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Transportation Research Procedia 14 (2016) 2704 2713

6th Transport Research Arena April 18-21, 2016

Environmental noise mitigation measures

for Lithuanian railway network
Aja Tumavi a,*, Alfredas Laurinaviius b, Aleksandras Jagniatinskis c, Audrius Vaitkus a
a
Road Research Institute, Vilnius Gediminas Technical University, Linkmen str. 28, Vilnius LT-08217, Lithuania
b
Department of Roads, Vilnius Gediminas Technical University, Saultekio ave. 11, Vilnius LT-10223, Lithuania
c
Laboratory of Acoustics, Scientific Institute of Thermal Insulation, Vilnius Gediminas Technical University, Linkmen str. 28,
Vilnius LT-08217, Lithuania

Abstract

Railways are one of the most environmentally friendly types of transport. Rail transport requires less energy and emits less
hazardous substances, but biggest issues with railways are an environmental noise pollution noise. To reduce this noise different
measures could be implemented in different places at the source, between the source and the receiver, at the receiver.
Unfortunately today in Lithuanian rail transport is not very popular mean of transport amongst travellers. Therefore, it is
necessary to reconstruct railways lines to increase train speed, comfort for passengers, etc. In order to promote its development,
minimal impact on environmental noise pollution must be ensured. Various parameters of track influence the level of emitted
noise. This article presents an overview of noise mitigation measures in Lithuanian railway design documentation (rail type,
wheel roughness, rail dampers, noise barriers, exchange of brake blocks, rail grinding, noise insulated windows, etc.) and also
comparison of their effectiveness.

2016 The Authors.

2016The Authors.Published
PublishedbybyElsevier
ElsevierB.V. This is an open access article under the CC BY-NC-ND license
B.V..
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
Peer-review under responsibility of Road and Bridge Research Institute (IBDiM).
Peer-review under responsibility of Road and Bridge Research Institute (IBDiM)
Keywords: railway; environmental noise pollution; noise mitigation measure

* Corresponding author. Tel.: +370-5-251-2352.

E-mail address: aja.tumavice@vgtu.lt

2352-1465 2016 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
Peer-review under responsibility of Road and Bridge Research Institute (IBDiM)
doi:10.1016/j.trpro.2016.05.448
 Aja Tumavi et al. / Transportation Research Procedia 14 (2016) 2704 2713 2705

1. Introduction

Railways have many advantages comparing to other types of transport among others is the ability to transport
high volumes of goods, also rail transport environmental pollution is much lower, they guarantee high level of
safety, and the land occupation is much less for rail transport than for other transport types. Railways provide good
conditions for bulk load transport, such as coal, grain and etc., and they do not cause congestion in the streets, and
can be used in combined transportation (e.g., train-ship, truck-train).
Railways are one of the most environmentally friendly types of transport, because they require less energy.
Energy consumption by mode in 28 European countries in 2012 is presented in Table 1. Furthermore, rail transport
emits less hazardous substances. Greenhouse gas emissions (GHG) by mode (share %) in 28 European countries in
2012 is presented in Table 2. Railways are responsible for only 2% of CO 2 emissions in the transport sector.
Therefore, rail in particular should become involved in the struggle against climate change as it offers huge potential
for decarbonizing transport (Dalkmann et al., 2010).
Unfortunately, rail transport also pollutes the environment. The most significant environmental effect caused by
railways is noise, mostly emitted from freight trains (Oertli and Hubner, 2010; Wiebe et al., 2011). Both noise and
vibrations have been therefore identified as major challenges for the European railway system as the sector
constantly increases its transport volume (Wiebe et al., 2011). The EU staff working paper outlines that external
costs related to noise would decrease by as much as 46% relative to Policy option 1 (no additional EU action) by
2050 (European Commission, 2011). Shifting more transport to rail and increasing the market share of the sector can
only be achieved with sustainable noise and vibration mitigation measures (Wiebe at al., 2011).
Mitigation measures could be installed:

x at the source;
x on the sound way;
x at the neighboring buildings (this is usually done with insulated windows or with facade insulation).

