SE1750197A1

SE1750197A1 - Anti-noise installation for guided transport track and guided transport track equipped with such an installation

Info

Publication number: SE1750197A1
Application number: SE1750197A
Authority: SE
Inventors: Clavier Emilie; LAPASSAT Claire; AUGIS Eric; WOUTS Ivan
Original assignee: Systra
Priority date: 2014-09-10
Filing date: 2015-08-20
Publication date: 2017-02-23
Also published as: CN106795697A; CA2959108A1; FR3025533B1; WO2016038270A1; GB2544432A; AU2015314080A1; HK1232267A1; US20170275834A1; KR20170049507A; GB201702894D0; PH12017500390A1; JP2017531110A; FR3025533A1

Abstract

The invention relates to anti-noise installation for a guided transport track having a U-shaped cross section, the two branches of which form the lateral walls (15, 16) of the track and the central zone of which, connecting the two branches, forms at least one runway (18) for a guided transport vehicle (50),said installation comprises a plurality of acoustic panels (30, 31, 34, 35, 38, 39) arranged relative to one another so as to form at least one chamber (20) for confining the noise resulting from the passage of a vehicle (50) over at least one runway (18), which chamber can be provided around said noise source while extending as far as a free end of at least one branch of the U, each panel (30, 31, 34, 35, 38, 39) forming at least one portion of a partition of a noise-confinement chamber (20).Figure for the abstract: Fig. 2

Description

ANTI-NOISE INSTALLATION FOR GUIDED TRANSPORT TRACK AND GUIDEDTRANSPORT TRACK EQUIPPED WITH SUCH AN INSTALLATION 1. Technical field of the invention The invention relates to an anti-noise installation for a guided transport track , in particularfor a viaduct having a U-shaped cross section. The invention also relates to a guidedtransport track, and in particular a viaduct, equipped with an installation according to the invention. 2. Technological background Public guided transport such as metros and trains generate high noise levels that result inparticular from the interactions between the wheels of the transport vehicles and the runways such as rails on which these vehicles travel.

This problem of noise is a particular nuisance when the tracks are laid out in urban areas, inthe immediate vicinity of residential zones, in particular in the context of viaducts or overhead tracks.

One of the technical solutions frequently used on this type of track is that of installingacoustic barriers two to three metres high that border the track so as to trap the noise andlimit the propagation thereof beyond the immediate vicinity. These barriers make it possibleto counter the propagation of noise by reflecting the acoustic waves that reach the internal face of the barrier.

This solution does however have several drawbacks, including the fact that the field of visionof the nearby residents is obstructed due to the presence of particularly imposing acoustic barriers.

Apart from the visual impact, the acoustic barriers are ineffective, or even aggravate thenoise situation for nearby residents living in buildings located higher than the viaduct,because of the multiple reflections off the vehicle bodies or the screens on the oppositetrack.

Furthermore, this solution requires a large amount of space and has significant windresistance, which has a not insignificant impact on the forces to which the engineeringstructure is subjected, and weighs down the structure on which it is used. Thus it is onlypossible to equip engineering structures, and in particular viaducts, that have been oversizedduring construction with anti-noise barriers of this kind. Only oversized viaducts cansubsequently withstand new stresses and therefore be equipped with these anti-noisebarriers. Other structures are condemned to be noisy and therefore to be detrimental to thenearby residents and/or to make the surrounding areas unpropitious for residential accommodation.Finally, the solution of anti-noise barriers provided along tracks does not make it possible,once the barriers have been installed along the track, to modify the performance level, unless the anti-noise barriers are replaced by new barriers. lt is therefore necessary to provide a novel solution for limiting the noise caused by the passage of guided transport vehicles on engineering structures of the viaduct or bridge type. lt is also necessary to provide a solution that makes it possible to adapt all types of viaduct, in particular viaducts that have not been oversized during construction. lt is also necessary to provide a solution that makes it possible to provide different performance levels according to the needs expressed by the nearby residents. 3. Obiectives of the invention The invention aims to overcome at least some of the drawbacks of the known solutions forlimiting the noise heard by those living alongside engineering structures, of the bridge orviaduct type, in particular viaducts having a U-shaped cross section, in particular in the form of a splayed U. ln particular, the invention aims to provide an anti-noise installation for a viaduct that does not impact on the visual field of the nearby residents.

