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Sanayei-2019-Experimental-Study.Pdf Engineering Structures 198 (2019) 109473 Contents lists available at ScienceDirect Engineering Structures journal homepage: www.elsevier.com/locate/engstruct Experimental study of train-induced vibration in over-track buildings in a metro depot T ⁎ Ziyu Taoa, Yimin Wanga, Masoud Sanayeic, , James A. Moored, Chao Zoub a School of Civil Engineering and Transportation, South China University of Technology, Guangzhou, Guangdong 510641, China b School of Civil and Transportation Engineering, Guangdong University of Technology, Guangzhou, Guangdong 510006, China c Department of Civil and Environmental Engineering, Tufts University, Medford, MA 02155, USA d Acoustic & Vibrations, Acentech Inc., Cambridge, MA 02138, USA ARTICLE INFO ABSTRACT Keywords: Over-track buildings in Chinese metro depots have recently been designed to accommodate the rapid urbani- Train-induced vibration zation and massive construction of urban rail transit systems. However, train-induced vibration and noise im- Metro depot pacts in over-track buildings need to be carefully assessed to provide comfortable working or living environ- Experimental study ments for the building's occupants. Vibration and noise measurements were carried out in a typical 28-story Low-rise steel-framed over-track building load-bearing wall supported residence and a 4-story steel-framed office building during train pass-by events in High-rise load-bearing concrete wall supported the Qianhai metro depot in Shenzhen, China. Measured points were set at ground level adjacent to the building over-track building fl USA and Chinese standards support structures as well as on upper oors. Train induced noise levels were within both FTA and Chinese limits. Floor vibration levels in the low-rise building were within FTA limit but not the more stringent Chinese limit. Ground-borne vibration signals in the throat area contained high level, short duration impacts generated as cars passed over discontinuities in rails at a switch. Ground vibration levels near the columns under the low-rise building were significantly greater than at the load bearing walls of the high-rise building by 20 dB or more. Levels within the buildings near columns or walls were only 5 dB higher in the low-rise building. The low-rise building transfer structure apparently sig- nificantly reduced transmission into the building above the platform. Vertically aligned load bearing walls in the high-rise building more effectively transmitted vibration. The measured vibration reduction from floor to floor was meaningfully less than recommendations in FTA guidelines. This research enriches the database of train-induced vibration and noise in over-track buildings, provides insights into the vibration transmission process into and within over-track buildings and is of value for the design and construction for similar over-track buildings in future train depots. 1. Introduction 4511.3 km for metros [2]. Metro depot, which is used for subway train storage, cleaning, maintenance and performance test, is a basic ancil- Increase of urbanization and development of urban rail transit are lary facility of a metro system and usually covers a large land area [19]. interdependent. Some inevitable issues arise with urbanization such as With the massive construction and development of metro systems, road traffic congestion, air pollution and land scarcity etc. However, traditional metro depots of lower building density but large land oc- urban rail transit, which encompasses metros, light rail, monorail, cupation aren't an economical use of urban land. To relieve the issue of trams and maglev, is an effective solution to road traffic congestion and urban land scarcity and also offer financial support to the operation of air pollution problems. Many cities in China have experienced rapid metros, over-track buildings built above metro depots or stations are urbanization with population growth and economic development since increasing. More than 27 cities in mainland China have built or have the recent social reforms [33]. The urbanization level in China is ex- begun construction of over-track buildings recently. pected to reach 66% by 2050 [29]. By the end of 2018, a total of 35 Newer metro depot incorporates a large-scale reinforced concrete cities in mainland China have constructed urban rail transit systems and platform over the tracks that covers the full extent of the depot. The put them into service with a total length of 5766.6 km, containing platform is supported from the ground by columns and load bearing ⁎ Corresponding author. E-mail addresses: [email protected] (Y. Wang), [email protected] (M. Sanayei), [email protected] (J.A. Moore), [email protected] (C. Zou). https://doi.org/10.1016/j.engstruct.2019.109473 Received 26 March 2019; Received in revised form 10 July 2019; Accepted 1 August 2019 0141-0296/ © 2019 Published by Elsevier Ltd. Z. Tao, et al. Engineering Structures 198 (2019) 109473 walls that are located in-between tracks. The platform is segmented track buildings of a metro depot, one of 14 