Noise & Vibrations

SUPPLEMENT

Laying the foundations

for a quieter railway
Adam Mirza, Roll2Rail Noise Work
Package Leader and Eulalia Peris,
Roll2Rail Project Coordinator

Vibrational accelerated
long life and shock
tests on Eurotunnels
pagoda structures

Magdanatka / Shutterstock.com

Pierre-Louis Percy, Project Manager,

Eurotunnel, and Estibaliz Muoz Recarte,
Senior Engineer, CETEST

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NOISE & VIBRATIONS

SUPPLEMENT

Laying the foundations

for a quieter railway
Roll2Rail1, a large collaborative railway research project has begun its investigation into addressing future noise
challenges outlined in the Shift2Rail2 Master Plan. The work will focus on developing rolling noise separation
techniques that will help explain, describe and control the different physical mechanisms that contribute to rolling
noise during the pass-by of a train. The findings will help progress towards a quieter railway and will contribute
to future vehicle and track designs that minimise noise emissions. Adam Mirza, the Noise Work Package Leader
within Roll2Rail, and Eulalia Peris, the Project Coordinator, explain further.
Although the expansion of railways has many environmental, economic

facing the railway sector, the ERRAC goals have been incorporated

and societal benefits, it is facing a major issue: the increase of noise and

within Shift2Rails research work plan on noise and vibration.

vibration in residential environments.

In anticipation of Shift2Rail, work on railway noise and vibration has

The expansion of railways in Europe will translate into an increase of

already started with the launch of the EU Horizon 2020 funded project

the population living in the vicinity of a railway path, and consequently

Roll2Rail. UNIFE, the association of the European Rail Industry, is

to an increase of people affected by railway noise and vibration. Indeed,

coordinating the project, comprised of 31 partners including train

the EC roadmap goes as far as describing noise as the environmental

manufacturers, infrastructure managers, train operators as well as

Achilles heel of the European railways and highlights potentially

research centres and universities. The research carried out within

serious consequences if the issue is not expertly managed.

Roll2Rails work package on noise will contribute to the targets

Railway projects are already experiencing increasing costs due to

the implementation of mitigation measures for noise and vibration

specified in Shift2Rail and will constitute an essential element towards

the end result of the programme.

emissions. For instance, in order to protect residents, measures such as

being put in place. Research projects focusing on the development of

Objectives of railway noise

and vibration within Shift2Rail

new measures for reducing noise and vibration emissions of passing

It is impossible to talk about noise within Roll2Rail without first talking

trains therefore play an important role in reversing this trend by

about the objectives for noise and vibration specified in the long-term

facilitating increased traffic capacity on the railway.

plan of Shift2Rail.

capacity and speed limit restrictions as well as night-driving bans are

The visions of the European Rail Research Advisory Council (ERRAC)

Shift2Rail is the first public-private European rail technology

Roadmap 2030 regarding noise and vibration are clear. ERRAC expects

partnership that aims at building the railway system of tomorrow.

that by 2030, noise mitigation measures will be integrated in all relevant

This initiative plans to be fully operational in 2016 and will seek focused

processes of the railway and that railway noise and vibration will no

research and innovation by accelerating the integration of new and

longer be considered a problem for the railways and its neighbours.

advanced technologies into innovative rail product solutions.

Due to the importance of addressing the noise and vibration challenges

The work of Shift2Rail is structured around five Innovation

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Programmes (IPs) that cover all of the different structural and
functional areas of the rail system as well as five cross-cutting
themes (CCA). The CCAs are structured in a number of Work
Source: Shift2Rail Joint Undertaking (2015), Multi-Annual Action Plan

Areas cutting across all IPs. The Work Areas are set up to
cover all main horizontal topics elaborated in the Master Plan.
Work Areas versus IPs are shown in Figure 1. The noise and
vibration research is part of the CCA working area on Energy
and Sustainability.
The goal of the work carried out as part of Shift2Rail is to
minimise annoyance caused by exposure to railway induced
noise and vibration. To this end, the plan envisages research
in three different areas: exterior noise, interior noise, and
ground vibration, and will focus on the following themes:

