INVESTIGATION OF PRESENT AND FUTURE VIBRATION ENVIRONMENT BUILDING 213

• Document Type: CREST
• Collection: NGA Records (Formerly NIMA)
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79B00873A000800010009-7
• Release Decision: RIPPUB
• Original Classification: K
• Document Page Count: 90
• Document Creation Date: December 28, 2016
• Document Release Date: August 30, 2012
• Sequence Number: 9
• Publication Date: May 1, 1971
• Content Type: MISC

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 Declassified in Part - Sanitized Copy Approved for Release 201
Pruct No. 70-197
UNITED STATES GOVERNMENT
WASHINGTON, D,C.
INVESTIGATION OF PRESENT AND FUTURE
VIBRATION ENVIRONM NT
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TABLE OF CONTENTS
PREFACE
List of Tables (Phase I)
List of Figures (Phase I)
INTRODUCTION
SOURCES OF VIBRATION
Air-Handling Units
Cooling Tower No. 1
Air Compressors
Vibrations From Rock Crushers
Vibrations From M-Street Traffic
Vibrations From Railroad on First Street
PHASE I - INVESTIGATION OF PRESENT APD FUTURE VIBRATION ENVIRONMENT,
Vibration Measurements of the Work Bench on the Fifth Floor
9
Ambient Floor Vibrations
1.1
FIGURES (Phase I)
Vibrations From Ventilation Ducts
11
CONCLUSIONS
12
14-18
APPENDIX A - DATA AND DETAILED DESCRIPTIONS OF EACH GROUP OF
MEASUREMENTS (Separate Volume)
APPENDIX B - ADDITIONAL COMPUTER RUNS
EFFECT OF INPUT AT RESONANT FLOOR FREQUENCIES
(Separate Volume)
PHASE II - INVESTIGATION OF TILE EFFECTS OF THE CONSTRUCTION
MD OPERATION OF THE SUBWAY SYSTEM
List of Tables (Phase II)
List of Figures (Phase II)
INTROUI'CT I ON
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TABLE OF CONTENTS
(Continued)
1
I
SUBWAY SYSTEM
The Nature of Vibrations Caused by Subway Trains
Factors Which Will Cause Lower Vibrations at the
Washington Facilities
Factors Which Will Cause Higher Vibrations at the
Washington Facilities
SUBSURFACE INVESTIGATION
DEVELOPMENT OF THE STRUCTURAL RESPONSE MODE.
DEVELOPMENT OF SOIL DYNAlHIC RESPONSE MODEL
Type A Boundary Conditions
Type B Boundary Conditions
ANALYSIS OF SOIL RESPONSE DUE TO SUBWAY INPUT
Model 2 - Symmetric Model With Building
Model 2 - Symmetric Model Without Building
Model 3 - Deep Symmetric Model With BuildinZ
Model 4 - Large "Exact" Model
Page
24
24
,25
32
LOAD CASES CONSIDERED FOR THE ANALYSIS OF GROUND MOTIONS 34
FROM TUE SUBWAY
Case 1
Case 2
Case 3
Case 4
Case 5
Case 6
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TABLE l.F CONTENTS
(Continued)
SETTLEMENT
CONCLUSIONS
FIGURES (phase TI'
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L VEBTICATION OF PRESENT AND FUTURE;
VIBRATION ENVIRONMENT
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after the subway is completed.
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in Januar;' 1971,
was awarded a contract to investigate the vibration environment
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equipment sttet traffic, railroad traffic; people walking STAT
in the building ani normal activities such as opening and closing doors. To
further complicate the environment, a new subway system is proposed im-
a nature that present ambient vibration levels are limiting its performance
capabilities. In some areas of the structure, operations have been com-
pletely disrupted and have ha(. to be relocated to other portions of the
building. The sources of the detrimental vibrations include mech..nical
as it affects operation of specialized equipment. The equipment is of
Therefore, in view of the known sensitivity
of the present equipment to existing vibration levels, it apper,red likely
that the operations of the new subway may very well produce a vibration
environment which would severely limit the operating capabilities of certain
instruments.