At the same time there are a lot of solutions how to reduce the noise, e.g., retrofitting with K-blocks can lead to
overall noise reduction of 810 dB, retrofitting with LL-brake blocks 810 dB, wheel absorbers 13 dB, track
absorbers 13 dB, acoustic rail grinding 13 dB, operational variable, noise barriers 515 dB, noise insulated
windows 1030 dB. (Oertli and Hubner, 2010). Also noise can be reduced by other means, e.g. by reducing train
speed from 160 km/h to 80 km/h can lead to overall noise reduction of 9.4 dB(A) (Wirnsberger et al., 1999).
For example, natural gabions noise barriers are efficient means for reducing ground transportation noise. The
single number ratings of the reflection and insulation indices are around 5 dB and 20 dB (Koussa et al., 2013). In
addition, noise reduction can be achieved by regular maintenance procedures such as the removal of corrugation of
grinding or track renewal. Poor maintenance may lead to noise increase up to 20 dB. At the same time additional
methods for specific situations such as friction modifiers against curve squeal or absorbers against steel bridge noise
can be used (Oertli, and Hubner, 2010). As well as the green wall, that is a passive acoustic insulation system for
buildings. This measure has significant potential as a sound insulation tool for buildings (Azkorra et al., 2015).

2. Passenger transportation by railways in Lithuania

Today the rail transport in Lithuania is one of the least popular means of transport amongst travellers. In 2012 in
Lithuania even 90.6% of passengers travelled by passengers cars, and only 1.2% used trains (see Fig. 1). In 2012
Lithuania had the smallest railways travelers amount, compared to other types of land transport (see Fig. 2), of all
European countries, except Greece (0.7%). The average of travelers by train in 26 countries is about 6.0%.
(European Commission 2014).
2706 Aja Tumavi et al. / Transportation Research Procedia 14 (2016) 2704 2713

Table 1. Energy consumption by mode in 28 European countries in 2012

(European Commission, 2014).
No. Sector Mtoe %
1 In road sector 287.5 82.0
2 In air sector 49.1 14.0
3 In railways sector 7.0 2.0
4 In domestic navigation 4.4 1.0
5 In pipeline transport 3.6 1.0

Table 2. Greenhouse gas emissions (GHG) by mode (share %)

in 28 European countries in 2012 (European Commission, 2014).
No. Transportation mode GHG
1 Road transportation 71.9%
2 Total navigation 13.9%
3 Total civil aviation 12.8%
4 Railways 0.6%
5 Other transportation 0.8%

Fig. 1. Modal split of passenger transport on land in Lithuania in 2012 (European Commission, 2014).
 Aja Tumavi et al. / Transportation Research Procedia 14 (2016) 2704 2713 2707

Fig. 2. Passenger transport by rail in 2012, % (European Commission, 2014).

It is not popular to travel by train in Lithuania because of low speeds and poor development of railway network.
However, in order to reduce energy consumption, it is necessary to promote traveling by train. Therefore, it is
necessary to reconstruct railways lines to increase train speed and comfort for passengers. In order to promote rail
transport development, minimal impact of noise pollution on environment must be ensured on railway lines.
In order to improve access to the European countries and to increase the number of travelers by train in Lithuania
RAIL BALTICA (part of Pan-European Corridor I) line Warszawa-Kaunas-Riga-Tallinn-Helsinki stage 1 project
is currently implemented. Thus, Lithuania will join to the trans-European rail network corridors (Baltic-Adriatic and
North Sea-Baltic). Rail BALTICA will have link with Pan-European Corridors IX Helsinki-Vyborg-Saint
Petersburg-Moscow-Kiev-Chisinau-Bucharest-Ruse-Dimitrovgrad-Alexandroupolis branch IX B Kiev-Minsk-
-Vilnius-Klaipda and Branch IX D Kaunas-Kaliningrad. Sections of these corridors in Lithuania are recently
reconstructed. These railway lines is some locations crosses the densely urbanized areas with a demand of noise
mitigation measures.
Various parameters of track could influence the level of emitted noise. For example, difference of emitted noise
level for rail type between UIC 54 E (min) and UIC 60 (max) 0.7 dB(A); for static pad stiffness between
5e9 N/m (min) and 1e8 N/m (max) 5.9 dB(A); for pad loss factor between 0.5 (min) and 0.1 (max) 2.6 dB(A);
for sleeper type between Bi-bloc (min) and Wooden (max) 3.1 dB(A); for sleeper distance between 0.4 m and
0.8 m 1.2 dB(A) etc. (Wirnsberger et al., 1999).
2708 Aja Tumavi et al. / Transportation Research Procedia 14 (2016) 2704 2713

