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Acoustic rail grinding - measures of long term effectiveness: Epping to Chatswood Rail Link case study

机译：声学轨道磨削 - 长期有效性的措施：epping到Chatwood铁路链接案例研究

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The Epping to Chatswood Rail Link (ECRL) commenced operation in February 2009 with approximately 11.1 million gross tonnes of electric multiple unit rolling stock using each of the two tunnels annually. However, during acceptance testing of the ECRL an in-car noise issue was identified which required a reduction of approximately 12 dB. An acoustic rail grinding strategy was then developed and implemented. Grinding on the Sydney rail network has typically been conducted at passby speeds of 10 km/h that leave a longitudinal signature on the rail head with a wavelength of approximately 40 mm, and this in turn leads to tonal noise at approximately 450 Hz. In comparison, the ECRL grinding strategy saw higher speed grinding passbys of 25-30 km/h, with finer stones. This shifted the wavelength of the grinding signature to approximately 100-150 mm and reduced the tonal peaks in the roughness spectrum. This strategy contributed 3 to 4 dB of the overall noise reduction in a cost and time effective manner allowing the ECRL to commence revenue operations. This paper assesses the sustainability and maintainability of this acoustic grinding strategy, and compares the roughness of the freshly ground track to the roughness after approximately five and a half years of operation (shortly before the next scheduled rail grind).
机译：EPPing到Chatwood Rail Link（ECRL）于2009年2月开始运营，每年两支隧道中的每一个都有大约1110万吨电动多单位滚动库存。但是，在验收测试期间，ECRL鉴定了汽车噪声问题，其需要减少约12 dB。然后开发并实施了声学轨道研磨策略。在悉尼轨道网络上研磨通常是在10公里/小时的通行速度下进行，该速度在轨道上留在波长约为40毫米的轨道上，并且这又导致约450Hz的音调噪声。相比之下，ECRL磨削策略看到25-30 km / h的更高速度磨削通道，具有更精细的石头。这将研磨签名的波长移至大约100-150mm，并降低了粗糙度谱中的色调峰。该策略贡献了3至4 dB的总噪声降低成本和时间有效的方式，允许ECRL开始收入运营。本文评估了这种声学研磨策略的可持续性和可维护性，并将新地面轨道的粗糙度与在大约五年半的运行后（下一个预定的轨道研磨前不久）比较了粗糙度。

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