction, without and with corrections Cw(fi) + Tr(fi),
in the 10.th floor apartment of the building Barao da Torre 164, P2p10, dBv

f, Hz 1 1,25 1,6 2 2,5 3,15 4 5 6,3 8 10 12,5

vef 30,8 41,0 58,5 46,9 38,5 40,6 47,0 41,0 44,6 47,7 31,6 36,4
vef corr 40,8 51,0 68,5 56,9 48,5 50,6 57,0 51,0 54,6 57,7 41,6 46,4
16 20 25 31,5 40 50 63 80 100 125 160 200 global
33,0 25,3 27,6 19,3 16,3 18,5 29,6 27,5 24,3 31,6 24,2 21,3 59,8
54,8 47,1 49,4 41,1 38,1 28,5 39,6 37,5 34,3 41,6 34,2 31,3 75,8

Tablela 6.4 - Vibration rms vertical velocity prediction, without and with corrections Cw(fi) + Tr(fi),
in the 2.nd floor apartment of the building Igarapava, 50, P3p2, dBv

f, Hz 1 1,25 1,6 2 2,5 3,15 4 5 6,3 8 10 12,5

vef 14,3 9,5 7,5 14,1 19,3 5,2 8,3 12,6 15,0 19,9 13,6 31,5
vef corr 24,3 19,5 17,5 24,1 29,3 15,2 18,3 22,6 25,0 29,9 23,6 41,5
16 20 25 31,5 40 50 63 80 100 125 160 200 global
23,5 28,3 31,2 35,1 35,6 20,5 17,8 4,3 3,0 -3,3 -5,9 -7,8 40,4
45,3 40,1 53,0 56,9 57,4 30,5 27,8 14,3 13,0 6,7 4,1 2,2 56,4

Global vibration value in the building 164, 10.th floor, is over the criterium value, but it is expected, considering the
corrections used, that no discomfort will arise from the train traffic.

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6.2 Noise prediction

Any guess of noise due to vibration is of course very uncertain. It can be evaluated considering the vibration
prediction values:
LA [dBA] = Vrms [dBv] - 44 or -29 or - 14. (6.3)
respectively if the frequency of the peak of the rms velocity spectrum is below 31,5, is in the interval (31,5 to 63) or
above 30 Hz [ref 4]. Or it can be evaluated from the relationship between normal velocity of a plate, v, and pressure
of the emitted sound wave, p, theoretical relation that gives in practice good results in medium size rooms:
p = c v, c being the sound speed, the air unit volume mass (6.4)
Llin = 20 log10( v ) + 86 , v in mm/s (7.5)

LA = 10 log10(i 10 (0,1 (Llini + Ci)) ), dBA (7.6)

the Ci in 8.3 being the A weight constants.
The more significant results at the three buildings, computed with the correction of + 10 + 6 dBv are::
Table 6.5 Noise due to vibration
Point: P1 6.th P2 r/c P2 10.th P3 2.nd P3 7.th
Vef, dBv 62,5 72,7 75,8 56,4 40,6
Vef (A), mm/s 0,0014 0,0056 0,309 0,0008 0,00009
LA: dBA 28,9 40,9 28,3 24,1 5,0

Only with the + 6 dBv correction:

Table 6.5 i Noise due to vibration

Point: P1 6.th P2 r/c P2 10.th P3 2.nd P3 7.th

Vef, dBv 52,5 62,7 65,8 46,4 30,6
Vef(A), mm/s 0,00044 0,00176 0,00041 0,00026 0,00003
LA, dBA 18,9 30,9 18,3 14,1 0

Using the FTA method to estimate the noise, the FTA limit being 35 dB(A) [see ref. 4, page 10-8, table 10-1] :

Table 6.6 Noise due to vibration, evaluated with the FTA 2006 rule.

Point: P1 6 P2 r/c P2 10 P3 2 P3 7
Vef, dBv 62,5 68,1 75,8 56,4 40,6
f, Hz 16 2; 16 8 40 12,5
conversion, dB -44 -44 -44 -29 -44
LA, dBA 18,5 24,1 31,8 27,4 0

Noise evaluated by the FTA method broadly agrees with calculation with the theoretical formula 7.6.

