Procedures will be developed for the on-board monitoring of the TDR and rail roughness using sound pressure measurements. A procedure will be developed for the evaluation of an average wheel roughness. A procedure will be developed for the evaluation of the temperature dependence of the TDR. This will provide more reliable input data for the simulation tools.

The existing wheel-rail noise calculation models will be enhanced by a better description of the wheel-rail contact behaviour, which is influence by the rail wear and by the position of the contact points (also in curves). A procedure for the low frequency noise calculation will be proposed.

Quiet-Track will develop an optimal acoustic grinding strategy and a strategy for rail wear correction. Grinding strategies and maintenance strategies exist for rail defect removal by grinding and for track tamping but not for dedicated acoustic grinding and dedicated acoustical rail wear correction. To reach this objective the relationship between rail wear types and noise emission will be established and a rail roughness growth model will be selected and updated.

Quiet-Track will combine existing solutions for a better global performance specially for these situations where this potential is available such as concrete tracks where it is possible to deal independently with measures at the rail (e.g. damping) and at the track surface (e.g. absorption).

Quiet-Track will focus on new and innovative solutions, which target the most noise sensitive parameters such as rail roughness and rail roughness growth.

A procedure will be established for the selection of track components (rail type and hardness) which yields optimal rolling noise behaviour resulting from an acoustically positive wear pattern, taking into account the types of rolling stock in the network and the track topology (tangent and straight).

Noise management tools will be developed to be able to measure correctly the performance of a noise mitigating measure and to select optimally the type of track mitigation measure for use in e.g. actions plans requested by the END in cities (where the use of non-track based measures if often prohibited or not feasible).Challenges

An increase of freight rail transport causes an increase of vibrations in the vicinity of the railway. Existing evaluation criteria for human impact, potentially having a large influence on project costs, are probably too strict and are hardly based on relevant surveys.  Also, there are no uniform assessment methods available for mitigation measures for vibrations, making it difficult for railway planners to compare measures and predict their effectiveness in a new project based on older applications.  Furthermore, the number of mitigation measures that are effective for freight traffic is limited and needs extension.

By establishing the right criteria, assessing with them the effect of new and existing mitigation measures and publishing the results, railway operators and planners will be able to properly deal with the subject.

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