This paper presents the vibration characteristics of a pantograph–catenary interaction in a rigid catenary system. Both computational simulation and laboratory tests are carried out to evaluate the frequency contents of pantograph strips. Based on the observation that irregular wear is characterized by the consistency between the pantograph strips’ wear pattern and the mode shape of their dominant modal frequencies, it is deducted that resonance occurs at the pantograph strip and the contact wire interface in the high frequency range. By applying damping treatment to the pantograph strip, and hence improving its damping property, a reduction of 7 dB in the total vibration level at the sliding contact can be achieved, as verified through field tests. It is also found that the worse the initial condition of the pantograph–catenary system, the more prominent the damping effects on the control of high-frequency vibration for irregular wear problems.

A method to deduce the characteristics of rail corrugation was developed and presented in this paper. It has been found that noise and vibration in the train vehicle were primarily contributed by rail corrugation and wheel polygonalisation. As the characteristics of wheel sets of a particular train can be assumed to be unchanged during a trip, rail corrugation along the tracks of the trip can be identified. Wavelet analysis was employed in analysing interior noise and vibration data collected inside a high‐speed train vehicle traveling on a typical high‐speed line in China. Noise and vibration data corresponding to increasing, decreasing, and unchanged train speeds were grouped and examined using time‐frequency domain analysis. For both acceleration and deceleration speed conditions, the characteristic frequency of interior noise and vibration changes as the train speed changes, in a discontinuous pattern, and with a fixed speed‐frequency ratio, which can be deducted as the pinned‐pinned frequency of rail vibration and wavelength of rail corrugation in corresponding rail track sections. This method enables accurate restoration of rail corrugation characteristics, without having to apply for railway possession for rail corrugation tests onsite, which is an inexpensive yet reliable method to provide a basis for the formulation of line maintenance and rail grinding plans.

This paper reviews, analyses, and suggests practical mitigation techniques at source for reducing vibration-induced annoyance to occupants in building structures that are built on top of significant railway infrastructure. The dynamic characteristics of vibration caused by wheel-rail interaction at metro train depots are different from those on main-lines and conventional studies. Ground-borne vibration in a building directly above a double-deck railway depot was investigated, focusing on vibration attenuation through rail track design, which is more effective and economic compared to treatments at receivers or along prorogation paths. A 2.5-Dimensional finite element model was established to simulate vibration transmission using different combinations of track-forms. Source contribution under different train running conditions has been evaluated by computing vibration levels along the main transmission path. Vibration levels at representative positions in the building rooms have been predicted using the numerical model and have been compared against site measurements at the corresponding locations after the completion of the construction of the depot and buildings. It was found that the 2.5D FE model enables a reasonable prediction of ground-borne vibration from the metro depot, and that by appropriate design of the track-form, a good level of vibration attenuation can be achieved in an economical way.