Phase I of this investigation, which deals with ambient
vibration conditions, is completed and summarized herein. The data and
detailed descriptions of each group of measurements will be submitted in
Appendix A, as a separate volume. Phase II, which deals with the effects
of the subway, is essentially completed, except for a few additional
computer runs which are considered important. These will be reported in
Appendix B as a separate volume. Nevertheless, sufficient analysis has
been completed to draw firm predictions regarding the vibration environment
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INVESTIGATION OF PRESENT AND FUTURE
VIBRATION ENVIRONMENT
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1
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Table No. Description
I-I Summary of Air-Handling Unit
Vibration Data
I-II Summary of Air Compressor Vibration
Data
I-III Summary of Ground Motion Resulting
From M-Street Traffic
I-IV Summary of Ground Motion Resulting
From Railroad Train
Two
Comparison of Vertical Floor Vibrations 12
With Ventilation System On and Off
1
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Vibrations In and Around
Figure No. Drawin No. Description
1-1 Vibration Records 42 and 43
1-2 Vibration Records 45 and 46
1-3 Vibration Record 47
I-4 70-197-A6 Summary Lf Ambient Vertical
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PHASE I
INVESTIGATION OF PRESENT
AMBIENT VIBRATION EVELS
INTRODUCTION
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Phase I of the total investigation deals with the existing
As mentioned in the Preface,
houses vibration-sensitive process equipment which is presently
environment
Iffect on the process equipment, and the results of measurements on a particularly
The subsegtint sections of this report briefly discuss the main
sources of disturbing vibrations, with comments regarding their probable
gation. Therefore, a complete amplitude-frequency spectra was not necessary,
throughout in the early part of 1971. Vibration measurements
were taken at the locations of various types of sensitive equipment and at
numerous vibration sources using velocity-type transducers, a storage
oscilloscope, and an oscilloscope camera. The oscilloscope is capable of
displaying two traces, which permits simultaneous comparison of amplitude
and frequency at two locations. In most cases, the vibrations Producing
the greatest effects are usually at a predominant frequency which can be
readily determined from the type of measurements obtained for this investi-
As an initial step in Phase I, a measurement program was conducted
subway system which is treated in Phase II.
t'te situation and to provide a basis for assessing the effects of a proposed
being disturbed by several sources of vibration. The objective of Phase I
is to define accurately these sources and suggest modif'.cations to the
structure, auxiliary equipment or the process equipment itself to alleviate
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4.
sensitive work bench. The details of vibration traces for all groups
of measurements are contained in Appendix A.
SOURCES OF VIBRATION
Many sources of vibratf.on exist within the area, and
no single piece of equipment or system can be considered as the major source.
For the most part, the vibration le?iels are relatively low, but usually with a
predominant frequency. Generally, it is possible to identify a single source
This includes air-compressors, ccoling
towers and the air-handling units. The characteristics of the vibrations
produced by each of these are summarized in the following paragraphs.
Air_Hand]i nit Units
Vibration measurements were taken on the ducts and junctions as
well as the housing of the fare that make up the air-handling units. The
vibration measurements are most meaningful in terms of the frequency charac-
teristics. The amplitudes of the motions are not of particular importance.
This occurs because the vibrations produced in the duct work within
are of an acoustical or high frequency nature and are transmitted by
pressure fluctuations rather than mechanically. Mechanical trensmissions
were observed only in a few instances and these w,-,re for short distances
along sheet. metal ducts. The data show) below in Table I-I are a summary
of vibrations measured in elated to air handling units.
In many instances, the vibration frequencies are within the 15 to
25 Ilz range which coincides with the natural frequency of the floor slabs
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immediately adjacent
houses the equipment for heating, vei.tilation, water and
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and is also within the range of the natural frequency of the work
benches described below.
TABLE I-I
SUMMARY OF AIR-HANDLING UNIT VIBRATION DATA
Unit
Frequency
Amplitude
Hs*
Inches
i
Air Handling Uni': No. I
26.3
5.7 x 10-5
25.0
2.7 x 10-4
37,0
4.5 xv 10-5
Air Handling Unit tio. 2
11.1
8.5
1.5 x 10 3
17.4
2,1 x 10-3
16.7
1.1 x 10.3
17.7
6.2x104
33.3
8.1 x 10-5
37.0
4.0 x 104
Air Handling Unit No. 2E
12.1
1.6 x 10-3
72.2
6.9 x 10-4
Air Handling Unit At
South End
10-4
2
21.1
.1 x
26..6
1.6x103
33.3
1.4 x 10-4
*I{z is the abbreviation for Hertz and has dimensions of cycles per second.
