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People with solutions
M+P | MBBM group
www.mplusp.eu
Complaints about
vibration-induced noise
from the underground
metro line in Amsterdam
Edwin Nieuwenhuizen
Rail Technology Conferences 2014
Düsseldorf
‒‒
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Rail Technology Conferences 2014 Düsseldorf 2
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Amsterdam metro lines
Rail Technology Conferences 2014 Düsseldorf 6
underground metro lines in
historic city centre
OL=‘East Line’
NZ=‘North South Line’
Metro tunnels in Amsterdam (1/2)
‘East Line’
1975 demolition of centre district ‘Nieuwmarkt’
1975-1980 construction of metro tunnel by sinking caisson
method
1980 metro tunnel in service
1980-1985 new residences built on top of tunnel, isolator
pads in building structure to prevent nuisance
2007-2013 complete renovation and replacement of the
rail superstructure
2014 introduction of new rolling stock (M5)
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Metro tunnels in Amsterdam (1/2)
‘North South Line’
2009-2012 construction of metro tunnel, partly by drilling
method (TBM)
2017 North South Line in service (anticipated)
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Noise and vibration nuisance
recent increase of noise complaints caused by the ‘East Line’
in district Nieuwmarkt
very emotional response by residents
description of nuisance is divergent
in general: increase in noise generated by metro pass-by since
2012
survey goal of M+P (2013): to objectify the complaints and to
find the most probable cause of the increase of number of
complaints
project scope is not yet to find solutions for mitigation
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Stakeholders
disturbed residents
several housing corporations
GVB – metro carrier
Dienst Metro – infrastructure manager
other departments of Amsterdam municipality
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Project planning
Given: narrow time schedule and limited budget
enumerating possible causes of increased number of
complaints
conducting measurements in June 2013:
▫ simultaneous at tracks, tunnel structure, building foundation
and residential spaces
historic measurement and construction data available in
December 2013
measuring of track roughness in December 2013
final vibration measurements anticipated in April 2014
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Tunnel structure example
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ground level
building foundation
support beam
caisson deck
caisson wall
concrete column
concrete piles
cross section
2 ballasted tracks
Noise requirements 1980
requirements for residences, imposed by the Department of
Building Inspection of the Amsterdam municipality
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day evening night
equivalent Leq 35 dB(A) 30 dB(A) 20 dB(A)
peak LAmax 45 dB(A) 40 dB(A) 30 dB(A)
Mitigation of vibration-induced noise
Rail Technology Conferences 2014 Düsseldorf 14
Amsterdam Pentagon building
no contact between
pavement and facades
rubber isolator pads (609 pcs) between
basement walls and ground floor;
no rigid joints (e.g. piping)
Possible causes of nuisance (1/3)
Receiver (residents)
psycho acoustic effects (negative publicity ‘North South line’)
- sinking buildings along route
- nuisance from construction noise
- construction costs 100% over budget (€1.5 bn)
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Possible causes of nuisance (2/3)
Transfer path
aging of isolator pads resulting in increase in natural frequency
of mass spring system
occurrence of rigid joints between foundation and ground floor
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Possible causes of nuisance (3/3)
At the time of renovation of track, acoustic/vibrational
consequences were not considered
Source
new provisions for tunnel safety (airborne noise)
different behavior of new track superstructure (renovation)
longitudinal sagging of the rail bed (renovation)
increase of rail roughness (regular maintenance)
increase of wheel roughness (reduced maintenance of M2/3
stock that will be replaced by M5)
new train configuration (3 coupled carriages)
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Measurements in residential space (1/2)
Amsterdam Pentagon building, 3th floor – June 2013
LAmax is higher than 30 dB(A) limit
80 Hz 1/3 octave band is predominant and responsible for
nuisance
pass-by on southbound track noisier than vice versa (+8 dB)
metros with 3 carriages noisier than with 2 (+2 dB)
wall vibration level matches noise level: no airborne transfer
path
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Measurements in residential space (2/2)
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30
40
50
60
70
25 31,5 40 50 63 80 100 125
Lp,m
ax [
dB
]
f [Hz] 1/3 oct
30 dB(A)
southbound; 3 carriages
southbound; 2 carriages
northbound; 3 carriages
northbound; 2 carriages
Measurements in basement (1/3)
Amsterdam Pentagon building, basement – June 2014
quick inspection revealed possible deviations:
- not all isolator pads are load bearing
- flexible joints between non-bearing walls and ground
floor are not visible (rigid contacts?)
