In situ vibration measurements on the high speed track L2

Brussels-Koln
Janusz KOGUT, Geert DEGRANDE

Wim HAEGEMAN, Lutz KARL

Department of Civil Engineering

K.U.Leuven


Kasteelpark Arenberg



B-
Heverlee, Belgium

Laboratory of Soil Mechanics

Ghent University
Technologiepark 




B- 
Ghent, Belgium

Summary
This paper discusses the results of in situ vibration measurements that have been performed during
the homologation tests of the line L2 of the high speed train (HST) track between Brussels and
Koln. Measurements have been performed on both tracks and in the free field during the passage
of an IC train and a Thalys HST at variable speed. The results will subsequently be used to validate
the numerical prediction models.
Keywords: high speed train vibrations, free field measurements.

Introduction

In August and September 2002, the Belgian Railway company NMBS has organized homologation
tests of the line L2 of the high speed train (HST) track between Brussels and Koln. These tests
were performed with both a Thalys HST and an IC train at variable speed and offer a unique
opportunity to perform in situ vibration measurements that can subsequently be used to validate
numerical prediction models as are currently under development (Knothe and Wu 1998; Krylov
1998; Metrikine and Popp 1999; Sheng et al. 1999a; Sheng et al. 1999b; Dinkel 2000; Kaynia
et al. 2000; Madshus and Kaynia 2000; Degrande and Lombaert 2001; Van den Broeck 2001).
The in situ vibration measurements have been performed in Lincent and in Waremme. In
Lincent, the track is a classical ballasted track and measurements are performed in the free field.
The track in Waremme is a ballast track on a concrete slab, founded on piles upto a depth of 12 m.
Vibration measurements have been performed on the track, in the free field and in a single family
dwelling located at a distance of about 50 m from the track.
The objective of the paper is to comment on the results of track and free field surface vibration
measurements in Lincent during the passage of an IC train and a Thalys HST at variable speed
(Kogut and Degrande 2002). First, the characteristics of the trains, the track and the soil are briefly
reviewed. Second, the experimental setup and the recorded passages are documented. Third, the
measurement results are presented and discussed.
The results presented in this paper are complementary to in situ vibration measurements performed in Ath during the homologation tests of the HST track L1 between Brussels and Paris
(Degrande 2001; Degrande and Schillemans 2001). The results are also complementary to in situ
vibration measurements performed during the passage of the Thalys HST on the track AmsterdamUtrecht in the Netherlands, at speeds between 40 and 160 km/h (Branderhorst 1997), to data reported by Auersch (1989) for the German ICE train at speeds varying between 100 and 300 km/h
and to measurements with the X2000 train on the West Coast Line in Sweden (Adolfsson et al.
1999).
1

Characteristics of the rolling stock

Two types of trains are used during the homologation tests: an IC train and the Thalys high speed
train.
The IC train consists of a locomotive HLE13, 7 standard central HV I11 coaches and 1 back
coach HV I11 BDx. Every locomotive and coach has two independent bogies and four axles. The
IC train has 36 axles. The carriage length 
, the distance  between bogies, the axle distance 
,
the total axle mass  , the sprung axle mass  and the unsprung axle mass  of all coaches is
summarized in table 1.
Table 1: Geometrical and mass characteristics of the IC train.

Locomotive HLE13
Central coach HV I11 A
Central coach HV I11 B
Back coach HV I11 BDx

Number of
bogies
2
2
2
2

Number of
axles
4
4
4
4


[m]
19.11
26.40
26.40
26.40


[m]
10.40
18.40
18.40
18.40


[m]
3.00
2.56
2.56
2.56


[kg]
22500
11610
11602
11830


[kg]
19677
10100
10102
10286


[kg]
2823
1500
1500
1544

Figure 1 shows the Thalys HST consisting of 2 locomotives and 8 coaches. Each locomotive
is supported by two bogies and has four axles. The coaches next to the locomotives have one
independent bogie and share the second bogie with the neighbouring coach. The six remaining
coaches share both bogies with neighbouring coaches, resulting in an articulated train composition.
The total number of bogies equals 13 and, consequently, the number of axles on the train is equal
to 26. The geometrical and mass characteristics of the Thalys HST are summarized in table 2.