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M
.C001128. T?wer No. 1
Measurements were made on the circular frame ac the top of the
cooling tower to record the frequency of steady--state vib..._:.na generated
by the fan. Frequencies varied between 33 and 38 11z and the amplitudes of
motion were less than 10 . inches. Steady vibrationz at these frequenctes
were not observed at any location within
Thus, the cooling
tower is dismissed as a significant source of vibration.
Air Compressors
Two types of air compressors are located in the north end of
and run intermittently. The vibrations transmitted to the
surroiundiug floor are summarized in Table I-II.
TABLE I-II
S'nMfARY OF AIR CORPRESSOR VIBRATION DATA
DeVilbiss Compressors
Worthington Compressors
Frequency
Hz
Amplitude
inches
1.1 x 10-4
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These vibrations are again within the natural frequencies of floor
slabs and the work benches. However, if They were a significant contribution,
it would be easy to correlate the periods of high vibration with the on cycle
of the con?preosors since they produce a steady vibration as opposed to a random
vibration, Vibrations of this nature were not observed at any location within
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The U. S. Geologic Survey occupies the south half of the sixth
floor where several rock crushers are housed. When in
operation, one of two types of crushers generates vibrations through recip-
rocating 3ntion of a pair of jaws. Vibrations of 13 to 1G Hz at an amplitude
of 1.3 x 10-4 inches were observed. The second type uses rollers rather
than reciprocating action, and as a result, negligible vibrations are
produced.
In some cases, larger pieces of rock must be broken with a sledge
hemmer so that they may be fed into the jaw crusher. The sledge hammer
impact excited the natural frequency of the floor system (15 to 17 Hz) at
a peak transient amplitude of approximately 4 x 10-5 inches. The natural
frequency of the floor was determined by measuring the response caused by
suddenly applying one's weight to his heels. This produced a peak amplitude
of 6.8 x 10-4 inches at 14.7 cycles per second. The rock crusher and sledge
hammer operations are definitely a problem for sensitive equipment located
within several bays of the source. However, the periods of operation are
relatively short and, if need be, a coordination of operations could possibly
be worked out.
Vibrations From M-Street Traffic
Vibrations from traffic running along M-Stre,:%t were measured at
the ground surface approximately 30 feet west of the notthwest corner of
this point are given in Table I-Ili.
A summary of the significant vibration lewls recorded at
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SU:?*IARY OF GROUND MOTION
RESULTING FROM D1-STREEGT TRAFFIC
Description
Cars and Buses:
Vertical
Trucks b Busies:
Vertical
more in the form of an impact rather than a steady input since the vibrations
are produced only when the veh:.cles are passing over a rough spot.
The amplitudes of motica are relatively low and occur at infrequent intervals--
most readily transmitted through the ground in the vicinity
The significance of these vibrations is that the frequencies ate
predominantly 10 to 12 Hz which is typical of the frequency of motion that is
frequency Amplitude*
Hz Inches
3.2 x 10-6
11.8 5.4 x 10-6
14.3 4.5 x 10-6
12.9 2.5 x 10-5
1.9 x 10-5
4.1 x 10-5
11.1 5.4 x 10 5
11.8 4.1 x 10-5
10.9 1.2 x 10-4
11.0 1.5 x 10-5
12.5 1.2 x 10-5
11.0 1 2.6 x 10-5
* Measured 30 feet west of the northwest corner
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0 STAT
1
e
Vibrations From Railroad on First Street
A railroad siding to the west of
Intermittently used to switch cars located in the Navy Yard south
is STAT
During the passage of this train, ground vibrations are produced
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from impact as the train passes over joints on the rails. Ground vibrations
were measured a,' the same location as for the traffic on M-Street. The
vibrations produced by the train are listed in Table I-1V.
TABLE I-IV
SUM?lARY OF GROUND MOTION
RESULTING FROM RAILROAD TRAIN
Description
Frequency
lit
Amplitude
Inches
6.6 x 10-6
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These vibrations are similar to those caused oy vehicles on
H-Street except for some of the higher frequency contents.