- no gap between pavement and facade
in situ measured insertion loss of rubber pads is about 15 dB
at 80 Hz
vibration levels on ground floor highest above supposed non-
bearing walls and near facades (reveals a vibration bypass)
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Measurements in basement (2/3)
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-5
5
15
25
35
25 32 40 50 63 80 100
insert
ion
loss ∆
LV [
dB
]
f [Hz] 1/3 oct
isolator pad #1
isolator pad #2
isolator pad #3
in theory (fn =14 Hz)
Measurements in basement (3/3)
Rail Technology Conferences 2014 Düsseldorf 22
bearing
wall
non-bearing
wall
facade
building foundation
ground floor
pavement
80 Hz 1/3 oct vibration level, relative to tunnel deck
∆Lv =
-24 dB
∆Lv =
-9 dB ∆Lv =
-11 dB
isolator pads
Measurements on tunnel wall
Date
Caisson
nr
South-
bound
North-
bound
21-7-1980 02.08 60 56
1-3-1983 02.08 68 60
24-8-1985 52.05 68 63
24-8-1985 52.07 64 65
27-6-2013 km 1.100 66 58
Rail Technology Conferences 2014 Düsseldorf 23
apparently no significant
increase in vibration level
since the 80’s
but source-related causes
may not be rejected yet:
- not exact same
measurement position
- large scatter (±4 dB)
- relatively limited number
of pass-bys
Lv [dB re 50 10-8 ms-1]
western tunnel wall, curved track
horizontal direction
Measurement on rail foot (1/3)
metros with 3 carriages cause higher vibration levels than with
2 carriages
average vibration level of southbound track is higher than
northbound
metros change direction at CS: wheel roughness is probably
not the cause
vertical Track Decay Rates of tracks seem normal
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Measurement on rail foot (2/3)
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105
115
125
135
145
25 32 40 50 63 80 100 125
LV
E [
dB
re 1
0-9
m/s
]
f [Hz]
southbound; 3 carriages
southbound; 2 carriages
northbound; 3 carriages
northbound; 2 carriages
average of inner and outer rail
Measurement on rail foot (3/3)
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0
1
10
25 31,5 40 50 63 80 100 125
Tra
ck D
eca
y R
ate
[d
B/m
]
f [Hz] 1/3 oct
outer rail of southbound track
inner rail of southbound track
outer rail of northbound track
inner rail of northbound track
Rail roughness measurements (1/2)
Measurements done prior to rail head grinding
80 Hz at 60 km/h, thus λ=20 cm
no peak at 20 cm that explains noise at 80 Hz
no decrease in complaints after rail head grinding (Jan 2014)
rail roughness is probably not the cause of nuisance
Rail Technology Conferences 2014 Düsseldorf 27
Rail roughness measurements (2/2)
Rail Technology Conferences 2014 Düsseldorf 28
-20
-15
-10
-5
0
5
10
15
31,5
0
25,0
0
20,0
0
16,0
0
12,5
0
10,0
0
8,0
0
6,3
0
5,0
0
4,0
0
3,1
5
2,5
0
2,0
0
1,6
0
1,2
0
1,0
0
0,8
0
0,6
3
0,5
0
0,4
0
0,3
2
Lr [d
B r
e.
1 μ
m]
wave length [cm]
reference track
outer rail of southbound track
inner rail of southbound track
λ=20 cm
Conclusions
metro pass-by noise level in residence is higher than
requirements of 1980
bypass of vibration isolators pads most probable cause of
nuisance, possibly caused by resettling of building and/or
street repaving
it is unlikely that the cause is source-related, but this needs to
verified by final measurements, anticipated in April 2014
Rail Technology Conferences 2014 Düsseldorf 29