The invention also aims to provide, in at least one embodiment, an anti-noise installation that can be adapted to various viaduct designs without major difficulty.

The invention also aims to provide, in at least one embodiment of the invention, an anti- noise installation that is easy to maintain.

The invention also aims to provide, in at least one embodiment of the invention, an installation that makes it possible to respond to various distinct performance levels.

The invention also aims to provide, in at least one embodiment, a viaduct equipped with an anti-noise installation according to the invention. 4. Disclosure of the invention To do this, the invention relates to an anti-noise installation for a guided transport trackhaving a U-shaped cross section, in particular in the form of a flared U, the two branches ofwhich form the lateral walls of the track and the central zone of which, connecting the twobranches, forms at least one runway for a guided transport vehicle, characterised in that saidinstallation comprises a plurality of acoustic panels arranged relative to one another so as toform at least one chamber for confining a source of noise resulting from the passage of avehicle on said runway, which chamber can be provided around said noise source whileextending as far as a free end of at least one branch of the U, each acoustic panel forming at least one portion of a partition of a noise-confinement chamber.

The invention therefore makes it possible to form at least one noise-confinement chamberarranged around the source of the noise, which results from the passage of the wheels of avehicle over the runway, for example wheels of a train on the rails, and the free end of thelateral walls of the U-shaped viaduct. A noise-confinement chamber is a chamber that haspartitions suitable for optimally insulating the space containing the sources of noise from thespace downstream thereof and thus for attenuating the noise. The invention proposesconfining the sources of noise resulting from the dynamic interaction of the wheels of avehicle with the runway by using the space available between these sources and the lateralwalls of the U-shaped viaduct. Since space is limited, the invention proposes using aplurality of acoustic panels and arranging them relative with one another so as to formvarious partitions of at least one noise-confinement chamber without these exceeding the outer dimensions of the viaduct, such that the visual impact of the installation is limited.

The invention uses and optimises the U-shape of the viaduct by forming a noise-confinementchamber that lies entirely within the permitted space between the source of the noise andthe free end of the branches of the U. ln other words, each portion of the U-shaped viaductis used to reduce the noise emissions. The invention therefore takes advantage of thespecific shape of the viaduct for reducing the noise emissions by integrating various acoustic panels therein.

Furthermore, the confinement chamber is provided around the source of the noise,extending as far as the free end of the |atera| walls. ln other words, the acoustic panels donot extend beyond the viaduct. ln particular, no acoustic panel projects beyond the free endof the |atera| walls. All the acoustic panels are therefore provided betvveen the |atera| walls ofthe viaduct. The visual impact of an anti-noise installation is therefore zero for the nearbyresidents. A viaduct that is carefully designed and that has aesthetic curves is therefore notcompromised by the arrangement of an anti-noise installation according the invention, unlike the noise-reduction barriers of the prior art.

According to the invention, the confinement chamber is formed by arranging a plurality ofacoustic panels, each panel forming at least one portion of a partition of a confinement chamber. lt is therefore particularly easy to adapt the shape and dimensions of the noise-confinement chambers to the dimensions of the vehicles travelling on the track by moving and/or modifying the shape and dimensions of one or more acoustic panels. lt is also particularly easy to adapt the shape and dimensions of noise-confinementchambers to the required performance level. For example, an installation according to theinvention makes it possible to adapt the sound attenuation produced to a specificrequirement by modifying the shape of the confinement chamber produced by thearrangement of the acoustic panels. The performance may also be determined by the type ofacoustic panels used. Furthermore, depending on the dimensions of the vehicle travelling on the track, only some of the acoustic panels of the plurality of acoustic panels may be used.