3. Limiting of acceptable railway noise pollution in Lithuania

There are several documents that regulate allowable noise in Lithuania e.g. Directive 2008/57/EC, TSIs and
hygiene norms.
Directive 2008/57/EC determines the basic environmental requirements (including noise):

x the environmental impact of establishment and operation of the rail system must be assessed and taken into
account at the design stage of the system in accordance with the Community provisions in force;
x operation of the rail system must respect existing regulations on noise pollution.

Lithuanian hygiene norm HN 33:2011 Noise limit values for residential and public buildings and their
surroundings [Triukmo ribiniai dydiai gyvenamuosiuose ir visuomenins paskirties pastatuose bei j aplinkoje]
is mandatory for those who are planning territories, designs and constructs buildings, or owns roads and railways
and etc.
In this article we will present requirements for environmental noise level in HN 33:2011 and Technical
specifications for interoperability (TSIs), and evaluate regulations for railway design and construct in Lithuania, in
order to assess possible noise mitigation measures which are presented in these regulations.
In Lithuania there are no High Speed Rail systems, so well analyze only TSIs for Conventional Rail systems,
which are applicable for these subsystems:

x Control-command and signaling (2006/679/EC);

x Rolling stock noise (Commission regulation No. 1304/2014);
x Rolling stock freight wagons (Commission regulation No. 321/2013)*;
x Operation and traffic management (2011/314/EU)*;
x Telematics applications for freight subsystem (Commission regulation No. 1305/2014)*;
x Telematics applications for passenger services (2011/454/EU) and (Commission regulation No. 1273/2013)*;
x Energy (Commission regulation No. 1301/2014)*;
x Rolling stock locomotives and passenger rolling stock (Commission regulation No. 1302/2014)*.

Also well analyze TSIs which is generally applicable for Conventional and High Speed Rail systems:

x Control-command and signaling (2012/88/EU);

x Telematics applications for passenger services (2011/454/EU)*;
x Operation and traffic management (2012/757/ES)*.

Note: * we dont analyze these regulations, because these regulations are not applicable for railways or there no
any requirements for the environmental noise, or there are the same requirements as in directive 2008/57/EC.
These regulations are mandatory for railways design in Lithuania (Legislation, 2015):

x Commission regulation No. 352/2009*;

x Commission regulation No. 1300/2014*;
x Commission regulation No. 1299/2014*;
x Commission regulation No. 1303/2014;
x Commission implementing regulation No. 402/2013*;
x Railway station design rules [Geleinkelio stoi projektavimo taisykls];
x Level-crossing installation and operation rules [Perva rengimo ir naudojimo taisykls];
x Technical regulations for the use of railway [Techninio geleinkeli naudojimo nuostatai];
x Railway Traffic Rules [Geleinkelio eismo taisykls]*;
x Railway traffic signaling rules [Geleinkeli transporto eismo signalizacijos taisykls]*;
x Description of Procedure for knowledge testing of Workers whose work is related to rail traffic [Darbuotoj,
kuri darbas susijs su geleinkeli transporto eismu, ini tikrinimo tvarkos apraas]*.

