The almost unlimited possibilities of modern computational tools create the temptation to study phenomena related to the operation of engineering objects exclusively using complex numerical simulations. However, the fascination with multi-parametric complex computational models, whose solutions are obtained using iterative techniques, may result in qualitative discrepancies between reality and virtual simulations. The need to verify on real objects the conclusions obtained from numerical calculations is therefore indisputable. The enormous cost and uniqueness of large-scale test stands significantly limit the possibility of conducting tests under real conditions. The solution may be an experiment focused on testing features relevant to the given task, while minimising the dimensions of the objects under consideration. Such conditions led to the concept of conducting a series of field experiments to verify the effectiveness of prototype track components, which were developed using numerical simulations to reduce the noise caused by passing trains. The main aim of this study is to examine the acoustic efficiency of prototype porous concrete sound absorbing panels, in relation to the ballasted and ballastless track structures. Presented results of the proposed unconventional experiments carried out on an improvised test stand using the recorded acoustic signals confirm the effectiveness of the developed vibroacoustic isolators.

The growing population of urban areas results in the need to deal with the noise pollution from the transportation system. This study presents experimental test results of static and dynamic elastic characteristics of under slab mats (USMs) according to the procedure of DIN 45673-7. Prototype USMs based on recycled elastomeric materials, i.e., SBR granules and fibres produced from waste car tires, are analysed. Vibration isolation mats with different thicknesses (10, 15, 20, 25, 30, and 40 mm), densities (500 and 600 kg/m³), and different degrees of space filling (no holes, medium holes, large holes) are considered. Moreover, a practical application of the laboratory test results of USMs in the design of ballastless track structures of two different types (with a concrete slab and longitudinal beams) is presented. Deflections of the rail and the floating slab system, as well as stresses acting on the mat, are determined according to EN 16432-2. The use of shredded rubber from recycled car tires as a material component of sustainable and environmentally friendly tram track structures may be one of the most effective ways to manage rubber waste within the current trend toward a circular economy, and this study intends to introduce methods for experimental identification and analytical selection of basic static and dynamic parameters of prototype USMs.

The objective of this work is to propose a novel mechanical model of under ballast mats (UBMs) that can replicate the phenomenon of energy dissipation under static loads. UBMs installed in the ballasted track structure can reduce the levels of vibration emitted by the railway system to the surrounding environment, affecting both people and the natural and built environment. A particular feature of UBM isolators is energy dissipation, which is manifested in load-deflection graphs in the form of so-called hysteresis loops. Notably, the hysteresis loop occurs not only under dynamic loads but also in the case of static loading. The constitutive equations of the UBM model will be formulated as a nonlinear set of ordinary differential equations. The parameters of the constitutive relations will be selected based on an optimization procedure to match the results of integrating the differential equations describing the theoretical model to the results of experimental tests of UBMs in the static range, in accordance with European standard EN 17282:2020-10.

This study focuses on problems related to the application of ballastless track on railway bridges. The different kinds of this track are presented, along with their advantages and disadvantages. Special attention is given to the generated vibration and noise by moving trains and their influence on the behaviour of the bridge structure. Methods of dumping are presented too. Transfer of longitudinal forces in the lateral and longitudinal directions is given. The interaction between the continuous welded rail and the bridge structure is written. Longitudinal resistance of the fastening system for ballastless track is also given. The use of a sealing layer between the track and the bridge deck is considered. Problems relating to the uplift of the girder ends are given. Cracks in the concrete elements of ballastless track on the bridge structure are considered. Some of the solutions to the problems mentioned above are given in general design rules produced by different organizations, and some are or will be given in current or prepared standards.