Figure 1: Configuration of the Thalys HST.

Table 2: Geometrical and mass characteristics of the Thalys HST.

Locomotive
Side coach
Central coach

Number of
carriages
2
2
6

Number of
axles
4
3
2

 
[m]
22.15
21.84
18.70


[m]
14.00
18.70
18.70


[m]
3.00
3.00
3.00


[kg]
17000
17000
17000

!
[kg]
14937
14937
14937


[kg]
2027
2027
2027

Track characteristics

The track in Lincent is a classical ballasted track. Continuously welded UIC 60 rails with a mass
per unit length of "#%$'&)( kg/m and a moment of inertia *+$,(.-/(10)(123254768(:9<; m; are fixed with a
Pandrol E2039 rail fastening system. Resilient rubber railpads of type 5197 with a thickness of 11
mm are placed under the rails, which are fixed on precast prestressed concrete monoblock sleepers
with a length =>$'?@-A2)( m, a width B%$C(.-A?3D32 m, a height EF$C(.-A?)(12 m (under the rail) and a mass
"$G0)(3( kg. The track is supported by a porphyry ballast layer (calibre 25/50, layer thickness
H
$,(.-A032 m), a limestone or porphyry layer and a limestone supporting layer.

Several vibration tests have been performed in order to determine the dynamic track characteristics and the transfer functions between the track and the free field. These tests include the
measurement of (1) the direct and the cross receptance of the rail in a loaded and unloaded state
(Kogut and Degrande 2003a), (2) the wave decay rate of the rail, (3) the transfer functions along
the track and (4) the transfer functions between the track and the free field (Kogut and Degrande
2003b).
The results of the receptance tests show that the resonance frequency of the unloaded track on
the ballast is about 63.5 Hz, while the rail natural frequency is around 347 Hz. Inverse analysis
allows to identify a dynamic stiffness of the ballast of about 40-45 kN/mm, while the damping
coefficient is about 70-75 kNs/m. The railpad dynamic stiffness is about 160-175 kN/mm, while
the damping coefficient is in the order of 20-25 kNs/m, which corresponds to a medium stiff
railpad. These dynamic track characteristics correspond well with values reported in the literature
(Grassie and Cox 1984; Esveld 2001).

Dynamic soil characteristics

The lithological description of the site near the HST track in Lincent reveals a layer of sandy clay
with a thickness of approximately 8 m on top of a sand stratum.
Prior to the homologation tests, several complementary in situ dynamic tests have been performed to determine the stratification of the soil and the dynamic soil characteristics, including
the Spectral Analysis of Surface Waves (SASW) test (Pyl and Degrande 2001) and the Seismic
Cone Penetration Test (SCPT) (Haegeman 2001).
0
SCPT1
SCPT2
SASW1
SASW2
modelled soil

Depth [m]

50

100

150

200
250
300
Shear wave velocity [m/s]

350

400

450

500

Figure 2: Shear wave velocity profile at the site of Lincent.

The results of the SASW and SCPT tests (figure 2) demonstrate that the site consists of a layer
with a thickness of 3.0 m and a shear wave velocity of 150 m/s over a layer with a shear wave
velocity of 280 m/s, which is identified as the underlying halfspace.

Experimental setup

Measurements have been performed in 16 measuring points, in the I or J -directions, during the
passage of an IC train and a Thalys HST in both directions on tracks 1 and 2 (figure 3). On both
tracks, the response of the rail at midspan between two sleepers and the response of the sleeper are
measured. The measurement channels on the track are denoted by labels KLNM3OP and K:Q:M3OP , where
the characters KRL and K<Q denote the rail and the sleeper, respectively, the number M1O denotes the
number of the track and the character P refers to the coordinate direction. In the free field, channels

are denoted similarly by labels SRSTM3OP .

