The 21st International Congress on Sound and Vibration
13-17 July, 2014, Beijing/China
RESEARCH ON ASSESSMENT OF FOURTH POWER
VIBRATION DOSE VALUE IN ENVIRONMENTAL VIBRATION CAUSED BY METRO
Yiqian Yang, Penghui Liu and Jing Yin
Railway Engineering Research Institute, China Academy of Railway Sciences, Beijing, China
100081
e-mail: [email protected]
With the rapid development of modern industry and the expanding of city scale in China, the
environmental vibration which is caused by metro has been paid more and more attention.
Because the environmental vibration during operation of metro is long-time and intermittent,
and has high crest factor in daytime and nighttime, the basic evaluation method based on frequency-weighted r.m.s. acceleration may underestimate the effects of vibration. The fourth
power vibration dose method is more sensitive to vibration peaks by using the fourth power
instead of the second power of the acceleration time history as the basis for average and considers duration of human exposure to vibration. The evaluation of environmental vibration
caused by metro should append fourth power vibration dose method. The impact analysis of
frequency weighting network e.g. BS 6841:1987, ISO 2631-1:1985 and ISO 2631-1:1997,
crest factor is studied, and vibration dose value (VDV) is gained considering number of metro train, time interval, duration of train passing in daytime and nighttime and type of track
structure (monolithic track bed and steel spring floating slab track). Through comparison between fourth power vibration dose method and basic evaluation method using weighted r.m.s.
acceleration, the VDV limit and method is given to assess environmental vibration caused by
metro. For residential, the VDV limit is 0.2m/s1.75 in daytime and 0.1 m/s1.75 in nighttime.
1. Introduction
With the rapid development of modern industry and the expanding of city scale in China, construction of urban rail transit has been rapid development. By the end of 2013, there are 87 lines has
been operated in 19 cities. The total operation length has reached 2539 kilometres. Because most of
urban rail transit are located in the downtown, the environmental vibration and noise caused by
metro is increasingly significant and attracts the public's strong attention, it becomes the primary
factor restricting the development of urban rail transit system. Therefore, it puts forward new requirements about research on vibration caused by urban rail transit and the effect of the surrounding
environment. Above of all, evaluation of environmental vibration effect, evaluation method, degree
of vibration effect and vibration protection measures are problems concerned by international
scholars. Griffin, Howarth, Mansfield, etc. analyzed the human response to vibration by different
physical quantities (acceleration and velocity), different assessment methods (running r.m.s. method,
r.m.s. method and fourth power vibration dose method) and different frequency-weighting curves,
researched evaluation of human body comfort and influence factors caused by rail vibration, proposed evaluation method of VDV1-7. Yiqian Yang reviewed the whole-body vibration perception
ICSV21, Beijing, China, 13-17 July 2014
1
21st International Congress on Sound and Vibration (ICSV21), Beijing, China, 13-17 July 2014
thresholds8; Yiqian Yang, Jing Yin and Penghui Liu evaluated human comfort of vibration in elevated over-crossing and low-lying waiting hall9-10.
In most of the countries in the world, the standards of environmental vibration and evaluation
of human exposure to vibration in buildings are based on basic evaluation method using frequencyweighted r.m.s. acceleration. Because the environmental vibration caused by metro is long-time and
intermittent, and has high crest factor in daytime and nighttime, the basic evaluation method may
underestimate the effects of vibration to human comfort. Besides, it also does not consider duration
of human exposure to vibration. Based on the above reasons, the evaluation of effects of vibration
to human comfort in buildings caused by metro should append fourth power vibration dose method.
Based on the vibration test data of Beijing subway line 4 in different distance on the ground, the
impact analysis of frequency weighting curve, crest factor is studied, and vibration dose value
(VDV) is calculated and discussed considering number of metro train, time interval, duration of
train passing in daytime and nighttime and type of track structure.
Table 1. Comparison between international and British standards of vibration evaluation
Track structure type
Buried depth of tunnel
Cross section form of tunnel
Speed of train
Frequency-weighting curve
Horizontal distance
Monolithic track bed
Steel spring floating slab track
29.5m
26.3m
Round, single hole, single line
60km/h
BS 6841:1987, ISO2631-1:1985, ISO2631-1:1997
0m and 65m
2. Standards
ISO/TC 108 has began to study evaluation of human exposure to whole-body vibration since
1964. In 1978, the first edition of ISO 2631 was published. Then through draft and revise, ISO issued the standards ISO 2631-1:198511 and ISO 2631-1:199712 respectively. This standard is basic of
evaluation of human exposure to whole-body vibration. Besides of basic evaluation method using
frequency-weighted r.m.s. acceleration, there are two additional evaluation methods which are running r.m.s. method using maximum transient vibration value (MTVV) and fourth power vibration
dose method using vibration dose value (VDV).