Vibration Measurements of the %'ork Bench on the Fifth Floor
Measurements were made of the vibrations of the newest model work
bench which was set up in an office on the fifth floor at the north end of
the building. On this particular instrument, the problem arises from rela-
tive movement between the bench top and the mechanise, cantilevered from the
beam across the back of the Instrument. Typical vibration records associated
with this instrument are shown on Figs 1-1, 1-2 and 1-3. Figure I-1 shows
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10.
the vertical and horizontal motions of the floor supporting the work bench
at the center of the bay between columns. Record No. 42 represents an im-
pact from a light thump on the floor which produces free oscillations of the
floor system at its natural frequency. The traces on Record No. 42 Indicate
that the floor frequency is approximately 15 cycles per second, and that it
is easy for a person to produce a vibration which exceee3 the ambient level
by a factor of ' or 5. Record No. 43 shows that tie predominant ambient
vibrations of motion are 18.5 to 20 Hz at an amplitude of 3.2 x 10-5 in the
vertical direction and 4.5 A 10-6 in the horizontal direction.
Record No. 45 on Fig I??2 is a comparison of the vertical vibration
of the floor with the vertical vibration of the glass on the work bench. Both
traces are at the same scale and, thus, a direct comparison can be made.
It is seen that the table vibration- are slightly greater and that both
vibrations, of course, contain the name predominant frequencies.
Record No. 46 shows the vertical motion of the cantilevered instru-
ment in comparison to the vertical motion of the work bench. The scale set-
tings are the same for both traces, and therefore, the amplification cf motion
on the cantilevered instrument is readily seen. The frequency of the top trace
represents the natural frequency of the instrument which is about 16 Hz. The
amplitude of the motion of the instrument is .s.l x 10-4 inches and represents
an amplification of app; oximately :i tfiies the amplitude of the top of the work
bench. Record No. 47 compares the horizontal motion of the cantilevered instru-
ment with the light table. It is this movement which is causing the problem
associated with using t1?e instrument at its full capacity. The frequency of
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horizontal vibration of the cantilevered portion is 16.7 Hz at an amplitude of
of 2.3 x 10 4 inches. The amplity a:'-horizontal vibration of the work
bench is approximately one-tent=s :;ii` value, and thus, the top trace is
approximately equal to the relative motion between the cantilevered instrument
and the light table. These results shoi that the natural frequencies of the
instrument coincide with the natural frequency of the floor. Since the inass
of the instrument is relatively sa;all compared to the mass of the floor, high
amplification factors are produces in the cantilevered system.
Ambient Floor Vibrations
Ambient floor vibrations. were measured at niny locations within
and the results are plotted in terms of peak displacement versus
frequency on Fig 1-4. Vibrations recorded during the passage of trucks, busses
and a train are plotted on the same figure. The data are considered to rep-
resent a statistical collection since measurements were made over a wide
range of locations within the structure. The floor vibrations show an increas-
ing trend at higher floors with frequencies between 15 and 25 "z. This fre-
quency range corresponds to the natural frequencies of the floor
Ground vibrations predominantly occur between 10 and 12 Hz. To provide
a physical. reference for the amplitudes of motion, levels of human perception
are indicated. It is common practice to assume that for an ordinary structure,
vibrations below the limit of "barely r.otict'able to persons" represent a
"vibration-free" environment.
Vibrations from Ventilation Ducts
Vibration measurements were conducted on the fourth floor at the
north endl to determine the amount of floor vibration contributed
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by the ventilation ducts. Measurements were taken on the floor with the
air ventilating syste:. on and off. A summary of the measurements is given
in Table I-V.
COMPARISON OF VERTICAL FLOOR VIBRATIONS WITH
VENTILATION SYS1EM ON AND OFF
Description
r
Frequency
HZ
Amplitude
Inches
Ventilation On
20.0
12.0 x 10 6
25.0
8.9 x 10-6
28.6
14.0 x 10-6
Ventilation Off
20.0
11.0 x 10-6
23.8
8.4 x 10-6
26.7
6.0 x 10 6
The conclusion to be drawn is that 100 percent effective corrective
measures to the ventilating system would reduce the amount of vibration by
less than 50 percent. From a practical standpoint, this would produce marginal
improvements and only within the immediate vicinity of the ventilation duct.
The reduction would probably be unnoticeable several bays from the ventilation
duct.