Figure 3: Location of the measurement points.

Measurements have been performed during 11 passages of an IC train and 11 passages of

a Thalys HST at variable speed. The intended speed of the IC train varies between 160 and
220 km/h, while the actual speed is between 155.9 and 225.3 km/h. As for the Thalys HST, the
intended speed varies between 220 and 330 km/h, while the recorded is between 218.1 and 326.1
km/h.

Figure 4: Passage of the Thalys HST on track 1 at the site of Lincent.

The IC train runs in a pull or push mode, depending on the locomotive position, while the
Thalys HST is running in a pull and push mode (one locomotive at the front and one at the rear).
Figure 4 shows the passage of the Thalys HST on track 1 in the direction of Koln.
The experimental configuration for the vibration measurements consists of 16 accelerometers, a
KEMO VBF 35 unit and a 16 bit A/D Daqbook 216 data-acquisition system, coupled to a portable
PC with DaisyLab software.

Response of the track and in the free field

Figure 5 shows the time history and the frequency content of the velocity of the sleeper during the
passage of the IC train on track 2 with a speed UV$G?.6W2@-A? km/h. The response of the rail is not
shown as the acceleration is seriously contaminated by noise. From the time history the passage of
every axle on the sleeper can be identified. The highest response is measured first, demonstrating
that the train is pulled by the locomotive. At a train speed UX$Y?.6W2@-A? km/h, the axle passage
frequency Z3 [$'U.\]% is equal to 19.92 Hz for the locomotive (
[$G0@-/( m) and 23.35 Hz for all
other coaches ( ^$'?@-A23& m). The bogie passage frequency Z$,U.\]% is equal to 5.75 Hz for the
locomotive ( %_$`68(.-ba m) and 3.25 Hz for all other coaches (
$c6WD@-ba m). As the homologation
tests are performed on a new track, the low frequency response of the sleeper is dominated by
the quasi-static axle loading. Excitations due to the rail and wheel unevenness are noticed in the
mid-frequency range. The response at high frequencies is low.
2.0e-02

TS02z
Velocity [m/s/Hz]

Velocity [m/s]

8.0e-02

0.0e+00

-8.0e-02

TS02z

1.0e-02

0.0e+00
0

8
Time [s]

12

16

50
100
150
Frequency [Hz]

200

Figure 5: Time history (left) and frequency content (right) of the vertical velocity of the sleeper
during the passage of the IC train on track 2 with a speed Ud$,?.6W2@-A? km/h.

5.0e-04

0.0e+00

-5.0e-03

0.0e+00

-5.0e-04
4

8
Time [s]

12

16

a. U3e1fgINh$'D@ikjml
1.0e-03

8
Time [s]

12

1.0e-04
Velocity [m/s/Hz]

5.0e-04

0.0e+00
50

100

150

Frequency [Hz]

200

8
Time [s]

12

16

c. U3e3fgINhn$'&]a:ikjol
5.0e-05

FF06z

5.0e-05

0.0e+00
0

0.0e+00

16

b. U3e3fgINhn$'03?@ikjol

FF02z

FF08z

-2.0e-04
0

Velocity [m/s/Hz]

Velocity [m/s/Hz]

2.0e-04

FF06z
Velocity [m/s]

FF02z
Velocity [m/s]

Velocity [m/s]

5.0e-03

FF08z

2.5e-05

0.0e+00
0

50

100

150

Frequency [Hz]

