WO2009133172A2

WO2009133172A2 - Low noise protection wall on railway tracks

Info

Publication number: WO2009133172A2
Application number: PCT/EP2009/055269
Authority: WO
Inventors: Tim Frenzel
Original assignee: Msb Management Gmbh
Priority date: 2008-04-30
Filing date: 2009-04-30
Publication date: 2009-11-05
Also published as: EP2281087A2; WO2009133172A3; DE102008002836A1

Abstract

The invention relates to a low noise protection wall for railway tracks in ballast beds, comprising stable individual foundations in predefinable grid spacing as braces for a mounting of the noise protection wall, said foundations being disposed outside the standard clearance, wherein the mounting comprises a panel carrier that can be vertically aligned and placed just barely outside the standard clearance or the borderline thereof, having a length of approximately 1 m, and a distance carrier between the panel carrier and the individual foundation, wherein the mounting can be connected to both, and a slide-resistant pre-manufactured panel made of steel sheets having plastic foam in between. The invention further relates to the use of foamed plastic as a panel that is disposed in a sandwich-like manner between steel sheets.

Description

Low noise barrier on tracks

From a railway track, significant noise and vibration emissions emanate. In addition, these emissions on major rail lines tend to be higher at night than during daytime when the noisy freight trains operate. Therefore, the railway noise bothers especially at night - in contrast to traffic.

Even with extensive protection measures, the sound level in buildings close to railroad tracks can not always be sufficiently reduced. For railway lines, the emission level depends on the number of trains, freight train share, speed, disc brake share and type of threshold. Also the

Rails affect the noise: Unevenness ("rippling") on the rails causes the wheels to vibrate and thus to radiate sound. Fast IC trains on concrete sleepers with "railed" track are noticeably louder, especially in the frequency range between 1000 Hz and 3000 Hz, than with ground track. Even then, depending on the speed (100 - 250 km / h), the airborne emissions of the trains are around 60 to 66 dB (A).

In contrast, not only the bad wheels and the block brakes, but also rattling superstructures, drive noise and other sources of noise are relevant in freight trains, so that in these trains the influence of rail grinding is lower. As with road traffic noise, the reduction of railway noise at the source should also begin.

For example, Deutsche Bahn AG has been testing the so-called "component carrier quiet freight train" (KTLG). New types of brakes, wheel absorbers, bogie cladding and a low noise barrier are used very close to the tracks. All these measures and additionally ground tracks reduce noise by up to 20 dB (A) compared to conventional technology. This reduction corresponds to a quarter of the volume impression. Noise barrier walls can reduce the averaging level by up to 15 dB (A) and the pass-by levels by up to 20 dB (A). They have to be long enough. Locally, the noise barrier is particularly favorable, because less reason must be taken and the screen edge of the wall can be built close to the sound source. With the same wall height, the closer the wall is to the noise source, the higher the screening effect. For static reasons, the wall height is usually limited to 6 m. Such heights are but rarely for visual reasons justifiable. Durable and cost-effective materials are concrete and aluminum. With wood and glass, the design diversity can be expanded. Depending on the model, the costs per m2 wall element range between € 300, - and € 500, -. For railway lines with more than two tracks, a center wall in combination with lower exterior walls is more favorable in terms of acoustics and urban planning than high ones

Exterior walls. If z. For example, if a four-track line has been extended by two noisy long-distance tracks, noise barriers should be built not only on the side of the railway but also between the tracks. The cost of z. B. 2.5 m high outer walls and a 3 m high middle wall are about € 2 600, - per running meter. The averaging level is thus reduced by up to 1 1 dB (A) in the vicinity of the track. Source: Internet under http://www.lfu.bayern.de/umweltwissen/laerm/doc/einfuehrung/laerm2.pdf on 29.04.2008

Noise barriers on high-speed railways are used by the

Pressure-suction effects of passing trains dynamically loaded. Significant damage to noise abatement elements deployed along a recently commissioned ICE new line has revealed deficiencies in previous design solutions, calculation methods used and normative specifications.

