This paper focuses on field measurements and analyses of train-generated wind loads on wind barriers (3.0 m height and porosity 0%) with respect to different running speeds of the CRH380A EMU vehicle. Multi-resolution analysis was conducted to identify the pressure distribution in different frequency bands. Results showed that the wind pressure on the wind barrier caused by train-induced wind had two significant impacts with opposite directions, which were the “head wave” and “tail wave”. The peak wind pressure on the wind barrier was approximately proportional to the square of the speed of the train, and the peak wind pressure decreased rapidly along the wind barrier height from the bottom of the wind barrier. The maximum wind pressure occurred at the rail surface height. Furthermore, results of the multi-resolution analysis illustrated that the energy of the frequency band from 0 to 2.44 Hz accounted for 94% of the total energy. This indicated that the low-frequency range component of the wind pressure dominated the design of the wind barrier. The frequency of pulse excitation of train-induced wind loads may overlap with the natural frequency of barriers, and may lead to fatigue failure due to cyclic loads generated by the repeated passage of high-speed trains. In addition, the speed of the train had a negligible effect on the energy distribution of the wind pressure in the frequency domain, while the extreme pressure increased slightly with the increase of the speed of the train.

1. The concept of electromagnetic metamaterials was first proposed by Veselago in 1968 [1] with extraordinary properties that are not present in nature, including negative permittivity and permeabi...

The interior noise and vibration of metro vehicles have been the subject of increasing concern in recent years with the development of the urban metro systems. However, there still is a lack of experimental studies regarding the interior noise and vibration of metro vehicles. Therefore, overnight field experiments of the interior noise and vibration of a standard B-type metro train running on a viaduct were conducted on metro line 14 of Guangzhou (China). Both the A-weighted sound pressure level and linear sound pressure level were used to evaluate the interior noise signals in order to revel the underestimation of the low-frequency noise components. The results show that the interior noise concentrates in the low-to-middle frequency range. Increasing train speeds have significant effects on the sound pressure level inside the vehicle. However, two obvious frequency ranges (125–250 Hz and 400–1000 Hz) with respective corresponding center frequencies (160 Hz and 800 Hz) of the interior noise are nearly independent of train speed. The spectrum analysis of the vehicle body vibration shows that the frequency peak of the floor corresponds to the first frequency peak of the interior noise spectrum. There are two frequency peaks around 40 Hz and 160 Hz of the sidewall’s acceleration level. The frequency peaks of the acceleration level are also independent of the train speeds. It hopes that the field measurements in this paper can provide a data set for researchers for further investigations and can contribute to the countermeasures for reducing interior noise and vibration of a metro vehicle.