The confinement chamber is preferably formed by the combination of the acoustic panels,the vehicle and the U-shaped viaduct. ln other words, the acoustic panels are at leastarranged so as to form partitions where the vehicle and the viaduct do not form walls preventing the propagation of the noise.

Advantageously, and according to the invention, each acoustic panel is either an absorbentpanel or a blocking panel. An absorbent panel is an acoustic panel comprising a materialsuitable for absorbing at least some of the noise that reaches it. A blocking panel is anacoustic panel formed of a material suitable for blocking the propagation of the acoustic waves that reach it.

Advantageously, an installation according to the invention comprises at least one acousticpanel, referred to as a cap, suitable for being mounted on the free end of at least one branchof the U, in parallel with said runway, extending in the direction of the branch of the U facingthe branch on which it is mounted, so as to form a top partition of a noise-confinement chamber.

Each cap forms an upper partition of at least one noise-confinement chamber. Each cap isarranged at the end of a lateral wall of the track towards the lateral wall of the opposite track,in parallel with the runway. ln other words, each cap delimits the upper part of the chamberwhile not extending beyond the viaduct. An anti-noise installation according to the inventionand according to this variant therefore does not create a visual impact for nearby residents.Each cap forms, together with the lateral wall of the U-shaped viaduct on which it isarranged, a cavity that traps the acoustic waves emitted by the noise source, whichsubstantially reduces the noise transmitted to those living near the viaduct when vehiclespass over the transport track. The cap may have dimensions so as to extend as close aspossible to the vehicle travelling on the track in order to limit to the maximum possible extent the leakage surface formed by the space between the free end of the cap and the vehicle.

Advantageously, an anti-noise installation according to the invention comprises at least oneacoustic panel, referred to as a skirt, suitable for being carried by said vehicleperpendicularly to said runway, and at least one acoustic panel, referred to as a bottomscreen, suitable for being mounted on said runway facing said skirt, so as form a lateral partition of at least one noise-confinement chamber.

An anti-noise installation according to this variant therefore makes it possible to form, bycombining a skirt carried by the vehicle and a bottom screen mounted on the runway, alateral partition of a localised noise-confinement chamber that moves when the vehiclemoves. ln particular, the chamber is only formed when the train is present on the viaduct.

This lateral partition is not continuous, but has a space between the skirt and the bottom screen to enable the vehicle to travel on the track. This space between the bottom screenand the skirt determines the leakage surface towards the outside of the confinementchamber to which the formed partition belongs. This surface can therefore be parameterisedby adapting the dimensions of the skirt and of the bottom screen to the dimensions of the vehicles travelling on the track.

Preferably, the installation comprises two skirts carried laterally on each side of the vehicle and a bottom screen mounted on the track facing each skirt.

Advantageously, an anti-noise installation according to the invention comprises at least oneacoustic panel, referred to as a lateral panel, suitable for being mounted in the vicinity of alateral wall of the track, perpendicularly to the runway, so as to form a lateral partition of at least one noise-confinement chamber. ln a variant or in combination, the installation comprises at least one acoustic panel, referredto as a lateral mat, suitable for being attached to the lateral wall of the track, forming a branch of the U, so as to form a lateral partition of at least one noise-confinement chamber.

A lateral mat can follow the shape of the lateral wall of the U-shaped track so as to form a lateral partition of a noise-confinement chamber.

Advantageously, an anti-noise installation comprises at least one acoustic panel, referred toas a slab, suitable for being attached to the runway so as to form a bottom partition of at least one noise-confinement chamber.

Advantageously and according to the invention, said acoustic panels, in particular theabsorbent panels, are suitable for being arranged in various distinct configurations so as toform at least one noise-confinement chamber that is compatible with the design of said guided transport track on which the installation is used.

An installation according to this variant makes it possible to adapt the design of theconfinement chambers formed by the arrangement of the acoustic panels, in particular theabsorbent panels, to various types of track and to the specific constraints and requirements of each track.

Advantageously, an installation according to the invention further comprises means forremovably attaching said acoustic panels, in particular the absorbent panels, so as to allow easy installation/removal of each acoustic panel, in particular of each absorbent panel.

