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This paper proposes a concurrent optimization method for railway alignment and station locations.
The existing Nordic Prediction Method for Railway Noise is more than 10 years old [1].
A direct optimization method for railway wheel profiles is put forward based on the weighed normal gap between wheel and rail at the contact point.
The Dutch national calculation scheme for railway noise has been declared the default interim method for railway noise calculation by the EU, until the introduction of results from the Harmonoise project.
Exposure to railway noise was calculated as the A-weighted equivalent level (LAeq,24 h) at enrolment with the joint Nordic prediction method for railway noise based on information about traffic in 1993-2000.
Railway noise exposure was calculated as the A-weighted level (LAeq, 24 hr) outside the most exposed facade using the joint Nordic prediction method for railway noise (Lathi 1984), based on general information about rail traffic in 1993 2000.
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Topographic conditions, especially the average natural ground slopes, exert a tremendous influence on alignment positions and methods for railway location.
The aim of this study was to develop methods for railway corridor planning, in which corridor design and location would be based on important ecological and geological sustainability criteria.
Most of the work presented has been performed in the METARAIL project, which is focused on developing improved methods for type testing, monitoring and diagnostic methods for railway pass-by noise.
The measured performance of plane screens with rigid and sound-absorbing surfaces is compared with values predicted by standard prediction methods for railway noise and the results of a numerical model.
The proposed contribution deals with the method for the railway wheel profile development on the base of the intended shape of wheelset / track contact geometric characteristics.
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