According to their own situation, various countries developed relevant evaluation standard for
environmental vibration. Most limit value of environmental vibration and human exposure to
whole-body vibration in buildings derives from the perception thresholds, but a few derives from
acceptable degree of annoyance by field study of relationship between exposure and reaction of
human. Table 2 lists the international and British standards of vibration evaluation.
Table 2. Comparison between international and British standards of vibration evaluation
ISO 2631:1-1997
BS 6472:1-2008
ISO 2631:2-2003
Basic
ar.m.s.
Evaluation method
VDV
Additional MTVV and VDV
Frequency range (Hz)
1~80
0.5~80
Frequency-weighting curve
ISO 2631:1-1997
BS 6841:1987
Time constant (s)
1
1
13
The guidance curves that were set in ISO 2631-2:1989 are no longer present in ISO 26312:200314. However, they may be still used in a few countries, for instance in Sweden and in the
USA (at the stage Detailed Analysis)15. In these specifications, the multiplying factors of residential
are 2 to 4 in daytime and 1.4 in nighttime for continuous or intermittent vibration.
Standard
ICSV21, Beijing, China, 13-17 July 2014
2
21st International Congress on Sound and Vibration (ICSV21), Beijing, China, 13-17 July 2014
BS 6472:198416, BS 6841:198717, ISO 2631-2:1989 and ISO2631-1:1997 put forward the
VDV concepts and definitions. The above standards point out basic evaluation method using frequency weighted r.m.s. acceleration may underestimate the effects of vibration in three conditions:
1) crest factor is more than 9 (ISO 2631-1:1997) or more than 6 (BS 6841:1987); 2) intermittent
vibration or occasional shocks when crest factor is less than 9 (or less than 6); 3) transient vibration.
In the above situation, or there is doubt even if it does not belong to the above situation, should append fourth power vibration dose method.
BS 6472:199218 first proposed the permissible VDV of human response to vibration in buildings, and took the railway environmental vibration for example to calculate VDV. BS 64721:200819 supersedes the BS 6472:1992 except the blasting vibration source, only adopts vibration
dose method to assess, abandons the basic evaluation method, and modifies VDV. The fourth power
vibration dose method is more sensitive to vibration peaks by using the fourth power instead of the
second power of the acceleration time history as the basis for average and considers duration of
human exposure to vibration. VDV given by BS 6472-1:2008 is shown in Table 3.
In Australia, Assessing Vibration: a Technical Guideline points out that VDV should be
adopted when evaluating the intermittent vibration20.
Table 3. VDV ranges which might result in various probabilities of adverse comment within buildings
Place
Time
Residential
buildings
Offices
Workshops
16 h day
8 h night
16 h day
16 h day
Low probability of
adverse comment(m/s1.75)
0.2 to 0.4
0.1 to 0.2
0.4 to 0.8
0.8 to 1.6
Adverse comment
possible(m/s1.75)
0.4 to 0.8
0.2 to 0.4
0.8 to 1.6
1.6 to 3.2
adverse comment
probable(m/s1.75)
0.8 to 1.6
0.4 to 0.8
1.6 to 3.2
3.2 to 6.4
3. Assessment of environmental vibration caused by metro
Acceleration (m/s2)
35
30
25
20
15
10
5
0
5- 6
6- 7
7- 8
8- 9
9 - 10
10-11
11-12
12-13
13-14
14-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-24
Number of train
The operation time of Beijing subway line 4 is from 5:00 to 24:00 generally, which departure
intervals is between 2min and 10min in single direction. The train number in different time is
shown in Fig. 1. There are about total 636 trains during daytime (6:00 to 22:00) and 32 trains during
nighttime (22:00 to 6:00) in both lines. 8:00 to 9:00 is morning rush hour and 17:00 to 18:00 is
evening rush hour. Figure 2 shows the acceleration time-domain waveform of environmental
vibration on the ground where the horizontal distance is 65m from the centre of line. The vibration
is intermittent and the duration of ground vibration caused by single train is about 10s. It cannot be
ignored that the cumulative duration of vibration caused by bidirectional trains during one day can
reach 9% of total operating time (18h).