According to this variant, the installation and removal of an acoustic panel on the track or onthe vehicle is done by means of removable attachment means, which makes it easier tomaintain an anti-noise installation according to the invention and which makes it possible toeasily adapt the design of the chambers formed by the acoustic panels to the dimensions ofthe vehicles travelling on the track. These removable attachment means comprise, for example, means of the screw-and-nut type.

Advantageously and according to the invention, said acoustic panels are arranged relative toone another so as to form at least two noise-confinement chambers that can be provided in series between the noise source and a free end of at least one branch of the U.

According to this variant, the installation forms at least two noise-confinement chambersarranged in series between the noise source and the outside of the viaduct. ln particular, thefirst confinement chamber leads into the second confinement chamber, which leads to theoutside of the viaduct, at the cap. The first chamber comprises, for example, a bottompartition formed by slabs, lateral partitions formed by skirts and bottom screens, and a toppartition formed by the vehicle. The second confinement chamber comprises, for example, abottom partition formed by slabs, lateral partitions formed respectively by a skirt and abottom screen (this partition is common with the first chamber), and by a lateral mat, and atop partition formed by a cap. The space between the skirt and bottom screen of thecommon partition forms a passage from the first chamber to the second chamber. The spacebetween the free end of the cap and the vehicle forms a leakage surface of the second chamber.

An anti-noise installation according to the invention can be used in connection with a guidedtransport track comprising two adjacent runways. ln this case, the anti-noise installationadvantageously comprises at least one acoustic panel, referred to as a central panel,suitable for being attached to the track between the two runways while extendingperpendicularly to the runways so as to form a lateral partition of at least one noise- confinement chamber.

Advantageously and according to the invention, at least one absorbent acoustic panel isformed of a material chosen from the group comprising porous concrete, timber concrete,rubber concrete, rockwool, rockwool, steel, PVC, EPDM or a combination of a plurality of these materials.

Each of these materials offers good acoustic and/or structural performance and can be usedto form one or more absorbent acoustic panels of an anti-noise installation according to the invention.

The invention also relates to a guided transport track having a U-shaped cross section, inparticular in the form of a flared U, the two branches of which form the lateral walls of thetrack and the central zone of which, connecting the two branches, forms a runway for aguided transport vehicle, characterised in that it comprises an anti-noise installation according to the invention.

The invention also relates to an anti-noise installation and a track equipped with an anti-noise installation, characterised in combination by all or some of the features mentioned above or below. 5. List of figures Other aims, features and advantages of the invention will become apparent from reading thefollowing description given solely by way of non-limitative example and which refers to the accompanying figures, in which: - Fig. 1 is a schematic perspective view of a guided transport track according to anembodiment, equipped with an anti-noise installation according to an embodiment of theinvenﬁon; - Fig. 2 is a schematic cross-sectional view of Fig. 1; - Fig. 3 is a schematic perspective view of a guided transport track equipped with an anti-noise installation according to an embodiment of the invention; - Fig. 4 is a schematic cross-sectional view of Fig. 3; - Fig. 5 is a schematic cross-sectional view of a guided transport track equipped with an anti-noise installation according to an embodiment of the invention, in which caps and bottom screens are shown; - Fig. 6 is a schematic cross-sectional view of a guided transport track equipped with an anti-noise installation according to an embodiment of the invention, in which |atera| mats areshown; - Fig. 7 is a schematic cross-sectional view of a guided transport track equipped with an anti-noise installation according to an embodiment of the invention, in which a central panel isshown; - Fig. 8 is a schematic cross-sectional view of a guided transport track equipped with an anti-noise installation according to an embodiment of the invention, in which caps, |atera| panels,a central panel and bottom screens are shown; - Fig. 9 is a schematic cross-sectional view of a guided transport track equipped with an anti-noise installation according to an embodiment of the invention, in which absorbent slabs areshown; - Fig. 10 is a schematic cross-sectional view of a guided transport track equipped with ananti-noise installation according to an embodiment of the invention, in which |atera| panels,bottom screens and a central panel are shown; - Fig. 11 is a schematic cross-sectional view of a guided transport track equipped with ananti-noise installation according to an embodiment of the invention, in which caps, |atera| panels, bottom screens and a central panel are shown. 6. Detailed description of an embodiment of the invention ln the figures, the scales and proportions are not strictly respected for purposes of illustrationand clarity. Throughout the following detailed description given with reference to the figures,unless othenNise indicated, each element of the anti-noise installation is described as it isarranged when the installation is mounted on a guided transport track. This arrangement is in particular shown in Fig. 2 and 4.