floors and another of 25 horizontally by construction joints to accommodate thermal expansion floors, and suggested that vertical vibrations and noise impacts be and to create modular seismic-resistant structures. Over-track buildings carefully examined during the design of over-track buildings within in metro depots normally form an entire community including re- 40 m on the platform above the throat area. An impedance model for sidences, offices, schools, clinics, stores, restaurants, etc., and accom- efficiently predicting train-induced vibration in over-track buildings modate thousands of citizens. has been proposed and verified through data of field measurements However, along with the increased urbanization and growth of rail [35]. infrastructure [27], the distance between urban area and railway cor- Over-track buildings in metro depots typically have different ridors is decreasing, which results in growing concerns about railway- structural configurations, including concrete and steel-columns, con- induced vibrations [5]. Although the speed of the trains in the metro crete load-bearing walls as well as transfer structures between the depots is low, the train-induced vibration can transmit from the tracks primary ground columns and those in the over-track building. Reliable through the columns and walls into the platform and over-track in-situ measurements in over-track buildings with different construc- buildings where it can impact the buildings' occupants [36]. tion during train pass-bys in the metro depot below are needed to assess Train-induced vibration may cause discomfort and annoyance to the impact of the rapid development and massive construction of metro people living or working in over-track buildings in terms of feelable systems in China. vibration and noise [20,7]. It can also adversely affect the operation of The primary objective of this research is to assess the impact of vibration sensitive equipment such as those found in medical labora- train-induced vibration and noise on occupants in over-track buildings tories and hi-tech manufacturing. Additionally, side effects due to ex- at Qianhai metro depot in Shenzhen, China. A 4-story steel-framed cessive vibration and noise exposure include the price depreciation of building with a transfer structure and a 28-story load-bearing wall over-track real estate property. As a result, it is important to under- supported building were chosen for the measurements, which are stand, predict and assess the impact of train-induced vibration on oc- compared with both US and Chinese standards for feelable vibration cupants of the over-track buildings to develop mitigation measures if and noise. Insights into how vibration transmits from the ground into needed. the different building constructions were also developed. Past studies have focused on the characterization, assessment and prediction of vibration in the nearby environment and buildings due to 2. Description of Qianhai metro depot high-speed railway trains [11,8,14,4,32], high-speed Maglev [31,16], underground subway trains [17,18], and elevated railway trains Shenzhen has developed to one of the biggest modern cities in China [12,15], etc. with a population of about 12 million people and serves as the head- Prediction of train-induced vibration propagation through build- quarters to many high-tech companies. Its subway system is currently ings, have included empirical formulae [28], numerical modeling [6] extensive and growing. Plans are for the urban railway system in and theoretical analysis [35]. All of these prediction models need to be Shenzhen to grow to include 16 lines from the current 11 lines with a verified by field measured data. There are also a number of field total length of 596.9 km (371 miles) by the year of 2020 [21]. measurements carried out on train-induced vibration [26,13,3]. Xia Qianhai metro depot of Shenzhen Metro is where subway trains are et al. [30] conducted an experimental study of train induced vibration parked, prepared, repaired, and tested with a total land use area of on a low-rise masonry building near the Beijing-Guangzhou railway about 489,700 m2, a total over-track building area of 350,000 m2 and a track. The dependence of vibration levels on train speed, type, and at total overall floorage of 1,410,000 m2. different floor elevations and locations within the building were mea- The over-track buildings in the Qianhai metro depot (Fig. 1) include sured. Sanayei et al. [22,23] measured vibration levels induced by more than 25 high-rise buildings of 18–35 floors in which people live surface trains and underground subway trains respectively, both in and over 30 low-rise buildings of 4–6 floors where people work. It is open fields and on the foundation slabs inside nearby buildings, with estimated the community hosts more than 16,000 residents. the intent of quantifying the difference between ground vibration levels The elevation view of Qianhai metro depot with typical over-track in an open field and in a building foundation at the same distance from buildings is shown in Fig.
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