200

50

100

150

200

Frequency [Hz]

d. pU e fgI h $'D@irql
e. pU e fgI h $'03?@irql
f. pU e fgI h $C&]a:irql
Figure 6: Time history (top) and frequency content (bottom) of the free field vertical velocity at
8 m, 32 m and 64 m from the track, during the passage of the IC train on track 2 with a speed
Us$'?.6W2@-A? km/h.
Figure 6 shows the time history and the frequency content of the vertical velocity in the free
field. The vertical scale of the figures is decreasing with increasing distance from the track. At
I h $tD m from the track, the peak particle velocity (PPV) is equal to 2 mm/s. It is possible
to identify here the passage of a single bogie. At I hu$c03? m from the track, the PPV is equal
to 0.15 mm/s. At this point the passage of the IC trains single bogie is no longer visible. At

INh7$'&]a m from the track, the PPV is lower than 0.055 mm/s. The amplitude of the vibrations is
attenuated by material and radiation damping in the soil. Low frequencies are not clearly visible
in the frequency content at Ivhn$'D m from the track. The mid-frequency content between 40 and
H
70 Hz is dominant. The sleeper passage frequency is equal to Z  $wU.\  $`x3x@-A& Hz and can be
observed. Dominant frequencies at I h $C03? m and I h $'&]a m shift to lower values below 40 Hz
and 20 Hz, respectively.
Figure 7 shows the time history and the frequency content of the vertical velocity of the sleeper
during the passage of the Thalys HST on track 2 with a speed U5$y0.6W0@-A& km/h. The time history
shows nearly uniform loading of the track for every axle load. The axle passage frequency is equal
to 29.03 Hz, ( z$w0@-/( m). The bogie passage frequency is equal to 6.22 Hz for the locomotive
( {|$G6}a:-/( m) and 4.66 Hz for all other coaches (
$c6WD@-~ m).
2.0e-02

TS02z
Velocity [m/s/Hz]

Velocity [m/s]

8.0e-02

0.0e+00

-8.0e-02

TS02z

1.0e-02

0.0e+00
0

8
Time [s]

12

16

50
100
150
Frequency [Hz]

200

Figure 7: Time history (left) and frequency content (right) of the vertical velocity of the sleeper
during the passage of the Thalys HST on track 2 with a speed Ud$'0.6W0@-A& km/h.

5.0e-04

0.0e+00

-5.0e-03
8
Time [s]

12

16

8
Time [s]

12

1.0e-04
Velocity [m/s/Hz]

5.0e-04

0.0e+00
50
100
150
Frequency [Hz]

200

8
Time [s]

12

16

c. U e fgINhn$'&]a:ikjol
5.0e-05

FF06z

5.0e-05

0.0e+00
0

0.0e+00

16

b. U e fgINhn$'03?@ikjol

FF02z

FF08z

-2.0e-04
0

Velocity [m/s/Hz]

a. U e fgINh$'D@ikjml
Velocity [m/s/Hz]

0.0e+00

-5.0e-04
0

1.0e-03

2.0e-04

FF06z
Velocity [m/s]

FF02z
Velocity [m/s]

Velocity [m/s]

5.0e-03

FF08z

2.5e-05

0.0e+00
0

50

100

150

Frequency [Hz]

200

50

100

150

200

Frequency [Hz]

d. pU e fgI h $'D@irql
e. pU e fgI h $'03?@irql
f. pU e fgI h $C&]a:irql
Figure 8: Time history (top) and frequency content (bottom) of the free field vertical velocity at 8
m, 32 m and 64 m from the track, during the passage of the Thalys HST on track 2 with a speed
Us$'0.6W0@-A& km/h.
Figure 8 shows the time history and the frequency content of the vertical velocity in the free
field. At I h $wD m from the track, the PPV is equal to 2 mm/s. At I h $w03? m from the track,
the PPV is equal to 0.13 mm/s. At Ivhu$Y&]a m from the track, the amplitude is much smaller
and the PPV is lower than 0.06 mm/s. Higher frequencies between 55 and 65 Hz are dominant
in the frequency content at I h $wD m from the track. The sleeper passage frequency is equal to
Z3|$w6}a2@-A? Hz. Lower frequencies are better distinguished at Ih$'03? and at I>h!$'&]a m from the
track. In the far field the dominant frequencies are between 20 and 30 Hz.