Note: * In these regulations there are no provisions related to environmental noise.

 Aja Tumavi et al. / Transportation Research Procedia 14 (2016) 2704 2713 2709

3.1. Requirements for the evaluation of environmental noise conformity with limiting values

According to HN 33:2011 the noise limit values for residential and public service function buildings and their
surroundings is assessed using measurements and (or) modeling. The results of noise measurements are compared to
limit values (see Table 3 and Table 4) at the living and public service function buildings and their environment.
Also, according to HN 33:2011, projecting economic activity noise is assessed by equivalent sound pressure level
in reference time interval or by annual noise indicators Lden, Lday, Levening and Lnight. Therefore, the engineers,
designers, planners or modelers could choose how to measure the noise. Simultaneously HN 33:2011 shows that
non-steady noise at the residential and public service function buildings is assessed by equivalent sound pressure
level (LAeqT) and maximum sound pressure level (LAFmax), while steady noise by equivalent sound pressure level
only. So it become unclear how to measure the effectiveness of already installed noise mitigation measures if during
their design the assessment was done using annual noise indicators Lden, Lday, Levening and Lnight.
At the same time there is another problem with the measurement of environmental noise near newly erected
railway. In Lithuania at several rail sections, only 23 trains pass by in 24 hours period. So the equivalent noise
level will be modest and the noise mitigation measures evaluation will not show their real effectiveness.

Table 3. Highest permitted noise limit values from traffic flow in residential and public service function buildings and their surroundings.
Object Time of day, Equivalent sound pressure The maximum sound
h. level (LAeqT), dBA pressure level (LAFmax),
dBA
Residential buildings (houses) and public service function 618 65 70
buildings (except the catering and cultural buildings) environment,
1822 60 65
affected by transport noise
226 55 60

Table 4. Highest permitted noise limit values used for to evaluate the results of strategic noise mapping.
Object Lden, Lday, dBA Levening, dBA Lnight, dBA
dBA
Residential buildings (houses) and public service function buildings (except the 65 65 60 55
catering and cultural buildings) environment, affected by transport noise

Directive of the European Parliament and Council 2002/49/EC declares that Member States have to apply the
noise indicators Lden and Lnight for the preparation and revision of strategic noise mapping. Until the use of common
assessment methods for the determination of Lden and Lnight is made obligatory, existing national noise indicators and
related data may be used by Member States for this purpose and should be converted into the indicators mentioned
above. For acoustical planning and noise zoning, Member States may use other noise indicators. Therefore, directive
shows that even in planning and designing other indicators could be used and in Lithuania at planning stage it is
possible to choose what indicators should be assessed, but if there is no possibility to choose non-steady noise
could be measured only by equivalent noise pressure level and maximum noise pressure level. So provisions of
hygiene norm HN 33:2011 in Lithuania opposites directive 2002/49/EC.
Railway rolling stock noise subsystem TSI (Commission regulation No. 1304/2014) is presented at the
positions of stationary noise, starting noise, pass-by noise and drivers cab interior noise highest limit values. Also,
in Lithuania there is specific case for units from third countries with 1 520 mm wheel set gauge the application of
national technical rules instead of the requirements in this TSI is permitted.
Control-command and signaling subsystem TSI (2006/679/EC) and Control, management and signal subsystem
TSS (2012/88/EU) declares that the control-command equipment shall comply with existing regulations on noise
pollution.
2710 Aja Tumavi et al. / Transportation Research Procedia 14 (2016) 2704 2713