The present invention seeks to overcome damage caused by the dynamic and fatigue loading as well as the unfavorable system response and describes the initial design of new noise barriers using new knowledge and guidance.

In the course of the new line Cologne-Rhine / Main with vmax = 300 km / h, the noise protection was usually realized by using soundproof walls in lightweight construction (steel posts, aluminum elements). After only a few months of regular operation, severe damage to the aluminum elements was noted, evidently caused by the pressure-suction effect of passing trains. Partly the walls were rebuilt on concrete slabs or concrete beams. After becoming aware of the damage and its causes, the specifications of the Deutsche Bahn AG for the design and execution of

Noise barriers, in particular on high-speed lines, modified and to design future designs. It was recognized that the entire concept of soundproofing walls - load assumptions, design and calculation, computational and test-based proofs - must be modified. The pressure to be applied in the future from the pressure-suction effect was specified in the form of a pressure-suction time curve derived from new measurements on the Cologne-Rhein-Main route. In tests, suction-pressure movements and torsional vibrations of up to +/- 15 mm were detected, which led to the destruction of the aluminum walls.

The main sources of airborne sound are the rail bridges and wheel disks; other sources are due to tolerances in the mechanics of the numerous, partly aged wagons. Rail corrugations are not considered in the following discussion.

For the ballastless superstructure, i. Railways or rails in fixed carriageways have become known numerous solutions to curb the noise through low noise barriers in combination with the advantages of the fixed carriageway, for example according to EP 0945547 B1, DE 4434269 A1, DE 295 077 60 U1, DE 4100881 A1.

Such systems can usually only be made in the construction of the track as such. Retrofitting the numerous tracks with gravel bedding prohibits itself for cost reasons.

It has also been proposed to arrange lower noise barriers so that they are located just outside the boundary line or the control sight space and come only the area along the rails or in wheel discs or the wagon undersides. Such a device is also disclosed in DE 19634023 A1. There, the low noise barrier is attached directly to the threshold and only as far from the threshold, as allowed by the lower constriction of the boundary line and the light space. As a noise damping plate sandwich panels have been proposed, which have an outer perforated metal plate between the insulating material such as rock wool lies. A similar system especially for Y-sleepers is proposed in DE 4409893 A1. There will be the special Training the ends of the Y-threshold used there to insert a bracket for a noise barrier and fix. EP 0964960 B1 also proposed a soundproofing device with an elastically deformable low-noise protective wall made of rubber or plastic, which has a profiling on the inner side facing the track which shoots essentially over the entire wall height. This wall-side ribs has an angle inclined downwards so that higher-frequented airborne sound could be reflected several times in the area of the ribs in order to be ultimately absorbed. These elements should then be attached to the threshold. All such systems attached to the threshold is common that at the

Extension of the ballast track or a processing of the sleepers or displacement and replacement of sleepers only succeed if the noise barrier was dismantled.

With the DE 85501974 U1 it has been proposed to set soundproof elements made of steel or concrete simply next to a ballast bed. The side facing the rail of the soundproof wall, which should have only one height corresponding to the wheel diameter of the rail vehicle, should be concavely curved to reflect the sound towards gravel and absorb it there. An anchoring is not provided.

From the discussion of the wind-pressure and wind-suction conditions on a main railway traffic route, it can be assumed that these elements are also moving. Since they are relatively heavy, it can be assumed that they are designed only briefly. Due to the dynamic loading of the elements, it can be expected that in a very short time the elements will automatically go awry and miss their effect. A similar proposal has been presented with the DE 3934489 A1, but there noise protection walls rest on foundations that are located outside of the gauge but are also designed only slightly higher than the diameter of the wheel of a car. The 2,000 to 3,000 kg heavy elements are to be made as shell-shaped components made of concrete, which are clad to the rail side with a noise-absorbing material.