Figure 9 compares the time history and the frequency content of the free field vertical velocity at
I h $D m from the track for the passage of the Thalys HST at three train speeds. Only a very small
increase in the amplitude of the vibrations is observed when the train speed increases from UV$
?.6WD@-6 km/h to U$G0)(1&@-AD km/h. Low frequencies are not clearly visible in the frequency content

of the signal in the near field. The mid-frequency content between 40 and 45 Hz is dominant for
the train speed Ud$C?.6WD@-6 km/h and shifts to higher frequencies for increasing train speeds.
1.0e-03

FF02z
Velocity [m/s/Hz]

Velocity [m/s]

5.0e-03

0.0e+00

-5.0e-03

FF02z

5.0e-04

0.0e+00
0

12

16

Time [s]

50
100
150
Frequency [Hz]

200

a. Ud$'?.6WD@-6 km/h.
1.0e-03

FF02z
Velocity [m/s/Hz]

Velocity [m/s]

5.0e-03

0.0e+00

-5.0e-03

FF02z

5.0e-04

0.0e+00
0

12

16

Time [s]

50

100

150

200

Frequency [Hz]

b. Ud$C?32)(.-A2 km/h.
1.0e-03

FF02z
Velocity [m/s/Hz]

Velocity [m/s]

5.0e-03

0.0e+00

-5.0e-03

FF02z

5.0e-04

0.0e+00
0

8
Time [s]

12

16

50

100

150

200

Frequency [Hz]

c. Ud$C0)(1&@-AD km/h.
Figure 9: Time history (left) and frequency content (right) of the free field vertical velocity at
INh$wD m from the track during the passage of the Thalys HST on track 2 with increasing train
speed.

Figure 10 shows the time history and the frequency content of the vertical velocity in the free
field at I h $03? m from the track. Individual bogie passages can no longer be distinguished at this
distance. The dependence of the amplitude of vibrations on speed of the train is moderate to low
at I h $y03? m. Again, dominant frequencies clearly shift to higher values for increasing speed of
the train.
Finally, figure 11 shows similar results in the far field at Ih$'&]a m from the track. There is a
very small increase in the amplitude of the vibrations when the speed of the train increases. Lower
frequencies are dominant in the far field. The frequency range 16-20 Hz is dominant for the speed
Us$'?.6WD@-6 km/h and it increases for increasing train speed.

1.0e-04

FF06z
Velocity [m/s/Hz]

Velocity [m/s]

5.0e-04

0.0e+00

-5.0e-04

FF06z

5.0e-05

0.0e+00
0

12

16

Time [s]

50

100

150

200

Frequency [Hz]

a. Ud$'?.6WD@-6 km/h.
1.0e-04

FF06z
Velocity [m/s/Hz]

Velocity [m/s]

5.0e-04

0.0e+00

-5.0e-04

FF06z

5.0e-05

0.0e+00
0

12

16

Time [s]

50

100

150

200

Frequency [Hz]

b. Ud$C?32)(.-A2 km/h.
1.0e-04

FF06z
Velocity [m/s/Hz]

Velocity [m/s]

5.0e-04

0.0e+00

-5.0e-04

FF06z

5.0e-05

0.0e+00
0

8
Time [s]

12

16

50
100
150
Frequency [Hz]

200

c. Ud$C0)(1&@-AD km/h.
Figure 10: Time history (left) and frequency content (right) of the free field vertical velocity at
INh7$y03? m from the track during the passage of the Thalys HST on track 2 with increasing train
speed.