Solutions and methods in the freight segment to reduce

Figure 1: Shift2Rail systems approach and cross-cutting themes

disturbance to nearby residents

Urban area propagation and impact studies of exterior noise and its

vibration work area of Shift2Rail. In particular, it will contribute to the

relation to future updates of TSI (Technical Specifications for

research work on Exterior noise simulation model and separation

Interoperability) for noise

techniques. The project has 30 months to develop and validate

Noise and vibration comfort for passengers

a reliable method for rolling noise source separation.

Auralisation and visualisation of noise and vibration scenarios for

Generally speaking, when a wheel rolls over a rail, the roughness of

present and future railway systems including levels of exposure as

both elements represents the main cause of rolling noise. However,

well as annoyance and perceptual parameters.

identifying the contributing mechanisms and determining how much

noise is radiated from each of the mechanisms remains challenging.

To reach the overall aim and objectives described above, Shift2Rail has

Existing methods for measuring the noise emitted from new

defined a number of tasks and subtasks in order to ensure that the noise

vehicles do not distinguish between the contributions from the vehicle

and vibration aspects are properly considered and integrated in all

and the track. Instead, they attempt to minimise the influence of the

relevant Technology Demonstrators of the five IPs.

track by specifying limits for the surface roughness and the track decay
rate. Consequently there may be significant differences between the

Tackling railway noise in Roll2Rail

WP7 of Roll2Rail will contribute to the targets of the noise and

noise measured at different locations.

Some experimental methods for separating vehicle and track
contributions have been developed and evaluated in previous research

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projects (e.g. STAIRRS and ACOUTRAIN) but these are subject to large
uncertainties and a number of influences that are difficult to control.
They have also not been validated in sufficient detail to be used in a
regulatory context.
The work in Roll2Rail aims to develop and validate several
alternative advanced separation methods which take into account the
nature of sound radiation from the vehicle and track. These will use
multi-channel measurements such as microphone arrays or advanced
transfer path analysis. From the results of this study it will be possible to
say which aspects of the separation method are required and what
accuracy can be expected from a practical implementation.
This work is led by Adam Mirza of Bombardier Sweden, and the
participating partners of this WP include train operating companies
(SNCF and DB), manufacturer suppliers (Siemens, Bombardier, Alstom,
CAF and Talgo) and research institutions (ISVR and KTH). This variety of
stakeholders is essential to ensuring a successful adoption of the results
and to facilitating further development of rolling noise separation
techniques. The work plan is divided into the following four different
tasks ranging from the development of new acoustic separation
methods to their validation through field tests.

1. Specification for new separation methods

This task will determine a specification for acoustic separation methods.
It intends to disclose the precision required to allow these techniques to

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be used in a regulatory context as well as the cost constraints
of such methods. In addition, a feasibility study will be carried
out into the introduction of recommended values for
roughness and track decay rates in addition to limit values.

2. Study of existing and new separation methods

This task will evaluate the potential of existing, as well as new,
Source: Shift2Rail Joint Undertaking (2015), Multi-Annual Action Plan

acoustic separation methods. Strengths, weaknesses and

accuracy of existing methods will be studied, as well as how
they could be improved by combining them into hybrid
methods. Preliminary tests and analysis will be carried out to
assess the potential of near field methods, beam forming and
transfer path methods. In addition, the industry partners
will conduct a critical review of the practicality and cost of
these methods.