For most areas the vertical vibration levels of
the floor are within a range generally considered to be "vibration free" for
ordinary structures. The vibrations are random in nature and occur at the
natural frequency of the floor rystem. The vibration levels are of the order
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of magnitude that are easily produced by the normal office type operation of
people working within a building. Certain isolated areas near ventilation
ducts and the rock crushers on the sixth floor vibrate at amplitudes somewhat
greater than the average.
It is concluded from the above that a reduction in the vibration
rte- i
r woul~nt be eononically feasible . C,.
rections to the vibration problems associated with equipment can be most
effectively produced by modifications to the equipment. If a more vibration
free environment is required, a completely different type of stru:tural
system, specifically designed to minimize vibrations, should be considered.
This, of course, means that a new structure would have to be built.
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TOP BO TOM
49
0.C1 2 0.002
1 - ~-
0.0005
FIGURE 1-1
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SCALES
N
O
VEAhCAI
(iN./SEC.)/CM.
MIL"ORIZONTAL
LIISEC /CM.
.
.1i0P
BOTTOM
46
0.004
0.005
80
46
0.02
0.02
SO
FIGURE 1.2
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FIGURE i -3
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LEGEND
0 GROUND (FROM TRUCKS,
OUSSES)
? GROUND (FROM TRAINS)
? 1 of. FLOOR
? 2nd. FLOOR
X 3rd. FLOOR
? 4th. FLOOR
O 5 t h. FLOOR
10 15 20 25 30
FREQUENCY,H&
REFERENCE: f EIHER AND MEISTER (1931)
SUMMARY OF AMBIENT VERTICO VlIBRATIONSvI'r-
IN AND AROUND STAT
U.S. GOVERNMENT
WASHINGTON TO, DC.
~ ff[t7F it s' a a Ld .,r~L1 riy .. A'i s,w
C 8-I 1-7! oNAWINO o~
N.
70-197.46
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LEGEND
o GROUND (FROM TRUCKS,
OUSSES)
? GROUND (FROM TRAINS)
? Isl. FLOOR
? 2nd. FLOOR
X 3rd. FLOOR
A 4th. FLOOR
O 5th. FLOOR
10000-----
100
` ' ' I
0 5 10 15
FREQUENCY,Ha
REFERENCE:REIHER AND MEISTER (1931)
25
STAT
SUMMARY OF AMBIENT VERTICA RATIONS I
IN AND AROUND STAT
U.S. GOVERNMENT
WASHINGTON, DC.
QuRE r-A
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e
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INVESTIGATION OF THE EFFECTS OF THE
CONSTRUCTION AND OPE!tATION OF THE SUBWAY SYSTEM
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LIST OF TABLES
Description
Comparison of Load Cases 1 and 2
Comparison of Load Cases 1 and 3
Comparison of Load Cases 1 and 4
Comparison of Load Cases 4 and 5
Comparison of Load Cases 5 and 6
Summary of Cases Analyzed For Dynamic
Soil Response
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1
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Figure No. Drawing No.
II-1 70-197-A2
11-2 70-197-B15
11-3 70-197-Ai
11-4 70-197-A5
11-5 70-197-El
70-197-E2
70-197-E3
70-197-E4
70-197-E5
70-197-Al
LIST OF FIGURES
Description
Plan Location of STAT
and Proposed Subway System
Section I-I Showing Relationship
of the met yatem Tunnels to
STAT
RMS Acceleration of tunnel Va.
Octave Band Center Frequency
Average Vibration Levels Corrected
to 65 MPH Train Speed - Measured
6 to 20 feet from Track Centerline
Plan and Location of Borings
Subsurface Investigation,
Sectionr A-A and B-B
Subsurface Investigation,
Section: C-C and D-D
Subsurface Investigation,
Borings Logs 1, 2 and 3
Subsurface Investigation,
Borings Logs 4 and 5
Setup For Cross-11ole Velocity
Measurement
Typical P and S Wave Records
70.197-E6 Cross-Section Showiig Soil Response
and Structural Response Models
11-13 70-197-A3 Boundary Conditions Used tc Repiesent
a Continuou' System
11-14 70-197-B3 Model 1 - Case 1, ;Ingnificntinn
Factor "s. Distance, horizontal
Motion, f ^ 4, 6, 10, 12.5, 15,
17.50 20 Hz
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1
1
1
1
1
1
1
1
21.