A guided transport track according to the invention intended to be equipped with an anti-noise installation according to the invention has a cross section in the shape of a U, the twobranches of which form the |atera| walls 15, 16 of the track and the central zone of which,connecting the two branches, forms runways 17, 18 for a guided transport vehicle 50. ln thefigures, the guided transport track is a track comprising two adjacent runways 17, 18 so that two vehicles can pass each other.

Throughout the remainder of the detailed description, only the anti-noise installationarranged in relation to the runway 18 will be described precisely, it being understood that theanti-noise installation may be symmetrical and have an identical design in relation to the runway 17.

The anti-noise installation according to the invention comprises a plurality of acoustic panelsarranged relative to one another so as to form at least one chamber 20 for confining thenoise resulting from the passage of a vehicle over a runway 18. This confinement chamber20 is shown schematically by a dashed line in Fig. 2. The chamber 20 surrounds the noise-generating zone that is formed by the wheels 51 of the vehicle 50 and the rails 52 carried bythe runway 18. This chamber 20 extends in the noise-formation zone as far as the free end of at least one lateral wall 16 of the track.

According to the embodiment in the figures, the acoustic panels are all absorbent panels.This being the case, according to other embodiments, one or the other of the absorbent panels described below may be replaced by a blocking panel.

An anti-noise installation according to the embodiment in the figures therefore comprises a plurality of absorbent panels and in particular: - caps 30, 31 mounted on the free end of the lateral walls 15, 16, respectively, in parallel withthe runways, extending in the direction of the opposite lateral walls; - lateral panels 32, 33 mounted perpendicularly to the runways in the vicinity of each lateralwall 15, 16, respectively; - a plurality of absorbent slabs 34 arranged on the runways 17, 18; - a central panel 35 attached to the track between the two runways 17, 18, extendingperpendicularly to the runways; - a skirt 36a, 36b carried by the vehicle 50 perpendicularly to the runway 17; - bottom screens 37a, 37b mounted on the runway 17 facing the skirts 36a, 36b; - lateral mats 38, 39 arranged on the lateral walls 15, 16, respectively, of the track.

The invention makes it possible to form one or more noise-confinement chambers by usingat least some of these various absorbent panels and arranging said panels relative to one another. 11 To do this, the invention aims to form at least one lateral partition for preventing noise frompropagating laterally towards the end of the viaduct, and a top partition for preventing the propagation of noise outside the viaduct.

Fig. 1 and 2 show a design of an anti-noise installation according to the invention, in whichonly a central panel 35, absorbent slabs 34, caps 30, 31 and mats 38, 39 are used to form a noise-confinement chamber 20.

Fig. 3 and 4 show another design in which skirts 36a, 36b, bottom screens 37a, 37b, lateralpanels 32, 33 and a central panel 35 are used to form a first noise-confinement chamber 22and a second chamber 21 into which the chamber 22 leads. This design affords asubstantial reduction in the noise by arranging two noise-confinement chambers 21, 22 in series.

Hereinafter, various embodiments of each absorbent panel will be described in relation toFig. 5 to 11. ln Fig. 5, only caps 30, 31 and bottom screens 37a, 37b are shown for purposes ofillustration and clarity. The caps are formed according to this embodiment from porousconcrete and may be crenelated on the bottom part 60 oriented towards the runway 17 so asto increase the absorbent surface area. According to other embodiments, the caps may beformed of extruded EPDM, or from folded sheet metal having a thickness of, for example, 0.8 mm.