3. Field tests to gather data for validation

The goal of this task is to gather sets of experimental data

Figure 2: Shift2Rail Work Area Structure for Noise and Vibration

for the validation of different separation methods. The data will

be collected in one large-scale measurement campaign and it will be

Therefore, it is expected that the outcomes of this research will lay the

ensured that the data allows the application of each separation method.

foundations for Shift2Rails future noise activities. The output of this

Trackside measurements during pass-by will include: rail acceleration,

noise WP will be a selection of best strategies for the separation

pass-by noise, array measurements and near field measurements.

of rolling noise which will be further improved upon by Shift2Rail

Supporting measurements will include: wheel-rail roughness, track

research activities. For instance, research will be carried out into

decay, wheel frequency response, and transfer function measurements.

extending the use of noise separation methodologies in order to

obtain the contribution of other rail sources such as aeroacoustics

4. Validation of separation methods using measured data

and traction. Furthermore, a wider range of railway vehicles will be

The goal of this task is to validate the various separation methods

included in further studies.

using the field study data. Using the measured data obtained from

This research is also of importance in the context of authorisation,

the measurement campaign, a correct result will be identified and

where vehicles are tested using a track with specific properties which

used as a reference for the source contributions. In parallel, each

may not be representative of all railway tracks. Currently, measured

method investigated will be used independently to determine source

noise values may not represent the emissions of the vehicle since the

contributions. Various hybrid approaches will also be considered using

individual contributions to rolling noise cannot be isolated. The results

parts from existing methods in combination. The results of these

of this project are expected to provide a basis for defining improved

comparisons will validate the success of the new and existing methods.

methods for TSI noise testing which will later be extended with the work

Potential methods for further development and the need for further

of Shift2Rail.

validation will be identified.

References
Implementation, application and further work

1.
2.

www.roll2rail.eu
www.shift2rail.org

Considering the demands of manufacturers and end-users as well as the

noise targets set up at the European level, Roll2Rail is keen to put its
future results into practice and to see a fast implementation of the
technical developments achieved during the lifetime of the project.

Figure 3: Array of microphones and accelerometer for field

measurements

Eulalia Peris graduated in Sound and Image Tele communications Engineering in 2006 and obtained a PhD
in Environmental Acoustics in 2013. She joined UNIFE in
January 2015 as a Technical Affairs Manager and is
currently the Coordinator of two EU-funded projects
Roll2Rail and REFRESCO. Previous to this, Eulalia
worked at the University of Salford, UK, where she was
involved in two research projects funded by the
Department for Environment Food and Rural Affairs of the UK (Defra),
and one FP7 EU-funded project in the field of railway noise and vibration.
Adam Mirza holds a Masters degree in technical
acoustics from KTH in Stockholm (2008). After
graduating, he joined the Acoustics and Vibration Team at
Bombardier where he has been involved in research and
product development dedicated to reducing railway noise.
He was a Work Package Leader in the EU-funded research
project RIVAS dedicated to reducing ground-borne
vibration from the railway. Apart from the role as Leader of
WP7 in Roll2Rail, Adam is currently involved in the development of new
metro vehicles for Stockholm.

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Vibrational accelerated
long life and shock
tests on Eurotunnels
pagoda structures
Due to the dynamic and aerodynamic effects of rail transit through tunnels, and as reference in this article to lorries
loading and unloading on Eurotunnel wagons, railway structures are suffering forces which can potentially lead to
fatigue failures. Railway engineers have tried to design structures that can withstand these negative forces, and
now there are several standards that give guidelines for designing and testing main railway structures in terms of
fatigue but, they also consider exceptional events such as accidents or collisions. Fulfilling these standards is
critical for determining safety aspects prior to commissioning newly-designed railway wagons for commercial
operations. Pierre-Louis Percy from Eurotunnel1 and Estibaliz Muoz Recarte from CETEST2, explore further.
Standards EN12663 and EN13749 establish structural requirements for

attached devices over the main structure, but do not consider

bogie frames and carbody shells respectively. In these standards, apart

requirements for the devices themselves nor the influence of its

from main loads, loads on structural supports due to inertial effects of

dynamic behaviour. The standard EN61373 covers the requirements for

devices attached to them are also defined. These loads are calculated

random vibration and shock tests to be fulfilled by pneumatic, electrical

taking into account maximum and service acceleration levels

and electronic devices mounted on railway units. Three different tests

established by the standards for each direction.

are specified: functional test; long life test; and shock test.