Time (h)
Figure 1. The number of train in different time.
ICSV21, Beijing, China, 13-17 July 2014
0.04
0.03
0.02
0.01
0
-0.01
-0.02
-0.03
-0.04
0
100 200 300 400 500 600 700 800 900 1000
Time (s)
Figure 2. Acceleration time-domain waveform of
environmental vibration on the ground
3
21st International Congress on Sound and Vibration (ICSV21), Beijing, China, 13-17 July 2014
3.1 Crest factor
Crest factor, as shown in Fig. 3, is the ratio of vibration acceleration peak value to r.m.s. value
with the same frequency-weighting curve in a measuring cycle. Table 4 shows the crest factors of
environmental vibration on the ground caused by metro during different time. The horizontal distance to the centre of line is 65m. The crest factor during train passing is about 4.1. The crest factor
during train passing and interval is about 4.9. For daytime (16h) and nighttime (8h), crest factor is
about 9.9 and 17.3 respectively.
Acceleration (m/s2)
0.008
Peak
0.006
0.004
a r.m.s.
0.002
0.000
-0.002
-0.004
-0.006
-0.008
0
5
10
15
Time (s)
20
25
30
Figure 3. Vibration acceleration peak and r.m.s. with frequency-weighting curve of ISO 2631-1:1997
Table 4. Crest factor of environmental vibration on the ground caused by metro
Time
The background vibration (no train)
Single train passing (10s)
Single train passing (10s) + interval (120s)
Daytime (16h)
Nighttime (8h)
Peak(10-3m/s2)
1.1
6.9
6.9
6.9
6.9
-3
2
a r .m.s. (10 m/s )
0.4
1.7
1.4
0.7
0.4
Crest factor
2.8
4.1
4.9
9.9
17.3
3.2 Frequency-weighting curves
Most standards related to evaluation of human exposure to vibration in buildings take acceleration to evaluate, but adopt different frequency-weighting curves. At present, the frequencyweighting curves mainly come from the following criteria: ISO 2631-1:1985, ISO 2631-1:1997 and
BS 6841:1987. The frequency-weighting curves of different standards are shown in Fig. 4. For environmental vibration caused by metro, the vertical eVDV with frequency-weighting curves of BS
6841:1987 is 1.8 and 1.3 times as much as ISO 2631-1:1985 and ISO 2631-1:1997 respectively.
5
0
Weighting curves (dB)
Wweighting curves (dB)
5
-5
-10
ISO2631-1:1985
-15
BS6841:1987
-20
ISO2631-1:1997
-5
-15
ISO2631-1:1985
-25
BS6841:1987
-35
ISO2631-1:1997
-45
-25
1
10
Frequency (Hz)
100
1
10
Frequency (Hz)
100
(a) Vertical
(b) Horizontal
Figure 4. The frequency-weighting curves of different standards.
3.3 alculation of VDV
VDV is more sensitive to vibration peaks by using the fourth power of the acceleration time
history as the basis for average and considers duration of human exposure to vibration.
ICSV21, Beijing, China, 13-17 July 2014
4
21st International Congress on Sound and Vibration (ICSV21), Beijing, China, 13-17 July 2014
1
T
4
4
VDV     a w ( t )  dt 
0

Where:
(1)
is the instantaneous frequency-weighted acceleration.
T is the duration of measurement.
For continuous vibration which is not time-varying in magnitude and has a crest factor which
is between about 3 and 6, an approximation to the VDV may be determined from the estimated vibration dose value (eVDV). The definition is:
eVDV  1.4a r .m.s.T 1 / 4
(2)
When the vibration exposure consists of N vibration episodes of various durations each with a
vibration dose value of VDVi, the VDV for the total exposure is:
aw (t )
1
VDVtotal
 N
4
   VDVi4 
 i

(3)
When the vibration exposure consists of N repeating vibration episodes each with a same vibration dose value of VDV1, the VDV for the total exposure is:
VDV  N 0.25 VDV 1
(4)
It should be pointed out that the frequency-weighting curves of BS 6472:1992 and BS 64722:2008 is from BS 6841:1987, which is different from ISO 2631-1:1985 and ISO 2631-1:1997. In
addition, the time period of BS 6472:1992 and BS 6472-2:2008 is 7:00~23:00 for daytime and
23:00~7:00 for nighttime, but it is 6:00~22:00 for daytime and 22:00~6:00 for nighttime in China.