3.2. Environmental noise mitigation measures in Lithuanian railway regulations

After analysis of Commission regulation No. 1303/2014, we can conclude that in this regulation not any noise
mitigation measure, what could help to ensure requirements of Directive 2008/57/EC, TSIs and HN 33:2011, is
provided.
In Geleinkelio stoi projektavimo taisykls some noise mitigation measures are mentioned, e.g., jointless rail,
regular rail grinding, noise barriers, optimal power (less than 25 W) speakerphone means of communication, noise
mitigation measures to reduce maneuvering locomotives whistling noise, etc. However, these measures are not
detailed and there are no rules where and when to use them. So it could be difficult to implement these measures
according requirements of Directive 2008/57/EC, TSIs and HN 33:2011.
Analysis of Perva rengimo ir naudojimo taisykls, also showed that in these regulations nothing is said about
environmental noise mitigation measures.
Techninio geleinkeli naudojimo nuostatai presents only general requirements such as that railway employees
must protect the environment from pollution. Additionally it presents the requirement that acoustic communication
equipment must operate purposefully and minimize noise pollution outside the railway area. But no measures how
to reduce impact of noise to environment are given.
Analysis of Lithuanian railway regulations showed that most of the documents do not present any regulations for
noise mitigation measures. Some regulations provide just general ideas, but they cant help to design noise
mitigation measures and to ensure implementation of the requirements of Directive 2008/57/EC, TSIs and HN
33:2011. Additionally in railway design stage in Lithuania there is possibility to choose what noise indicators to
assess, but then evaluating already installed noise mitigation measures theres no possibility to choose non-
steady noise can be only assessed according to equivalent sound pressure level (LAeqT) and maximum sound pressure
level (LAFmax)

4. Environmental noise mitigation measures in Lithuanian railway design documentation

During the planning process of noise mitigation measures in railway corridor IX B Vilnius bypass Kyviks-
-Valin section and railway sections Kyviks-Vaiimai and Vaidotai (Puynas)-Paneriai non-steady noise was
assessed according to equivalent sound pressure level (LAeqT). However, in railway section Naujoji Vilnia-
Kaiiadorys non-steady noise was assessed according to Lden, Lday, Levening and Lnight.
Noise mitigation measures and their effectiveness in Lithuanian railway design documentation is presented in
Table 5.

Table 5. Noise mitigation measures in Lithuanian railway design documentation.

Designed noise mitigation measure (NMM) Features of NMM (H height, m. Declared effectiveness of NMM (design)
L distance from the axis of the rail, m)

RAILWAY CORRIDOR IX B VILNIUS BYPASS KYVIKS VALIN SECTION

Noise barrier (wall) made of aluminium (1) or noise (1) H= 3.03.5 m, L=4.0 m 25 dBA
barrier (wall) made of aluminium (up to 1.0 m high) (2) H= 2.8, L=4.0
and transparent plastic (2)
Noise barrier (wall) made of aluminium (1) or noise (1) H= 3.5 m, L=3.8 m 30 dBA
barrier (wall) made of aluminium (up to 1.0 m high) (2) H= 2.8, L=3.8
and transparent plastic (2)
Embankment, planted with hawthorn, rowan and H = 5 m, width 26/6 > 20 dBA
thorns
Stripe of thuja Height of thuja H=1.8m planted in in 5 dBA
a chess order 1 m from each other
Noise insulated windows with acoustic vent 30 dBA
RAILWAY SECTION NAUJOJI VILNIA KAIIADORYS
Noise barrier (wall) H=1.54.0 m 515
Sectors with rail dampers (absorbers) - 3 dB for passengers trains and 4 dB
freight trains
 Aja Tumavi et al. / Transportation Research Procedia 14 (2016) 2704 2713 2711

Designed noise mitigation measure (NMM) Features of NMM (H height, m. Declared effectiveness of NMM (design)
L distance from the axis of the rail, m)