CETEST an independent test laboratory has several test

Severity levels and frequency range change depending on weight

benches to carry out these kinds of tests, including three configurable

and location of the device (axle, bogie or carbody). The goal for

test benches for bogie frame validation according to EN13749, with the

functional test is to verify that the devices functioning are not affected

capacity to apply multiple static and dynamic loads on the bogie frame.

by the applied acceleration levels which are representative of those

A specific test set-up is designed for each bogie frame depending on

expected in service. On the other hand, the long life test simulates the

the considered loads for each case, controlling actuators one-by-one or

damage suffered by the device for its operational life. Severity levels on

by bogie frame load component. CETEST also has two test benches to

this case are set from functional acceleration levels amplified by a factor

develop carbody shell validation according to EN13663, and two

to generate equivalent damage in a five-hour test. According to this

additional movable test benches to carry out these kinds of tests on

standard, the device should also withstand a shock test in the three

customers facilities, therefore avoiding structure shipment.

main directions.

The aforementioned standards consider the inertia influence of the

CETEST has successfully developed a test based on EN61373 on

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a 6 DOF (Degrees Of Freedom) shacking table with a control band up
to 60Hz. The structure subjected to this test is a pagoda mounted on
Eurotunnels HGV (Heavy Good Vehicles) wagons transiting between
France and England known as the worlds busiest railway line.
The structures are mounted on freight wagons crossing the
tunnel loaded with trucks. Their goal is to ensure maximum gauge and,
at the same time, avoid aerodynamic effects that could damage
the tarpaulins on different categories of HGV. Figures 1 and 2 show the
tested structures.
The goal of the project was to validate the new design of the
pagoda with a test considering the dynamic effects due to trucks and
track, but also the dynamic response of the pagoda itself. Therefore,
a test procedure providing definition of an actuation that could reflect

Figure 1: Tested item mounted on wagons

the excitation levels and its distribution on the frequency domain was
considered necessary.
In collaboration with CIMES3 and Eurotunnel, CETEST defined the
requirements and developed a test for the pagodas new design
validation, and several steps were needed for project development.

Step A: establishing a study of on-board

gathered data and test requirements
A preliminary study of the accelerations suffered by the pagoda was
developed by CETEST out of the on-board data submitted by
Eurotunnel. Four accelerometers were installed on fixing points of the
structure over two pagodas (old design) and several service trip data was
acquired. The study of the data revealed a number of things, including:

Figure 2: A loaded wagon

The main damage sustained on the pagoda was due to dynamics

a)

below 50Hz.

as category 2. Following guidelines on Annex D, functional

According to the standard EN61373, the category level of the

acquired acceleration levels were calculated and compared to

structure mounted on the body is 1A, but in this case as

those proposed by the standard. Figures 3a, 3b and 3c show a

the vehicle has a unique suspension level, it should be considered

comparison of the functional levels defined by the standard for

Longitudinal

b)

Lateral

c)

Vertical

c)

Vertical

Figures 3a, b, c: Service data vs functional data proposed by the standard

a)

Longitudinal

b)

Lateral

Figures 4a, b and c: Modified shape for functional ASD characterisation

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category 1A and category 2 with those acquired in service for the
three directions (distribution on the frequency domain is also
considered). In general, acceleration levels suffered by the pagoda
are between those proposed by the standard for category 1A
and category 2.

Considering that the acceleration suffered by the structure is

between category 1A and 2, that the weight of the structure
is higher than 1.250kg and that the damage content is below
50Hz, the frequency range established for the test is 2-60Hz.