Which material should be used is not disclosed. From DE 2101233 A1 a noise barrier is known, which is to consist of plastic profile bodies, which is to the side facing the rail, is perforated and has reflection ribs, while inside sound-absorbing materials are arranged. The profile body should be made of plastic. Because of the above-described suction and pressure conditions, it can be assumed that these systems are ultimately destroyed at train speeds of 160 or 200 km / h by the dynamic loading of the systems.

Low noise barriers are known from the European Patent 0493823 B1, 0722012 B1 and 083984 B1, which are arranged next to gravel tracks on a separate foundation. The idea according to EP0493823 B1 is based on the object of specifying a method according to which the foundations for a structure for noise protection are erected in the immediate vicinity of the clearance gauge of a traffic route running on a dam without the clearance gauge of the traffic route to take. For this purpose, a foundation consisting of a series of individual foundations is to be erected in the immediate vicinity of the clearance space along the railway track, progressively positioned in the longitudinal direction of the building at the points provided for the composite elements initially for steel construction tubes and excavated the enclosed soil in the dam body are lowered over the depleted construction tube roadway support to form a provisional roadway for construction equipment are placed, are introduced from where in the contactor of small pipes for construction pipes in the ground. Finally, with simultaneous demolition of the roadway, the construction pipes subject concrete into the hollows formed by them for the incorporating into the pile heads of the small piles foundation body. The construction pipes are to be lowered by ramming, shaking or the like with simultaneous excavation. These foundations are then designed as Köcherfundamente, wherein in the quiver then posts can be made; At the post then a noise barrier is attached, whose shape is not explained in detail.

With the EP 0722012 B1 it was proposed to build a support plate of at least 40 cm thick under a ballast bed, on which then the ballast superstructure is arranged. The substructure should be pulled far beyond the lateral Beschotterung and in the edge caps of this support plate or in multi-track routes in the so-called Mittelkampe then a soundproof wall should be built, with reflection surface, which form different inclinations. Here, although the gravel track can be worked through and the concrete sleeper can be replaced if necessary, but the structure with the very large plate under the gravel is extremely expensive.

In EP 0833984 B1 a rail noise suppression device is disclosed which extends parallel to the longitudinal direction of the rail track, divided into sections provided with means which may have two states. With the aid of a controller, each section can be controlled so that it has a reflection surface in one position, while in the second position it stands as a collapsible screen in the rest position. It is questionable whether such movable systems have a long life in view of the sound pressure and the wind and suction conditions. From which the soundproofing elements are to exist is not disclosed. But they should be located outside of the clearance space and therefore allow to swap thresholds or to edit the ballast bed.

Finally, DE 4419886 A1 discloses a plastic granulate

Sound insulation coating to produce and this as coarse-grained granules (0.5-1, 5 cm dimension) possibly mixed with the binder cement to the web of a rail as a coating to apply or tunnel walls and acoustic walls to coat it.

Based on the EP 0 493 823 B1, the invention is based on the problem of proposing a suction and pressure resistant against noise wall, the variably spaced next to install gravel tracks at the lowest possible cost to retrofit there, is. The problem is solved by the features of claims 1 and 2. Further developments of the invention are covered in the dependent claims.

The first solution includes a low noise barrier for railroad tracks in ballast with stable arranged outside the control clearance Individual foundations in specifiable grid spacing as an abutment for a holder of the noise barrier, wherein the holder a vertically orientable panel carrier, placed just outside the control clearance or its boundary line, with a length of about 1 m and a spacer between the panel carrier and the individual foundations and both connectable and one of sheet steel with foamed plastic in between shear-resistant prefabricated panel.

The second solution is to use foamed plastic sandwiched between steel sheets as a panel for a noise barrier on railroad tracks in ballast, the track facing steel sheet having parallel trapezoidal corrugations and a corrosion protection coating in the horizontal direction, the panel being max. about 1 m high and is anchored by means of a bracket to foundations next to the ballast bed.

Preferably, the panel is coated on the track side with coarse-grained irregular plastic particles for better absorption or reflection of sound towards the ballast bed.

In German legislation, there were no limits for the noise emission of railway vehicles. Legal requirements are now required from the implementation of the EU environmental noise directive.