5.0e-05

FF08z
Velocity [m/s/Hz]

Velocity [m/s]

2.0e-04

0.0e+00

-2.0e-04

FF08z

2.5e-05

0.0e+00
0

8
Time [s]

12

16

50
100
150
Frequency [Hz]

200

a. Ud$'?.6WD@-6 km/h.
5.0e-05

FF08z
Velocity [m/s/Hz]

Velocity [m/s]

2.0e-04

0.0e+00

-2.0e-04

FF08z

2.5e-05

0.0e+00
0

8
Time [s]

12

16

50
100
150
Frequency [Hz]

200

b. Ud$C?32)(.-A2 km/h.
5.0e-05

FF08z
Velocity [m/s/Hz]

Velocity [m/s]

2.0e-04

0.0e+00

-2.0e-04

FF08z

2.5e-05

0.0e+00
0

8
Time [s]

12

16

50
100
150
Frequency [Hz]

200

c. Ud$C0)(1&@-AD km/h.
Figure 11: Time history (left) and frequency content (right) of the free field vertical velocity at
INh7$y&]a m from the track during the passage of the Thalys HST on track 2 with increasing train
speed.

PPV as a function of the distance to the track and the train speed

Figure 12 shows the vertical PPV as a function of the distance to the track for all passages of the
IC train on tracks 1 and 2. Higher values of PPV are obtained for the passages on track 2, which is
closer to the points located in the free field. On the other hand, the PPV in the far field is slightly
higher for trains passing on track 1 at the same distance from the track. The maximum value of
the vertical PPV is about 7.3 mm/s at I h = 6 m from the track.
8

8
167.1 km/h
193.5 km/h
193.6 km/h
225.6 km/h

6
5
4
3
2
1
0
0

156.1 km/h
196.0 km/h
202.6 km/h
224.3 km/h
193.5 km/h
206.4 km/h
215.4 km/h

Peak Particle Velocity [mm/s]

Peak Particle Velocity [mm/s]

6
5
4
3
2
1

10

20

30

40

50

60

70

0
0

80

10

20

Distance [m]

30

40

50

60

70

80

Distance [m]

a. Track 1.
b. Track 2.
Figure 12: Vertical PPV as a function of the distance to the track for all passages of the IC train.

4
218.4 km/h
297.4 km/h
303.2 km/h
326.1 km/h

3
2.5
2
1.5
1
0.5
0
0

218.1 km/h
219.8 km/h
237.9 km/h
250.5 km/h
294.0 km/h
306.8 km/h

3.5

Peak Particle Velocity [mm/s]

Peak Particle Velocity [mm/s]

3.5

3
2.5
2
1.5
1
0.5

10

20

30

40

Distance [m]

50

60

70

80

0
0

10

20

30

40

50

60

70

80

Distance [m]

a. Track 1.
b. Track 2.
Figure 13: Vertical PPV as a function of the distance to the track for all passages of the Thalys
HST.

Figure 13 shows the vertical PPV as a function of the distance to the track for all passages of
the Thalys HST on tracks 1 and 2. The maximum value of the vertical PPV is about 3.3 mm/s at
INh = 6 m from the track. Comparison of the results from figures 12 and 13 enables to underline
the strong dependence of the PPV level on the type of the train.
Figure 14a compares the mean value " of the vertical PPV as a function of the distance to the
track for all passages of the IC train on track 1 (at speeds between 166.9 km/h and 225.4 km/h)
with the mean value of the PPV for all passages of the HST train (at speeds between 218.4 km/h
and 326.1 km/h) on the same track. On the same graph, the "y68 range, with the standard
deviation, is indicated as well. Similar results are shown in figure 14b for passages of the IC train
(at speeds between 155.9 km/h and 215.2 km/h) and the Thalys HST (at speeds between 218.1
km/h and 306.8 km/h) on track 2. These curves should be used with care, however, as statistical
analysis is performed on a small number of train passages. Furthermore, the results strongly
depend on local site characteristics. The dependence of the PPV on the train speed appears to be
generally low for both the IC train and the Thalys HST. In the near field, the level of vibrations

caused by the passage of an IC train is higher than for the passage of the Thalys HST. In the far
field, no significant difference in vibration level is observed.
1