Comparison between VDV and eVDV of environmental vibration by metro is listed in Table 5. The eVDV is slightly less than VDV. Crest factor is between 4 and 5 when trains passing
through, therefore, eVDV of duration when trains passing is suitable and can be instead of VDV
approximatively. For Beijing subway line 4, the VDV on the ground where the horizontal distance
is 65m from the centre of line is 0.023 m/s1.75 in daytime (16h) and 0.011 m/s1.75 in nighttime (8h).
Table 5. Comparison between VDV and eVDV (ISO 2631-1:1997, monolithic track bed, 65m)
VDV(m/s1.75)
0.0046
(VDV)d,16h=0.023
(VDV)n,8h=0.011
Number of trains
1
636 (16 h day)
32 (8 h night)
eVDV(m/s1.75)
0.0044
(eVDV)d,16h=0.022
(eVDV)n,8h=0.010
3.4 Environmental vibration caused by metro in three direction
Figure 5 shows frequency-weighted r.m.s. acceleration of environmental vibration in three directions (X is lateral direction of line, Y is longitudinal direction of line, Z is vertical) on the ground
where the distance to centre of line is 65m. Table 6 shows the ground eVDV in three directions with
frequency-weighting curves of ISO 2631:1997. The vertical eVDVz of single train is 3 to 7.5 times
as much as eVDVx and eVDVy. Therefore, only vertical vibration is analyzed and evaluated on environmental vibration caused by metro.
a r.m.s. (10-3m/s2)
X-direction
Y-direction
Z-direction
3.5
3.0
2.5
2.0
1.5
1.0
0.5
0.0
0
50
100
150
Time (s)
200
250
300
Figure 5. The r.m.s. acceleration of environmental vibration on the ground in three directions.
ICSV21, Beijing, China, 13-17 July 2014
5
21st International Congress on Sound and Vibration (ICSV21), Beijing, China, 13-17 July 2014
Table 6. eVDV of environmental vibration in three directions caused by metro
Track structure
Monolithic track bed
Steel spring floating slab track
eVDVx(m/s1.75)
eVDVy(m/s1.75)
eVDVz(m/s1.75)
0.0009
0.0002
0.0015
0.0004
0.0044
0.0015
3.5 eVDV of different track structure and frequency-weighting curve
On the ground where the horizontal distance is 0m and 65m from the centre of line, the eVDV
of monolithic track bed and steel spring floating slab track using different frequency-weighting
curves is shown in Table 7. Figure 6 and Figure 7 are comparison of eVDV where the distance to
centre of line is 0m in different time of daytime and nighttime respectively. There is no train from
24:00 to 5:00, so the line of eVDV is level. The eVDV of steel spring floating slab track, with the
same frequency-weighting curve, is 12~30% of monolithic track bed.
Table 7. eVDV of environmental vibration on the ground using different frequency-weighting curves
Number of
trains
Distance
(m)
1
636(16h day)
32(8h night)
1
636(16h day)
32(8h night)
0
0
0
65
65
65
0.0131
0.0658
0.0312
0.0044
0.0221
0.0105
eVDV of steel spring floating slab track
(m/s1.75)
ISO
ISO
BS
2631-1:1985
2631-1:1997 6841:1987
0.0169
0.0849
0.0402
0.0053
0.0266
0.0126
0.0018
0.0090
0.0043
0.0012
0.0060
0.0029
0.10
ISO 2631-1:1985
ISO 2631-1:1997
BS 6841：1987
0.06
0.04
0.02
0.00
0.0021
0.0105
0.0050
0.0015
0.0075
0.0036
0.0022
0.0110
0.0052
0.0015
0.0075
0.0036
ISO 2631-1:1985
ISO 2631-1:1997
BS 6841：1987
0.08
0.06
0.04
0.02
4:00
5:00
6:00
5:00
6:00
3:00
2:00
4:00
Time (h)
1:00
0:00
22:00
6:00
7:00
8:00
9:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
0.00
23:00
0.08
0.0092
0.0462
0.0219
0.0029
0.0146
0.0069
eVDV (m/s1.75)
eVDV (m/s1.75)
0.10
eVDV of monolithic track bed
(m/s1.75)
ISO
ISO
BS
2631-1:1985 2631-1:1997 6841:1987
Time (h)
(a) daytime
(b) nighttime
0.012
0.012
0.009
0.009
0.006
ISO 2631-1:1985
ISO 2631-1:1997
BS 6841：1987
0.003
eVDV (m/s1.75)
ISO 2631-1:1985
ISO 2631-1:1997
BS 6841：1987
0.006
0.003
(a) daytime
3:00
2:00
1:00
0:00
6:00
7:00
8:00
9:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
Time (h)
23:00
0.000
0.000
22:00
eVDV (m/s1.75)
Figure 6. Comparison of eVDV of monolithic track bed in different time.