Whatever the material used, each cap has holes 61 extending in parallel with the runwayand suitable for receiving attachment means of the screw-and-nut type. According to anadvantageous embodiment, each cap has a top surface having a slight slope, for example of approximately 3 %, towards the runway, for allowing rainwater to run off.

The caps extend over a distance of, for example, 10 to 20 cm from the edge of the lateralwall on which they are mounted and extend along the track over a distance of, for example, 6m.

Fig. 5 also shows bottom screens 37a, 37b intended to form, together with the skirts 36a, 36b, not shown in Fig. 5, at least one lateral wall of a noise-confinement chamber. The 12 bottom screens 37a, 37b of the embodiment in Fig. 5 have a structure identical to that of the caps 30, 31 described in relation to Fig. 4. ln Fig. 6, only one lateral mat 39 is shown in detail for purposes of illustration and clarity. ltis, for example, formed of timber concrete or rubber concrete and is applied directly againstthe lateral wall 16 of the viaduct. According to the embodiment in Fig. 6, the mat 39 alsocarries a rack 64 pegged directly in the concrete of the viaduct. This rack 64 is intended tocarry electric cables used for the functioning of the guided transport and/or for the viaduct. lnthis case, the mat 39 may be held against the lateral wall by means of the attachment meansof the rack 64. According to another embodiment, the lateral mat is directly attached to thelateral wall by attachment means of the nails-for-insulation type. The lateral mat 39 may be crenelated in order to maximise the absorbent surface area. ln Fig. 7, only one central panel 35 is shown in detail for purposes of illustration and clarity. ltis, for example, formed by tvvo panels made from porous concrete or timber concrete. lt mayfurther comprise an H-shaped steel profile that covers the edges of the two panels and thusmechanically holds these panels in place. The panel further comprises two plates welded toeach longitudinal end of the central panel so as to allow attachment of the panel to the ru nway. ln Fig. 8, in addition to a central panel 35, a lateral panel 33, a bottom screen 37a and a cap31 according to another embodiment of the invention are shown. The lateral panel 33 is atimber concrete panel surrounded by a protective metal sheet. The cap 31 is a cap madefrom timber concrete surrounded by a protective metal sheet. The bottom screen is madefrom timber concrete surrounded by a protective metal sheet. The protective metal sheet is,for example, a sheet 1.5 mm thick and the timber concrete has a thickness of, for example,133 mm. Naturally, according to other embodiments, the thicknesses and materials may be chosen differently without calling into question the subject matter of the invention. ln Fig. 9, only absorbent slabs 34 are shown. These slabs form the bottom partitions of theconfinement chambers. ln Fig. 8, three types of slab are shown: an absorbent slab 34amade from rubber concrete or porous concrete, a first slab 34b in two parts for following thedrainage slope of the track, and a second slab 34c in two parts for following the drainage slope of the track in the central zone of the track. 13 ln Fig. 10, the central panel 35, the lateral panels 32, 33 and the bottom screens 37a areformed of PVC and rockwool. Panels of this kind are, for example, formed by two heat-Welded PVC half-shells that surround the rockwool. For example, the rockwool is 10 cm thickand the half-shells have a thickness of a few mm. The half-shells are also perforated every20 mm, each hole having a diameter of 10 mm. Naturally, according to other embodiments,the thickness of the materials and the frequency and size of the perforations may be different. ln Fig. 11, the central panel 35, the lateral panels 32, 33, the bottom screens 37a and thecaps 30, 31 are formed of perforated sheet metal and rockwool. The perforated metal sheethas a thickness of, for example, 0.6 mm and the rockwool a thickness of 10 cm. Panels of this kind are, for example, formed by two heat-welded PVC half-shells.

The invention is not limited solely to the embodiments described. ln particular, other types of material may be used to form the acoustic panels, in particular the absorbent panels.