10

Peak Particle Velocity [mm/s]

Peak Particle Velocity [mm/s]

10

10

10

IC mean
IC std
IC +std
HST mean
HST std
HST +std

10

10

10

IC mean
IC std
IC +std
HST mean
HST std
HST +std

10

10

10

10

10

10

Distance [m]

10

Distance [m]

a. Track 1.
b. Track 2.
Figure 14: Mean vertical PPV as a function of the distance to the track for all the passages of the
IC train and the Thalys HST.

10
FF01z
FF02z
FF03z
FF04z
FF05z
FF06z
FF07z
FF08z

10

Peak Particle Velocity [mm/s]

Peak Particle Velocity [mm/s]

10

10

10

100

FF01z
FF02z
FF03z
FF04z
FF05z
FF06z
FF07z
FF08z

10

10

150

200

250

300

350

10

100

150

Speed [km/h]

200

250

300

350

Speed [km/h]

a. Track 1.
b. Track 2.
Figure 15: Vertical PPV as a function of the train speed for all passages of the IC train.

10

10
FF01z
FF02z
FF03z
FF04z
FF05z
FF06z
FF07z
FF08z

Peak Particle Velocity [mm/s]

Peak Particle Velocity [mm/s]

10

10

10

100

10

FF01z
FF02z
FF03z
FF04z
FF05z
FF06z
FF07z
FF08z

10

150

200

250

Speed [km/h]

300

350

10

100

150

200

250

300

350

Speed [km/h]

a. Track 1.
b. Track 2.
Figure 16: Vertical PPV as a function of the train speed for all passages of the Thalys HST.
Results can better be appreciated if the PPV is shown as a function of the train speed. Figure
15 depicts the vertical PPV for all passages of the IC train on tracks 1 and 2, respectively. As
mentioned before, the dependence of the PPV on the train speed is moderate to low in the range of
train speeds considered. In the case of the passage of the IC train on track 2 at a speed of U$?)(1?@-A&
km/h, a significant increase of the PPV is observed at Ih = 6 m, which cannot be immediately
explained.

Figure 16 shows the PPV as a function of the train speed for all passages of the Thalys HST on
tracks 1 and 2. Figure 16a demonstrates that the PPV in nearly all channels is slightly increasing
for an increasing speed of the Thalys HST running on track 1, as is theoretically expected in the
subcritical range of train speeds. For the passage of the Thalys HST on track 2, an increase of the
PPV is observed at I h = 48 m and I h = 64 m, respectively.

Conclusion

The time history of the vibrations measured on the sleeper allows to identify the passage of every
axle for both the IC train and the Thalys HST. The sleeper vibrations have the same order of
magnitude for both types of train, but a significant difference in frequency content is noted due to
the different train composition and train speed.
Regarding the near free field response, the vibrations generated by the passage of the IC train
are generally slightly higher than those cause by the passage of the Thalys HST. As for the Thalys
HST, the PPV are slightly increasing with increasing train speed, as it is theoretically expected in
the subcritical range of train speeds. The dominant frequencies in the near field are situated in the
higher frequency range upto 85 Hz. In the far field, the dominant frequencies for both types of the
train are lower than 30 Hz. Vibration amplitudes are attenuated by material and radiation damping
in the soil when the distance to the track increases.
The results of these in situ measurements will subsequently be used to validate a numerical
prediction model for train induced vibrations.

Acknowledgements
The results presented in this paper have been obtained within the frame of the STWW project IWT
000152 Traffic induced vibrations in buildings. The financial support of the Flemish Community
is kindly acknowledged.
The in situ vibration measurements have been performed in collaboration with NMBS, TNO
Delft and Pandrol Limited.

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