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Chippendale, Australia

Jiang J.,Transport for NSW | Anderson D.C.,Transport for NSW | Dwight R.,University of Wollongong
Notes on Numerical Fluid Mechanics and Multidisciplinary Design | Year: 2015

Existing curve squeal theory is often contradicted by field observations such as the generation of squeal from the outer wheel (including wheel flange contact), squeal occurring at various wheel natural frequencies, coupled rail vibrations when squealing wheels pass, and the obvious influence of trackform on squeal occurrence and severity. This paper discusses the deficiencies of existing theory and explores an alternative mechanism based on the concept of mode coupling instability which shows a better match with field observations from some sites. © Springer-Verlag Berlin Heidelberg 2015. Source

Curley D.,RailCorp | Anderson D.C.,Transport for NSW | Jiang J.,Transport for NSW | Hanson D.,Transport for NSW
Notes on Numerical Fluid Mechanics and Multidisciplinary Design | Year: 2015

This paper presents the results of a comprehensive trial of friction management techniques carried out over a 7 month period at a curve in Sydney. The trial tested various top-of-rail friction modification and gauge face lubrication products, both in isolation and in combination, applied at different volumes and locations around the curve. Noise and vibration transducers were situated at three locations around the curve, one upstream of the treatment and the other two downstream. At the upstream location, rolling stock data was also available from a permanent wayside geometry monitoring system.The findings provide a number of valuable new insights into the performance of gauge face lubrication and top-of-rail friction modification for curve noise mitigation. The most significant finding was that gauge face lubrication of the outer rail provided a substantial reduction of severe tonal wheel squeal at the test curve. This is at odds with conventional theory that wheel squeal is controlled by friction characteristics at the top of rail / wheel-tread interface (rather than the gauge corner / wheel flange interface). © Springer-Verlag Berlin Heidelberg 2015. Source

Schulten C.,Transport for NSW
Acoustics Australia | Year: 2015

As residential encroachment increases along freight rail corridors or near freight hubs, poor acoustic design of residential developments can lead to increased complaints and community resistance to projects aimed at expanding the freight network and delivering economic growth. Developers and consent authorities, including local councils, must follow planning controls to address noise impact in the assessment and design of sensitive development near rail corridors, The Department of Planning and Environment published the Development Near Rail Corridors and Busy Roads—Interim Guideline (2008) to provide guidance to those assessing noise and designing sensitive developments (such as residences) to avoid and mitigate noise impacts. Extensive noise monitoring recently conducted has provided data to improve the quality of assessments and design for areas near curved or steep gradient track and near freight rail hubs. This paper references a comprehensive noise data set as an evidence base to provide guidance on the identification of affectation zones around freight rail corridors and freight rail hubs where risk of land use conflict is high. The paper also presents three case studies giving examples of how residential developments can be designed to address noise from freight operations. © 2015, Australian Acoustical Society. Source

Jiang J.,Transport for NSW | Hanson D.,Transport for NSW | Anderson D.C.,Transport for NSW
Notes on Numerical Fluid Mechanics and Multidisciplinary Design | Year: 2014

Experience has shown that curve noise issues can become more severe when curved track is upgraded from timber to concrete sleepers. This suggests that changing the dynamics of the track structure, for instance using a softer rail fastening system and/or sleeper, could provide ways to reduce curve squeal. The problem, however, is that the changes in dynamic characteristics between timber and concrete sleepers that explain the difference in curve noise behavior are not currently understood. Observations and anecdotes have hinted at the effect of different rail pads, fasteners, rail dampers and gauge relief on curve noise, but have failed to definitively identify either a successful mitigation strategy or a quantitative relationship with curve noise generation. This paper presents the results of field trials on curved track, conducted before and after an upgrade from timber sleepers to concrete sleepers, aimed at improving this understanding. © Springer-Verlag Berlin Heidelberg 2015. Source

Jiang J.,Transport for NSW | Hanson D.,Transport for NSW | Dowdell B.,Transport for NSW
Acoustics Australia | Year: 2015

Controlling freight rail noise at-source can be more effective than seeking to treat either the noise path or the receiver. This paper presents a framework for at-source noise control of freight rail noise. This framework is discussed in the context of the complete system through which the noise is generated, and explained through a case study focused on curve squeal. The application to curve squeal includes considerations of the track, the wheel–rail interface and the rolling stock. It is shown how addressing each system in parallel can not only mitigate curve squeal, but can also lead to the more efficient operation of the railway. Other primary freight rail noise sources are also discussed, and opportunities for addressing these impacts through the proposed noise control framework are outlined. These include locomotive exhaust noise, locomotive idling noise, brake squeal and bunching/stretching noise. © 2015, Australian Acoustical Society. Source

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