Environmental Noi Reduction of Tokaido Shinkann
changand Future Prospect
Hitoshi Kanda, Hideaki Tsuda, Kimihiro Ichikawa, and Shohei Yoshida
Technology Planning Department, General Technology Division
Central Japan Railway Co., 2-1-85 Kounan, Minato-ku, 109-8204 Tokyo, Japan
Tel.: +81 3 6711 9580; Fax: +81 3 6711 9707
jp
Summary
This paper describes the technical review of the environmental noi reduction of Tokaido Shinkann and its future prospect. Current environmental quality standards for Shinkann railway noi were established in 1975 by the Environmental Agency, Japan. The Japane Cabinet agreed on “general principles for countermeasures against Shinkann railway noi” in 1976. Bad on the principles, Ce
ntral Japan Railway Company has spent a great effort to reduce the railway noi at source. Ow-ing to measures, the wayside noi has been remarkably decread. On the other hand, the land u planning has not been strongly enforced. So there are regrettably some problems on later inhabitants along the Shinkann railroad.
This paper also discuss the noi evaluation. A prent Shinkann noi index is given by L Amax (peak noi level). It is reasonable to assume that the index will be shifted to L AEQ basis, since it has been widely applied. In order to study the effect of L AEQ standard, it ems important to investigate theoretical and scientific aspects of noi evaluation in other countries.
1 Introduction
Central Japan Railway Company (JR Central) commenced operations in April 1987 upon the privatization of the Japane National Railways (JNR). The core of JR Cen-tral’s operations is the high-speed Tokaido Shinkann, the main transportation line linking Japan’s metropolitan areas of Tokyo, Nagoya and Osaka. Providing a great mobility, it has played an important role in Japan’s economic growth and high living standards. Moreover, Tokaido Shinkann has since offered large capacity, high fre-quency transportation rvices with high safety; such performance is drawing a strong attention from the worlds.
JR Central has consistently responded to growing demand from business travellers and long-distance commuters since its founding. In March 1992, the timetable was revid in order to start the ries 300 rolling stock into rvice with operating speeds up to 270 km/h. It has cut travel time drastically. The similar efforts have been made constantly to rai the rvice level.
B. Schulte-Werning et al. (Eds.): Noi and Vibration Mitigation, NNFM 99, pp. 1–8, 2008. © Springer-Verlag Berlin Heidelberg 2008
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In the summer of 2007, the new traint of ries N700 starts the commercial op-eration. Along with starting new rvices, the ries N700 will offer an "even more comfortable space" that meets the various needs of pasngers. In addition, the ries N700 achieves a reduction in energy consumption by 25% compared with the ries 300 owing to the latest technologies. It greatly contributes to the prervation of the global environment.
When studying such rvice improvement, the highest consideration must be given to the prevention of noi and vibration alongside the railroad becau the Shinkann connects Japan’s most denly populated areas. As means of improving environmental conditions, controlling environmenta
l noi has recently been gathering attention in Japan as well as other countries.
奥巴马经典演讲稿2 Environmental Quality Standards for Shinkann Railway Current environmental quality standards for Shinkann railway noi were estab-lished in 1975 by the Environmental Agency, Japan. The index of evaluation is given by L pA, Smax (slow max value of A-weighted noi level) not by L Aeq (equivalent noi energy level). The standard values are classified into two categories (I and II) bad on the condition of residential u (Table 1).
In category I, standard value is 70 dB or less, and in category II, standard value is 75 dB or less. They are applied from 6am to 24pm, the rvice hours of commercial Shinkann operation.
Table 1. Environmental quality standards for Shinkann railway noi
Category of Area Standard Value (L pA,Smax)
英文字母顺序Category I 70 dB or less
Category II 75 dB or less
Category I --- Mainly residential u
Category II --- Other areas including commercial and industrial, where normal
人脉网
living conditions should be prerved
One year later, the Japane Cabinet agreed on “general principles for countermea-sures against Shinkann railway noi” in 1976. The principles addresd three measures that should be strongly promoted for achieving the environmental quality standards; (1) countermeasures at noi source, (2) compensation for the loss, and (3) land u planning along the Shinkann railroad.