Exchange of brake blocks 810*

RAILWAY SECTIONS KYVIKS -VAIINAI IR VAIDOTAI (PUYNAS)-PANERIAI
Noise barrier (wall) H= 2.53.5; L=3.8 m; on the one hand 510 dB
absorption 0.6.
Rail grinding For freight trains 47 dB, for
passengers trains 612 dB and for
intermodal rail 7 8 dB
Window replacement/additional glazing All buildings open windows 10 dB (A)
Frame buildings single glazing (closed)
20 dB (A)
Masonry buildings: Single glazing
(closed) 25 dB (A)
Double glazing (closed) 35 dB (A)
*world practice

5. Comparison of effectiveness of noise mitigation measures in Lithuanian railway design documentation

The most effective environmental noise mitigation measure adopted in Lithuanian railway design documentation
is window replacement/additional glazing in masonry buildings. The best solution closed double glazing windows.
However, these measures cannot be effective if the old buildings overall facade insulation is low. Additionally it
will not help to protect house outdoor environment and yards from the pollution of noise. There are some doubts
about effectiveness of designed measures in railway corridor IX B Vilnius bypass Kyviks-Valin section,
because, e.g., noise barrier (wall) effectiveness (2530 dBA) exceeds reported world practice (515 dBA). In
Lithuanian railway design documentation the most popular environmental noise mitigation measure is the noise
barrier (wall). This measure is quite effective, but it is expensive and not always suitable for the existing landscape.
Additionally, there are some trouble at level crossings with the visibility, even with the transparent upper part (see
Fig. 3). In railway regulations there are no conditions for the noise barriers (walls) design presented. But in road
regulations (Noise barriers selection, modeling, design and installation rules T TU 15 [Triukmo utvar parinkimo,
modeliavimo, projektavimo ir rengimo taisykls T TU 15]) it is determined that this measure could be chosen only
if the noise level exceed limit value more than 5 dBA and there are at least four low rise buildings in the vicinity of
each other ( 30 m). Sectors with rail dampers (absorbers) and rail grinding is less effective measures, but their
advantage is that they reduce noise already at the source.

Fig. 3. Example of noise barriers (wall) with poor visibility at level crossing (Railway corridor IX D section Kaunas-Kybartai).
2712 Aja Tumavi et al. / Transportation Research Procedia 14 (2016) 2704 2713

6. Conclusions

x In Lithuania railway RAIL BALTICA (part of Pan-European Corridor I) currently is under construction.
Additionally recently was reconstructed Pan-European Corridors IX Helsinki-Vyborg-Saint Petersburg-
-Moscow-Kiev-Chisinau-Bucharest-Ruse-Dimitrovgrad-Alexandroupolis branches IX B Kiev-Minsk-Vilnius-
Klaipda and IX D Kaunas-Kaliningrad. These railway lines in some locations cross the densely urbanized
areas with a demand of noise mitigation measures.
x Lithuanian railway regulations poorly present information about the design and construction of noise mitigation
measures. In some regulations just some general ideas are presented what do not help to design noise mitigation
measures or to implement the requirements of Directive 2008/57/EC, TSIs and HN 33:2011. Also according to
hygiene norm HN 33:2011 in design stage in Lithuania engineers can choose what noise indicators to assess
(Lden,Lday, Levening and Lnight or LAeqT and LAFmax), but then assessing already installed noise mitigation measures
there is no possibility to choose: non-steady environmental noise can only be assessed using field measurements
according to equivalent sound pressure level (LAeqT) and maximum sound pressure level (LAFmax). Therefore,
today in Lithuania, there is urgent need to review old and to approve new railway regulations to coordinate
planning, designing and installing of noise mitigation measures. Also, hygiene norm HN 33:2011 must be
improved as well.
x Lithuanian railway design documentation most often recommends installing noise barriers (walls) as
environmental noise mitigation measures. The noise barriers are quite effective, but expensive noise reduction
means. They have some troubles with visibility at level crossings and not always suitable for the existing
landscape. The wider range of noise mitigation measures should be under consideration such as the use of special
track forms, choosing different rail type, reducing wheel roughness, exchange of brake blocks, using non-
acoustic methods (socioeconomic, territory planning, etc.), etc.

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