LIST OF FIGURES
(Continued)
JAure No. Drawing No. Description
11-15 70-197-B! Model 1 - Case 1, Magnification
Factor vs. Distance, Horizontal
Motion, f - 22.5, 25, 27.5, 30 IIz
11-16 70-197-B2 Model 1 - Case 1, Magnification
Factor vs. Distance, Vertical
Motion, f - 4, 6, 10, 12.5, 15,
17.5 Hz
II-17 70-197-B5 Model 1 - Case 1, Magnification
Factor vs. Distance, Vertical
Motion, f ? 20, 22.5, 25, 27.5,
30 IIz
STAT
II-18 70-197-B6 Model 1 - Case 1, Magnification
Factor vs. Depth at Fdge of Building,
Horizontal Motion, f ? 10, 15, 20 Hz
11-19 70-197-B8 Model 1 - Case 1, Magnification
Factor vs. Depth at Center of Building,
Horizontal Motion, f ? 10, 15, 20 IIz
11-20 70-197-B7 Model 1 - Case 1, Magnification
Factor vs. Depth at Edge of Building,
Vertical Motion, f ? 10, 15, 20 Hz
11-21 70-197-B9 Model 1 - Case 1, Magnification
Factor vs. Depth at Center of Building,
Vertical Motion, f ^ 10, 15, 20 Hz
11-22 70-197-BlO Model 2 - Case 2, Magnification
Factor vs. Distance, Horizontal
and Vertical Motion, f ? 10, 20 Hz
11-23 70-197-811 Model 3 - Case 3, Magnification
Factor vs. Distance, Horizontal
and Vertical Motion, f - 10, 20 IIz
11-24 70-197-812 Model 3 - Case 3, Hagnification
Factor vs. Depth at Edge of Building,
Horizontal and Vertical Hotirn,
f - 10, 20 Hz
11-25 70-197-B16 Model 4 - Case 4, Magnification
Factor vs. Distrnce, Horizontal and
Vertical Motic.i, f ! 10 liz
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1
1
1
1
1
1
1
22.
LIST OF FIGURES
(Continued)
Figure No. Drawing No.
Description
STAT
70-197-B13 Model 4 - Cases 4 and 6, Magnification
Factor vs. Distance, Horizontal
and Vertical Motion, f ? 10 Hz
11-27 70-197-B14
11-28 70-197-B17
lii1e1 4 - Case 6, Magnification
Factor vs. Distance, Horizontal
and Vertical Motion, f ? 10 Hz
Model 4 - Cases 5 and 6, Magnification
Factor vs. Distance, Horizontal
and Vertical Motion, f ? 10 liz
11-29 70-197-A7 Responses at Nodc 21 Due to
Vibration from Tunnels
11-30 70-197-A8 R,.;ponse at Node 47 due to
Vibration from Tunnels
11-31 70-197-A9
70-197-AlO
70-197-All
70-197-819
11-35 70-197-818
11-36 70-197-A12
Response at Node 125 due to
Vibration from Tunnels
:tesponse at Node 151 due to
Vibration from Tunnels
Responses at Node 203 due to
Vibration from Tunnels
Vertical Response due to 10 Hz
Vertical Vibration From the Two
Tunnels
Horizontal Response due to 10 II;
Vertical. Vibration From the Two
Tunnels
Comparison of Maximum Predicted
Vertical Vibration with Present
Ambient Vibrations
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I
STAT
PHASE II
INVESTIGATION OF THE EFFECTS OF THE CONSTRUCTION
AND OPERATION OF THE SUBWAY S:STGri
INTRODUCTION
This portion of the report deals with the investigation of the
effects of the construction &ind subsequent operation of the proposed subway
beneath M-Street, approximately 45 feet from the north face
STAT
1
1
Construction activities are of concern because of possitle settlement due to
loss of soil during tunneling and due to consolidation during dewatering.
Vibrations caused by construction activities are of lesser concern because
the tunneling will take place through Roil and no blasting or high-speed
construction equipment will be involved. After the subway is completed,
high-speed trains will. be operating, and these will produce vibrations
which are considered to be of a more serious nature.