Bad on the principles, the Japane National Railways and JR-Central have so far spent a great effort to decrea the railway noi at source. Successive efforts on measures at noi source will also be accumulated in future toward the environmental quality standards.
Environmental Noi Reduction of Tokaido Shinkann and Future Prospect 3
3 Technical Development for Noi Source
3.1 Rolling Stocks
In order to reduce the high-speed railway noi at source, technical development has been carried o
ut for rolling stocks including pantograph covers and low noi panto-graphs, car’s ultimate shapes, smooth car bodies, and so on.
Figure 1 prents the comparison of old and new type of pantographs and insulator covers. Figure 1(a) shows the ries 300 former type, figure 1(b) shows the ries 300 later type and the ries 700, and figure 1(c) shows the new type insulator cover and low noi pantograph developed for the latest ries N700.
(a) Series 300 former type (b) Series 300 later type and ries 700 (c) New Series N700
Fig. 1. Comparison of pantographs and insulator covers Figure2 shows a photograph of a wind tunnel test for designing the ries 700 “aerostream form” ultimate shape. Figure 3 shows the “external flush gap shroud (all covering hoods)” [1] and boggie skirts which are newly developed and introduced to the ries N700 Shinkann.
3. All covering hoods and boggie
Fig. 2. Ultimate shape of Series 700 Fig.
考拉的英文skirts of N700
3.2 Rail and Trucks
Noi can be reduced at rail and trucks by installing an elastic lubber sleeper or a lub-ber ballast mat shown in Figure 4. The measures are especially effective to reduce structure noi, and are widely ud in viaduct ctions of Tokaido Shinkann. This measure is effective to vibration reduction as well as noi reduction.
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Fig. 4. Elastic lubber sleeper and lubber ballast mat 3.3 Noi Barriers
Noi barriers are built alongside of the Shinkann railroad. Typical noi barrier of
ais
Tokaido Shinkann is shown in Figure 5. Basic noi barriers are 2-meters high, and some additional barriers may be attached in a special area to increa the reduction effect.
Fig. 5. Photograph of noi barriers Fig. 6. Photograph of a new-type noi
barrier
Becau noi barriers were not considered for the initial design of the Tokaido Shinkann structures, there is a limitation of barrier’s height especially in a viaduct ction. In addition, since a high noi barrier may interrupt the wayside scenery from the window, special noi barriers are also experimentally developed. Figure 6 shows an example of a new-type barrier with “mountain-type” slits in the upper part of the wall to cure the window view.
3.4 Simulation Techniques
athenawyuMeasurement techniques and prediction methods for noi propagation are important to develop the new type Shinkann traint with better environmental quality. Figure 7 shows the “sound intensity counter maps” of Series 300 and 700, developed by a rearch group of JR-Central[2]. It is clearly demonstrated that the dark areas
near the boggie skirts, which display large sound pressure, are widely decread for ries 700 in Figure 7(b) compared to the ries 300 in Figure 7(a).
Environmental Noi Reduction of Tokaido Shinkann and Future Prospect 5
(a) Series 300 (b) Series700
Fig. 7. Sound intensity counter maps 3.5 Environmental Supervision Depots
Central Japan Railway Co. has four local environmental supervision depots alongside of the Shinkann railroad. The main objective of the depots is the wayside envi-ronmental prervation of the Tokaido Shinkann. There are two or three special engineers in each depot who are in charge of noi and vibration measurement, public relations and negotiation with inhabitants.
4 Noi Level Reduction
Owing to the measures, the Shinkann wayside noi has been remarkably de-cread from the year of its inauguration in 1964, whereas the maximum velocity has been incread to 270 km/h. Figure 8 shows the transition of noi level from 1964 to 2000[3]. Typical counter-measures in each period are also noted below the figure.
Inauguration of Tokaido Shinkann Noi
barrier
Ballast mat Rail grinding Pantograph cover 70
75808590
1964196719751986
199119942000Year N o i s e L e v e l (L p A , S m a x ) d B 200210
scriptlet220
230
240250260270280290300M a x V e l o c i t y (k m /h )
Series 300Series 700Countermeasures
Fig. 8.
cica
Transition of Shinkann noi level and countermeasures