Time (h)
(b) nighttime
Figure 7. Comparison of eVDV of steel spring floating slab track in different time.
The classification of buildings and VDV limits of environmental vibration caused by metro is
according to BS 6472-1:2008 while frequency-weighting curve adopts ISO 2631-1:1997. For resiICSV21, Beijing, China, 13-17 July 2014
6
21st International Congress on Sound and Vibration (ICSV21), Beijing, China, 13-17 July 2014
dential buildings, the VDV limits of environmental vibration caused by metro are 0.2 m/s1.75 in daytime (16 h) and 0.1 m/s1.75 in nighttime (8 h). For monolithic track bed and steel spring floating slab
track, vibration r.m.s. acceleration corresponding to the VDV limits of different exposure time is
shown in Fig. 8. The maximum of eVDV on the ground during 16 h in daytime and 8 h in nighttime
are 0.066 m/s1.75 and 0.031 m/s1.75 respectively, and both of them are lower than corresponding limit.
Due to vibration attenuation in the buildings than outdoor, VDV in buildings caused by metro will
be much less than the above limit. According to Eq. (2):
a r .m. s . 
eVDV
1.4  (nT1 ) 0.25
(5)
Where: T1 is the passing time of single train.
n is the number of trains in an exposure period.
a r .m.s. is the frequency-weighted r.m.s. acceleration.
For daytime (16 h, 636 trains), If eVDV = 0.2 m/s1.75, a r .m.s. =0.2/1.4/(636×10)0.25= 0.016 m/s2.
For environmental vibration of metro, the vertical eVDV with frequency-weighting curves of BS
6841:1987 is 1.8 times as much as ISO 2631-1:1985. Therefore, a r .m.s. with frequency-weighting
curves of BS 6841:1987 is 0.009 m/s2 which is slightly less than the limit of 0.01~0.02 m/s2 in daytime of ISO 2631-2:1989 (multiplying factor is 2~4).
For nighttime (8 h, 32 trains), If eVDV = 0.1 m/s1.75, a r .m.s. =0.1/1.4/(32×10)0.25= 0.017 m/s2.
With frequency-weighting curves of BS 6841:1987, a r .m.s. is 0.009 m/s2 which is slightly higher
than the limit of 0.007 m/s2 in nighttime of ISO 2631-2:1989 (multiplying factor is 1.4).
Standards for Allowable Vibration of Building Engineering (GB 50868-2013) in China specify evaluation on environmental vibration caused by traffic should append VDV21-22.
16h, 0m
8h, 0m
VDV (m/s1.75)
Acceleration r.m.s.(m/s 2)
16h, 65m
0.1
0.8
0.4
0.01
0.2
0.1
0.001
8h, 65m
16h, 0m
8h, 0m
1
VDV (m/s 1.75)
8h, 65m
Acceleration r.m.s.(m/s2)
16h, 65m
1
0.1
0.8
0.4
0.01
0.2
0.1
0.001
0.0001
0.0001
1
10
100
1000
Exposure time (s)
10000
100000
(a) monolithic track bed
1
10
100
1000
Exposure time (s)
10000
100000
(b) steel spring floating slab track
Figure 8. Vibration r.m.s. acceleration corresponding to the VDV limits of different exposure time.
4. Conclusion
Due to environmental vibration during operation of metro is long-time and intermittent, and
has high crest factor of 9.9 in daytime and 17.3 in nighttime, the basic evaluation method based on
frequency-weighted r.m.s. acceleration may underestimate the effects of vibration. The evaluation
of environmental vibration caused by metro should append fourth power vibration dose method.