To carry out this investigation, several disciplines were drawn
upon to perform the a-nn ;ris. Soil dynamics and geophysics were required
to determine the dyntunic characteristics of the soil with respect to vibra-
tion transmission whi.lc structural dynar,icr principles were required to
formulate the structural model. Finally, a specialist in dynamic finite
element computer techniques was used for an analytical solution of the soil
response to the subway input.
After detenaining the site's characteristic, and the general nature
of the structure, a mathematical model representing the complete system from
the subway to the structure was formulated. The model was then subjected
to a vibrating Input motion characteristic of the proposed subway system as
predicted by WMATA consultants. The output from the model consisted of floor
response motion which provides a direct basis for assessing the effect of
the subway on the operation of equipment resting on each floor.
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STAT
24.
1
I
To simplify the presentation of the Phase II investigation, the
various portions that nuke up the total system are described individually
in the following sections of this report.
SUBWAY SYSTEMS
The general location and cross-section of the subway system in
the vicinity) I are shown on Figs II-1 and 11-2. The building
Trains traveling between these two
STAT
STAT
STAT
1
1
I 1
II
1
1
I
stations are scheduled to operate between 60 and 65 miles per hour traveling
east and 55 to 60 miles per hour traveling west. The system is scheduled
so that the direction of travel may vary from time to time in any one
particular tube. The tunnels will be constructed us'_ng earth boring tech-
niques immediately in front and went
technique will be used to the east. Since sands and gravels will be en-
countered during the tunneling operation, it will be necessary to provide a
dewatering system to prevent flow of material into the face during construc-
tion. The present schedule is to begin construction in July of 1974 and
to finish by August 19761 actual operation of the subways is scheduled for
October of 1977.
The Nature of Vibrations Caused b1 Suhwny Trnint
The nature of vibrations caused by the operation of a system of
subway trains has been reviewed by considering data obt+.ined by Wilson, thrig,
and Associates, consultants to thn, W`LATA. They have measured subway vibra-
tiosq at two locations in Toronto, Canada, where the subway structure is
STAT
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I
1
1
1
1
1
1
I
located in soil.0) Their data were analysed with octave band filters
and reduced to a motion spectra which plot root aeon square acceleration
versus octave band center frequencies as shown typically on Fig 11-3. The
data shown on this figure have been converted to displacements to be com-
patible with the computations It. our investigation. For purposes of
analysis of structural response, the vibrations below 30 cycles per second
are significant, whereas the higher frequencies represent acoustical vi-
brations which are relatively unimportant.
Factors Which Will Cause Lower Vibrations at the Washington Facilitieat
There are several differences between the Toronto System measured
by the WMATA consultants and the system proposed by WMATA. Some of those
differences will create t more stable vibretfon environment while others
(as discussed in the na't section) will tend to create a more adverse en-
vitonment.
The rail fasteners for the Washington System will have a lowor
spring co ........... . . . .......
?61) 1
T
230' SOIL I
 1
I
MODEL
+J. S. GOVERNMENT
WASHINGTON, D.C,
STAT
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MAGNIFICATION FACTOR
0.5
in Part - Sanitized Copy Approved for Release 2012/08/30: CIA-RDP79B00873A000800010009-7
MODEL I
U. S. GOVERNMENT
WASHINGTON, D.C.
STAT
FIGURE ]I-201 .,,6
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"1+
MAGNIFICATION FACTOR
OS
1
........................
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RMOATIION LEVEL
STRUCTURE
STRJCTURE
FIGURE n -2I
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NHMMNNNI .~~ Oft., OIL
201120
2HIO
2V20
400 400 468
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FIGURE 31-22
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L1
200 250
DISTANCE X , FEET
FIGURE YI-23
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E
MODEL 3
U. S. GOVERNMENT
WASHINGTON. D.C.
FKPURE II- 24
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4V10
DISTANCE X , FEET
4V10
4H10
350 400 451) 46r!
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FIGURE 11-25
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4Vto
DISTANCE X, FEET
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evIO
4HI0
5HI0
" 07" To*
FIGURE U-26
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150 200 260 300 350 400 460 411
DISTANCE X , FEET '
OHIO
FIGURE It-2T
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1
t
STRJCTURE
~CASE 5
CASE 6
I
MODEL 4
1
t
E
I
U.S. GOVERNMENT
WASHINGTON, D.C.