Claims

1. Guided transport track having a U-shaped cross section, the two branches of whichform the lateral walls (15, 16) of the track and the central zone of which, connecting the twobranches, forms at least one runway (17, 18) for a guided transport vehicle (50), thetransport track comprising anti-noise installation comprising a plurality of acoustic panels(30, 31, 32, 33, 34, 35, 36a, 36b, 37a, 37b, 38, 39) arranged relative to one another so as toform at least one chamber (20, 21, 22) for confining a source of noise resulting from thepassage of a vehicle (50) on said at least one runway (17, 18), which chamber can beprovided around said noise source while extending as far as a free end of at least onebranch of the U, each acoustic panel (30, 31, 32, 33, 34, 35, 36a, 36b, 37a, 37b, 38, 39)forming at least one portion of a partition of the noise-confinement chamber (20, 21, 22),characterised in that said panels (30, 31, 32, 33, 34, 35, 36a, 36b, 37a, 37b, 38, 39) areremovable and the installation comprises removable attachment means that are designed so as to allow easy installation/removal of each panel.

2. Transport track according to claim 1, characterised in that the installation comprisesat least one acoustic panel, referred to as a cap (30, 31), suitable for being mounted on thefree end of at least one branch of the U, in parallel with each runway (17, 18), extending inthe direction of the branch of the U facing the branch on which it is mounted, so as to form a top partition of a noise-confinement chamber.

3. Transport track according to either claim 1 or claim 2, characterised in that theinstallation comprises at least one acoustic panel, referred to as a skirt (36a, 36b), suitablefor being carried by said vehicle (50) perpendicularly to each runway (17, 18), and at leastone acoustic panel, referred to as a bottom screen (37a, 37b), suitable for being mounted ona runway (17, 18) facing said skirt (36a, 36b), so as form lateral partitions of at least one noise-confinement chamber (22).

4. Transport track according to any of claims 1 to 3, characterised in that the installationcomprises at least one acoustic panel, referred to as a lateral panel (32, 33), suitable forbeing mounted in the vicinity of a lateral wall (15, 16) of the track, perpendicularly to eachrunway (17, 18), so as to form a lateral partition of at least one noise-confinement chamber(21).

5. Transport track according to any of claims 1 to 4, characterised in that the installationcomprises at least one acoustic panel, referred to as a lateral mat (38, 39), suitable for beingattached to the lateral wall (15, 16) of the track, forming a U-shaped branch, so as to form a lateral partition of at least one noise-confinement chamber (20).

6. Transport track according to any of claims 1 to 5, characterised in that the installationcomprises at least one acoustic panel, referred to as an absorbent slab (34a, 34b, 34c),suitable for being attached to a runway (17, 18) so as to form a bottom partition of at least one noise-confinement chamber (20).

7. Transport track according to any of claims 1 to 6, characterised in that said acousticpanels (30, 31, 32, 33, 34, 35, 36a, 36b, 37a, 37b, 38, 39) are suitable for being arranged invarious distinct configurations so as to form at least one noise-confinement chamber that iscompatible with the design of said guided transport track on which the installation is mounted.

8. Transport track according to any of claims 2 to 7, characterised in that said acousticpanels (30, 31, 32, 33, 34, 35, 36a, 36b, 37a, 37b, 38, 39) are arranged relative to oneanother so as to form at least tvvo noise-confinement chambers (21, 22) that can be provided in series between the noise source and a free end of at least one branch of the U.

9. Transport track according to any of claims 1 to 8 for a guided transport trackcomprising two adjacent runways (17, 18), characterised in that the installation comprises atleast one acoustic panel, referred to as a central panel (35), suitable for being attached tothe track between the two runways (17, 18) while extending perpendicularly to the runways so as to form a lateral partition of at least one noise-confinement chamber (20).

10. Transport track according to any of claims 1 to 9, characterised in that each acoustic panel is either an absorbent panel or a blocking panel.

11. Transport track according to claim 10, characterised in that at least one absorbentpanel is formed of a material chosen from the group comprising porous concrete, timberconcrete, rubber concrete, rockwool, glass wool, steel, PVC, EPDM or a combination of a plurality of these materials.