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7 Conclusions and final remarks

1 This vibration prediction methodology seems adequate to predict future vibration and noise at home and to define
isolation to avoid peoples discomfort from underground railways; and the best in tunnel construction conditions.
2 - Buildings responses may vary, so its convenient to measure as many as possible, at mid-span of apartment
rooms slabs. Buildings with basements have their foundations at a smaller distance to the tunnel (than the one
measured from street level). Buildings over the tunnel are more subject to vibrations and structural noise.
3 Uncertainties associated with the method and the measurements arise from the facts:
3.1 If the tunnel lining is not completed at the time of measurements, and when all the works are finished, and
trains rolling, propagation conditions may have some change;
3.2 Unassessed buildings may, afterwards, undergo unexpected vibrations.
3.3 In tunnels just excavated, transfer functions may vary slightly with the point of application of the excitation
force by the demolition machine. That point ought to be on the future railway place, and a concrete block/slab must
be used, between the machine demolition tool and the ground..
4 For middle frequencies some amplification (or smaller attenuation) was (as usually) found, due to superimposition
of waves due to reflections in the soil and building, resulting in a resonant frequency broad band. In point 2 (building
164), where tunnel was completed and railway and isolation laid down, the relative high values found may also be
due to isolation some inadequacy; even so global velocity value is acceptable.
5 Isolation solution to be effective, must be designed to cut the vibration components with the middle frequencies
referred in conclusion 4; isolation amplification will occur for lower frequencies, in a range where soil attenuation is
found sufficient. Note that:
5a High attenuation characteristics, advertised by the dealers of damping materials and systems, is not enough
to ensure efficient isolation.
5b Isolation efficiency depends not only on the mat elasticity and damping characteristics, but also on the train
and railway masses, concrete slab mass included, an on the train & railway generated vibration spectrum; and
5c Isolation efficiency is frequency dependent.
6 This kind of study has the advantage of saving extra isolation work & costs, where isolation is not needed, and
giving enough confidence to the railway managers that annoying vibrations and noise wont be present in peoples
homes and working places.
7 Its important, in similar works and in the corresponding building contracts, that final vibration measurements are
planned and performed when trains are running, their results being compared with the predictions.

References
[1] Schiappa de Azevedo, Fernando; Domingues, Odete; Castro, Joana High Speed Trains in Portugal. Vibration Impact
Assessment. In portuguese: Impacto dos Comboios de Alta Velocidade no Ambiente. Previso das Vibraes. In Internoise
2010, Lisbon, Portugal, 13-16 June 2010..
[2] Schiappa de Azevedo, Fernando; Domingues, Odete - High Speed Trains. Future Railway Nearby Vibration Prediction.
Input and Transfer Function Estimates. In portuguese: Comboios de Alta Velocidade. Previso de Vibraes Prximo de
Futura Via. Estimativas da Solicitao e da Funo de Transferncia. In Evora 2012, Evora, Portugal, 1 3 Outubro 2012.
[3] Schiappa de Azevedo, Fernando; Domingues, Odete; Scio Francisco; Valrio, Paulo Future Railway Underneath a City
Transfer Function Estimate and Ambient Vibration Prediction. In 7.th Forum Acusticum, Krakow, 7 12 Sept. 2014.
[4] Office of Railroad Development Transit Noise and Vibration Impact Assessment. U. S. Department of Transportation.
Federal Transit Administration. Office of Planning and Environment. FTA-VA-90-1003-06. May 2006.
[5] ISO 2631-2 : 1989 et 2003 Mechanical vibration and shock - Evaluation of human exposure to whole-body vibration --
Part 2: Vibration in buildings (1 Hz to 80 Hz).
[6] Bernd Asmussen, project coord. Railway Induced Vibration Abatement Solutions, EU 7.th Framework Program, 2012.

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