STAT
200 +---??--~...w . i.._.
25C aM? 380 400
DISTANCE X, FEET
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FIGURE II-28
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!n
W
x
u
Z 30
? f rn 0 7 2 1 .6 1o
?eifa~xa, tika~.@:;. ,a$.'n.w~ CII^11DC 7T nn
70-197- A7
30
RESPONSES AT NODE 21 DJE TO
VERTICAL VIBRATIONS FROM TWO TUNNELS
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15 20
FREQUENCY, H i
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I
VERTICAL
J
'0
HORIZO
NTAL
NOTE:FOR LOCATION OF NODE 47,
SEE OWG.70-197-E6.
STAT
RESPONSE AT 'MODE 47 DUE TO
VERTICAL VIBRATION FROM TWO TUNNELS
T R C N 15.10.71 1 DRAM is No.
?- - 70 -197 -A 8
PR ?701-s70
ti._,
x.e FIGURE 31-30
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10 15 20 25 30
FREQUENCY, H e
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11
VERTICAL
HORIZONTAL-J
10 15 20
FREQUENCY , Hit
25 30
NOTE. FOR LOCATION OF NODE 125, I
SEE DWG.70-197-E6. f
STAT
RESPONSE AT NODE 125 DUE TO
VERTICAL VIBRATION FROM TWO TUNNELS
1 At llll\l ~.?~.~rr7F (O. ?6N, ft, -----r~L,~
FIGURE II-31
U.S. GOVERNME1iT
WASHINGTON, U.C.
1~1
1~7 N
owN is? , HGN
---
5-10-71 DR/1WIN0 P40.
cRn er
Il
I `
A rco ao?
-__
,5_/ - 70- 197-A9
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1
so
1
1
t
'it
CL 20
1
I
5 10
15 20
HORIZONTAL. ~~
-C ~. -4-..--.. .
FREQUENCY , He
U. U.S. GOVEIZNMENT
WASHINGTON, D. D.C.
111111..1 ~: U11 M1 i.~~, }.1,/.1(0. ?f.N, fd, ~_
rst'w5>"`z-'e }.,: Nr ts:aaaJt~:dia}ir.9et'fAs . r ik
t;
25 30
NOTE, FOR LOCATION OF NODE 151.1
SEE UWG.70-197E6. STAT
RESPONSES AT NODE 151 DUE TO II
VERTICAL VIBRATION FRCM TWO TUNNELS
W, 1) alp
5-IO-l i CRAW I i No.
70-197- A 10
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't#'-"FIGURE TI --33
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REV. 5-24-71
/0)/
VERTICAL
FREQUENCY,
RESPONSES AT NODE 203 lUL i'Q
VERTICAL VIBRATION FROM TWO TUNNELS
U.S. GOVERNMENT l ^?K", c!b .71 I
M Q Ty n r. e.~ .,, a ~nrJ i~?
 Declassified in Part - Sanitized Copy Approved for Release 2012/08/30: CIA-RDP79B00873A000800010009-7
MOUND FLOG (I St.)
REY. 54"
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~ V~.1 MWI{
/H1111 II H-HI N/N11 III/ IIIH1111 III /I 11111II N11 111111N 11 /1111 11
1 11 11111 1/If1111111N1 111111111111 -,
`
- - - 40 ~ - - 1111 odd"
4 t =64 'ede w
:::i:-i it
150 200 250 300 350
DISTANCE FROM THE CEA?ER LINE OF "M" STREET
AKL ,1'a isifd r,: 5
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1000
40
Q
n 100
10 15 20
FREQUEI Y, H*
,LEGEND
GROUND (FROM TRUCKS,
SUSSES)
GROUND (FROM TRAINS)
I it. FLOOR
2nd. FLOOR
3rd. FLOOR
4th. FLOOR
5th. FLOOR
LINE A : UPPER BOUND EXCLUDINO TRUCKS, BUSSES AND TPAINS.
L ;NE 0: UFPCR BOUND INCLUDING ERIlr-cc BIUSSES MOM re.A,.,r-
U. S. COVLRNMCNT
WASHINGTON, DC,
REV. 5.24-71 STAT
COMPARISON 01- MAXIMUM PREDICTED VERTICAL
VIBRATION WITH PRESENT AM81ENT ViURATIONS
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