For rail transport, the Federal Railway Authority (EBA) has been commissioned to produce noise maps. According to current ideas, sections in the metropolitan areas of more than 15,000 trains are to be considered. In parallel, the TSI-HAST noise was introduced in 2002. In 2005, the TSI CR noise followed. The limit values of the TSI are initially valid only for the new purchase of vehicles or in certain cases (freight cars) in the renewal / rebuilding. Options for further research and studies on the reduction of noise pollution are necessary.

Initiated developments deal with quieter bogies, Drive shields and the use of plastic brake pads. The problem of a broad emission reduction is the large stock of freight wagons in the European railways. These loud freight cars move across borders across Europe. So there is a cost-effective process to develop, which is easy to retrofit the existing car. It should also be used in the construction of new cars.

Noise reduction should be used as close as possible to the source. The well-known noise barriers are set from gauge space specifications for the control clearance or its borderlines accordingly far outward. The prior art provides for different proposals

Due to the noise protection wall to be installed at a distance of at least 1.70 m to 2.60 m from the track, the building structure must be changed.

When planning should be noted:

• For gravel tracks, it is possible to bond with the existing tamping machines.

• The track drainage is not restricted. • The possibility is created of a ballast cleaning with large machines

(about every 30 - 40 years) by simply folding down the noise barrier to realize. The invention proposes in principle

• In the edge path area, a planum of the appropriate height and size is created at the calculated distance.

• Hereupon a prefabricated reinforced concrete frame as a small box foundation is laid according to the profile.

• For load transfer of the forces from the noise protection wall, 2 piles of steel profiles are placed in an inclined arrangement of calculated length - depending on the soil conditions - in the ground within the frame. • The interior of the reinforced concrete frame is equipped with the structural steel reinforcement.

• The fastening anchors are positioned by means of a gauge placed on the frame. • The frame is concreted out.

The foundation is completed. Similar constructions are mentioned in the prior art.

The actual noise barrier is carried out according to variably adapted to the local situation, d. H. a base plate placed on the foundation, spacer to the

Overcoming the gravel flank and vertical support for receiving the parallel to the track noise protection wall. The beams and base plates can be made from I-sections, T-sections or tubes.

In one embodiment, a joint is arranged in the region of the base plate in the foundation area. As a result, it is possible, the noise protection wall in partially assembled lengths in circumferential track work from the work area, in particular z. B. in stations, fold out. The effect is cost and time saving.

The actual noise protection elements can be executed according to known constructions.

In one embodiment, this is designed as follows:

• As a supporting element, a component is used, which is used especially in industrial halls. These are trapezoidal profiled sheet steel outer shells, which are rigidly connected to a PUR rigid foam anchor. The outer shells off

Sheet steel are corrosion protected according to requirements. The profiles are available in different static requirements on the market, known for example as a trademark Hoesch ISO wall. • These panel panels are coated with a rubber granulate from shredded car tires, in a thickness that complies with acoustic requirements, with a polyurethane binder, firmly adhering to the side facing the track. These novel noise reduction panel panels can also be used in and on known noise control systems.

The invention will be explained in more detail with reference to some figures. Show it:

Fig. 1 The control clearance and the border lines acc. the German railway operating regulations;

FIG. 2 shows a first embodiment of a low noise protection wall on a gravel track on a free route; FIG.

Fig. 3 shows a second embodiment of the low noise barrier provided for the area of stations;

Fig. 4 is a plan view of a low noise barrier along a track in an embodiment gem. Fig. 2;

Fig. 5 shows a third embodiment of the noise barrier with hinged spacer.

Fig. 1 shows according to the German legislation provided dimensional lines for the regulatory clearance and the borderlines of a railway vehicle, which may not be exceeded by components outside the tracks. The dimensioning takes into account the position of the rail top edge (SO) and the position of a possible overhead line. Both the boundary line and the control sight space can shift outwards by up to 100 mm, especially in the area of tight bends; then a corresponding surcharge must be made for all dimensions.