According to BS 6472-1:2008, for residential buildings, the VDV limits of environmental vibration caused by metro are 0.2 m/s1.75 in daytime (16 h) and 0.1 m/s1.75 in nighttime (8 h). Adopting frequency-weighting curve of ISO 2631-1:1997 from 1 Hz to 80 Hz, the maximum of eVDV on
the ground during 16 h in daytime and 8 h in nighttime are 0.066 m/s1.75 and 0.031 m/s1.75 respectively. Both of them are lower than corresponding limit. Due to vibration attenuation in the buildings than outdoor, VDV in buildings caused by metro will be much less than the above limit.
ICSV21, Beijing, China, 13-17 July 2014
7
21st International Congress on Sound and Vibration (ICSV21), Beijing, China, 13-17 July 2014
Standards for Allowable Vibration of Building Engineering (GB 50868-2013) in China specify evaluation on environmental vibration caused by traffic should append VDV.
REFERENCES
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
Griffin, M.J., Whitham, E.M., Discomfort Produced by Impulsive Whole Body Vibration,
Journal of the Acoustical Society of America, 68, 1277–1284, (1980).
Howarth, H.V.C., Whitham, E.M., Human Response to Simulated Intermittent Railway Induced Building Vibration, Journal of Sound and Vibration, 120(2), 413–420, (1988).
Griffin, M.J., SAE Paper 860047, Evaluation of Vibration with Respect to Human Response,
(1986).
Howarth, H.V.C., Griffin, M.J., The Relative Importance of Noise and Vibration from Railways, Applied Ergonomics, 21(2), 129–134, (1990).
Howarth, H.V.C., Griffin, M.J., The Annoyance Caused by Simultaneous Noise and Vibration
from Railways, Journal of the Acoustical Society of American, 89(5), 2317–2323, (1991).
Griffin, M.J., Handbook of Human Vibration, Academic Press, London/New York, (1990).
Mansfield, N.J., Human Response to Vibration, CRC Press, Boca Raton, (2005).
Yang, Y.Q., Whole-body Vibration Perception Threshold, Journal of the Architecture & Environmental Engineering, 34, 54–60, (2012).
Yang, Y.Q., Yin, J., Liu, P.H., Test and Evaluation of Vibration Environment in Elevated
Over-crossing Waiting Hall of High-speed Railway, Proceedings of the 20th International
Congress on Sound and Vibration, Bangkok, Thailand, 7-11 July, (2013).
Yin, J., Yang, Y.Q., Liu, P.H., Test and Evaluation of Vibration Environment in Low-lying
Waiting Hall of High-speed Railway, Proceedings of the 6th International Symposium on Environment Vibration, Shanghai, China, 8-10 Nov, (2013).
ISO 2631-1:1985, Evaluation of Human Exposure to Whole-body Vibration－Part 1: General
Requirements.
ISO 2631-1:1997, Mechanical Vibration and Shock － Evaluation of Human Exposure to
Whole-body Vibration－Part 1: General Requirements.
ISO 2631-2:1989, Evaluation of Human Exposure to Whole-body Vibration－Part 2: Continuous and Shock-induced Vibration in Buildings (1 to 80 Hz).
ISO 2631-2:2003, Mechanical Vibration and Shock － Evaluation of Human Exposure to
Whole-body Vibration－Part 1: Vibration in Buildings (1 Hz to 80 Hz).
ANSI S3.29-1983, American National Standard Guide to the Evaluation of Human Exposure
to Vibration in Buildings.
BS 6472:1984, Evaluation of Human Exposure to Vibration and Shock in Buildings (1 Hz to
80 Hz).
BS 6841:1987, Guide to Measurement and Evaluation of Human Exposure to Whole-body
Mechanical Vibration and Repeated Shock.
BS 6472:1992, Guide to Evaluation of Human Exposure to Vibration in Buildings (1 Hz to
80 Hz).
BS 6472-1:2008, Guide to Evaluation of Human Exposure to Vibration in Buildings－Part 1:
Vibration Sources Other Than Blasting.
Department of Environment and Conservation, Assessing Vibration: a Technical Guideline,,
Sydney, (2006).
GB 50868-2013, Standards for Allowable Vibration of Building Engineering.
Yang Y.Q, Liu P.Y., Traffic Vibration Standards, Chapter 6, Understanding and Application of Standards
for Allowable Vibration of Building Engineering, Xu J. ed., China Architecture & Building Press Beijing,
(2013).
ICSV21, Beijing, China, 13-17 July 2014
8