Different frequency ranges were established for simplified

functional mean ASD (Acceleration Spectral Density) calculation.
This new shape allowed better characterisation of the simplified
functional ASD shape to the data gathered on service, and
therefore, similar energy distribution on the excitation frequency
range. These simplified ASD levels were considered as functional
ASD levels for test development (see Figures 4a, 4b and 4c on
page 6).

Following guidelines on Annex A5 of the standard, the acceleration

ratio needed to reproduce complete life on five hours test was
calculated. Above showed ASD shape and levels multiplied by this
factor were considered as the target ASD for long life test.

From test proposed by standard EN61373, just long life and shock

Figure 5: Pagoda mounted on a test bench

tests were considered. For shock test requirements, acceleration

levels established by the standard EN13749 were considered.

over the pagoda during the test. The results obtained in this calculation
showed that the pagoda would not suffer failure during the tests.

Step B: damage calculation (CIMES)

Once the long life ASD and shock levels were defined, CIMES

Step C: tooling design

performed a dynamic calculation to account for damage generated

The pagoda dimensions are bigger than the dimensions of the shaking

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NOISE & VIBRATIONS

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Longitudinal

a)

b)

Lateral

c)

Vertical

Figures 6a, b and c: Test bench response

table used for the test. Therefore, CETEST

needed to design and manufacture some
tools to accommodate the pagoda on the
test bench. Apart from fatigue resistance
considerations, the design took into account
natural frequencies of the devices to avoid
control problems during test execution.

Step D: test development

During test development, acceleration and
strain measurement at different points was
performed. For table control, four accelerometers were installed on each pagoda
fixing point, therefore ensuring that the
desired ASD was induced on the pagoda.
Obtained ASD compared to the desired
ones are shown in Figures 6a, 6b and 6c.
At the end of the test, magnetic particle
inspection was carried out in order to
detect cracks.
Figure 7: Damage calculation process

Step E: damage calculation (CETEST)

The data of the strain gages was post processed to calculate damage

execution (CETEST) and new structure fabrication and implementation

generated by the test on the pagoda. The calculation process is

on service units (Eurotunnel).

summarised in Figure 7.

References
The new pagoda design successfully passed the established test
requirements. Damage calculation performed from data acquired

1.
2.
3.

www.eurotunnel.com
www.cetestgroup.com
www.cimesfrance.com

during the test over the most critical instrumented points showed no
failure of the structure. One rake, composed of 16 wagons, each one
equipped with one pagoda, was in commercial service from 14 June
2014 completing more than 350,000km. Then, after four months of
services without failures, nine rakes were equipped in October
2014, which now represent, in global terms, more than two million
kilometres in operational service confirming the results previously
obtained in the tests.
The development of this test is a clear example of collaboration
and research between different entities: CIMES (a consultancy and
engineering services company), Eurotunnel (as holder of the Channel
Tunnel concession) and CETEST (a test laboratory). A complete process
on a new structural design was carried out by these three companies:
initial and subsequent revisions were worked on until a final design
emerged based on calculation results (CIMES), test specification and

Pierre-Louis Percy holds a degree in industrial engineering and is currently employed as Project Manager for
Eurotunnel. As sole authority for the overall development
process of new products, Pierre-Louis is also the technical
liaison point for Eurotunnels numerous subcontractors and
suppliers. Managing the collaboration and coordination of
diverse railway specialists such as CETEST, CIMES,
TECHNI-INDUSTRIE, INDUSTEAM and APAVE has
allowed Pierre-Louis to succeed in the challenge of fabricating, producing,
testing and installing of 150 pagodas in only one year.
Estibaliz Muoz Recarte holds a degree in Industrial
Engineering. She currently works as a Senior Engineer in
the area of structural testing at CETEST, and her main
areas of involvement include resistance and durability of
bogie frame structures and substructures. She also takes
part in the design and set-up of test benches, merging
mechanical design with control systems.

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