In the following figures, a low noise barrier is shown, which extends to the boundary line of a control sight space according to FIG. 1 and therefore from the track center at least 1, 71 m, according to the rule clearance variant in the left partial image for main lines of the railway is removed. It can be seen that the lower limit of the boundary line is 760 mm apart from the rail top edge (SO). As a result, with max. Height of the low noise barrier can not be greater than this 760 mm. The situation is different when the noise protection wall is to be moved to the limit of the control sight space, which has to be decided on a case-by-case basis by a person skilled in the art.

Fig. 2 shows a single foundation designed as a reinforced concrete frame (10), which was filled with concrete (1 1) after pipes or beams (12) were rammed in accordance with the local soil conditions next to the ballast bed (7) for stable foundation in the ground. In the individual foundation (1), the in-situ concrete is filled up to the upper edge of the reinforced concrete frame (10), after initially also fastening elements (32) were used for a steel plate (14) and were cast with the in-situ concrete. The steel plate (14) serves the base plate (31) of a spacer (3) as a base. The two plates (31) and (14) are screwed together by the fastening device (32) or riveted or welded. The spacer carrier (3) is connected to a panel carrier (2). The panel carrier (2) carries a panel wall (4) and is fixedly connected to this panel wall by fastening means (41). The panel wall (4) consists essentially of two steel sheets, which are filled with PUR foam and thus the sheets are shear-resistant connected with the foam to the sandwich. The front side of the panel (4) has a profiling (5) which extends rib-like or meandering in the horizontal direction. These ribs may additionally be coated with a rubber or a plastic granules whose grain size is measured according to the respective sound requirements, the rubber parts shredded for example from car tires being fixed on the panel 4 with the aid of suitable adhesives. A panel carrier 4 arranged in this way shields the noise generated by the web (91) of the rail (9), which has been placed on the threshold (92), against the track (6) erected in the ballast bed (7) on a suitable platform (8). is attached, goes out and also also the noise of the underside of a train, not shown, or a wagon, in particular the wheel discs, is emitted from. Similar to FIG. 2, FIG. 3 shows a low noise protection wall, but here the distance of the noise protection wall 4, 5 and the individual foundations 1 and their height and position are slightly different, thus taking into account in particular distances in stations.

FIG. 4 shows a plan view of spaced apart individual foundations 1 according to FIG. 2, of which spacer carriers (3), connected to panel carriers (2), hold a low noise protection wall or panels (4). Shown here is a grid spacing of the individual foundations of 3 m with a continuous noise protection wall over all individual foundations. It is envisaged that the noise barrier will be up to 12 or 15 meters long. Depending on how the panels are commercially available in their length or allow wind, pressure or suction by dynamic loads on the foundations a corresponding length of the low noise barriers.

Fig. 5 shows a further embodiment of the invention. Here the spacer carrier (3) has a joint (39) with which the base plate (31) and the plate (14) resting on the individual foundation (1) are coupled in such a way that the spacer carrier or the noise protection wall as such has 3 positions A, B and C occupy space, if necessary, to work through the ballast bed (7) by a ballast bed cleaning machine.

Claims

claims:

1. Low noise barrier for railroad tracks in ballast, comprising outside the control clearance arranged stable Einzelfundamente vorgebbarem grid spacing as an abutment for a support of the noise barrier, characterized in that the holder a vertically alignable panel support (4), placed just outside the control clearance or its boundary line , with a length of about 1 m and a spacer (3) between the panel support (4) and the individual foundations (1) and connectable with both as well as a steel sheets with foamed plastic between them prefabricated panel (5).

2. The use of foam-like plastic foamed between steel sheets as a panel (4) for a noise barrier on railway tracks (6) in ballast, the track facing steel sheet extending in a horizontal direction parallel trapezoidal beads (5) and an anti-corrosion coating, wherein the panel ( 4) max. about 1 m high and by means of a holder (2, 3) on foundations (1) next to the ballast bed (7) is anchored.

3. Use according to claim 2, characterized in that the panel (4) is coated on the track side with coarse-grained irregular plastic particles.