EN   EN 
 
 
 EUROPEAN  
COMMISSION   
Brussels, XXX   
NOI 
[…](2022) XXX  draft  
ANNEX 6  
 
ANNEX  
to the  
Commission implementing Regulation  
amending Commission Regulations: (EU) No 321/2013, No 1299/2014, No 1300/2014, 
No 1301/2014, No 1302/2014, No 1304/2014 and Commission Implementing 
Regulation  (EU) 2019/777   EN 1  EN ANNEX VI 
‘ANNEX  
TABLE OF CONTENTS  
Contents  
1. INTRODUCTION  ................................ ................................ ................................ ....... 3 
1.1. Technical scope  ................................ ................................ ................................ ............  3 
1.1.1.  Scope related to rolling stock  ................................ ................................ .......................  3 
1.1.2.  Scope related to operational aspects  ................................ ................................ ............  3 
1.2. Geographical scope  ................................ ................................ ................................ ...... 3 
2. DEFINITION OF THE SUBSYSTEM  ................................ ................................ ........  3 
3. ESSENTIAL REQUIREMENTS  ................................ ................................ ................  4 
4. CHARACTERISATION OF THE SUBSYSTEM  ................................ ......................  4 
4.1. Introduction  ................................ ................................ ................................ ..................  4 
4.2. Functional and technical specifications of the subsystems  ................................ ..........  4 
4.2.1.  Limits for stationary noise  ................................ ................................ ...........................  5 
4.2.2.  Limits for starting noise  ................................ ................................ ...............................  5 
4.2.3.  Limits for pass -by noise  ................................ ................................ ...............................  6 
4.2.4.  Limits for the driver's cab interior noise  ................................ ................................ ...... 7 
4.3. Functional and technical specifications of the interfaces  ................................ .............  8 
4.4. Operating rules  ................................ ................................ ................................ .............  8 
4.4.1.  Specific rules for the operation of wagons on quieter routes in case of degraded 
operation  ................................ ................................ ................................ .......................  8 
4.4.2.  Specific rules for the operation of wagons on quieter routes in case of infrastructure 
works and wagons maintenance  ................................ ................................ ...................  8 
4.5. Maintenance rules  ................................ ................................ ................................ ........  8 
4.6. Professional qualifications  ................................ ................................ ...........................  8 
4.7. Health and safety conditions  ................................ ................................ ........................  8 
5. INTEROPERABILITY CONSTITUENTS  ................................ ................................ . 9 
5.1. General  ................................ ................................ ................................ .........................  9 
5.2. Interoperability constituent specifications  ................................ ................................ ... 9 
5.2.1.  Friction element for wheel tread brakes  ................................ ................................ ....... 9 
6. CONFORMITY ASSESSMENT AND EC VERIFICATION  ................................ .... 9 
6.1. Interoperability constituents  ................................ ................................ .........................  9 
6.1.1.  Modules  ................................ ................................ ................................ ........................  9 
6.1.2.  Conform ity assessment procedures  ................................ ................................ ..............  9 EN 2  EN 6.2. Subsystem rolling stock regarding noise emitted by rolling stock  ............................  10 
6.2.1.  Modules  ................................ ................................ ................................ ......................  10 
6.2.2.  EC verification procedures  ................................ ................................ .........................  10 
6.2.3.  Simplified evaluation  ................................ ................................ ................................ . 13 
7. IMPLEMENTATION  ................................ ................................ ................................  14 
7.1. Application of this TSI to new subsystems  ................................ ................................  14 
7.2. Application of this TSI to existing subsystems  ................................ ..........................  15 
7.2.1.  Provisions in case of changes to rolling stock in  operation or to an existing rolling 
stock type  ................................ ................................ ................................ ...................  15 
7.2.2.  Additional provisions for the application of this TSI to existing wagons ..................  15 
7.3. Specific cases  ................................ ................................ ................................ .............  16 
7.3.1.  Introduction  ................................ ................................ ................................ ................  16 
7.3.2.  List of specific cases  ................................ ................................ ................................ .. 16 
7.4. Particular implementation rules  ................................ ................................ .................  17 
7.4.1.  Particular implementation rules for the application of this TSI to existing wagons 
(point 7.2.2)  ................................ ................................ ................................ ................  17 
7.4.2.  Particular implementation rules for wagons operated on quieter routes (point 7.2.2.2) 18 
Appendixes………..…………………  ……….  ………………………………….. 21 
  EN 3  EN  
1. INTRODUCTION  
Technical Specifications for Interoperability (TSI) lay down the optimal level of harmonised 
specifications  for each subsystem (or part of it) , to ensure the safety and interoperability of the 
rail system , to facilitate, improve and develop rail transport services within the Union and 
with third countries , and to contribute to the completion of the single European railway area 
and the progressive achievement of the intern al market.  The specifications of the TSIs must 
meet the essential requirements as set out in Annex III to Directive (EU) 2016/797.  
In accordance  with the proportionality principle , this TSI sets out the optimal level of 
harmonisation related to specificati ons on the rolling stock subsystem as defined in point  1.1 
intended to limit the noise emission of th e rail system within the Union.  
1.1. Technical scope  
1.1.1.  Scope related to rolling stock  
This TSI applies to all rolling stock within the scope of the Annex to Regul ation (EU) No 
1302/2014  (LOC&PAS TSI ) and the Annex to Regulation (EU) No 321/2013  (WAG TSI ). 
1.1.2.  Scope related to operational aspects  
Alongside with the Annex to Commission Implementing Regulation (EU) 2019/7731 (OPE 
TSI), this TSI applies to the operation of  freight wagons , which are used on railway 
infrastructure designated a s ‘quieter routes’.  
1.2. Geographical scope  
The geographical scope of this TSI corresponds to the scopes defined in point  1.2 of 
LOC&PAS TSI and in point  1.2 of WAG TSI , each for their rollin g stock (RST) concerned.  
2. DEFINITION  OF THE  SUBSYSTEM  
A ‘unit’ means the rolling stock , which is subject to the application of this TSI, and therefore 
subject to the ‘EC’ verification procedure. Chapter 2 of LOC&PAS TSI  and Chapter 2 of 
WAG TSI describe what a unit can consist of.  
The requirements of this TSI apply to the following categories of rolling stock set out in 
Section 2 of Annex I to Directive (EU) 2016/797:  
 (a) locomotives and passenger rolling stock including thermal or electric traction 
units, self -propelling thermal or electric passenger trains, and passenger 
coaches.  This category is further defined in Chapter 2 of LOC&PAS TSI and shall be 
referred to in this TSI as locomotives, electric multiple units (EMU), diesel multiple 
units (DMU) and  coaches;  
 (b) freight wagons, including low -deck vehicles designed for the entire network 
and vehicles designed to carry lorries.  This category is further defined in Chapter 2 
of WAG TSI  and shall be referred to in this TSI as wagons;  
 (c) special vehicle s, such as on -track machines.  This category is further defined in 
Chapter 2 of LOC&PAS TSI.  
                                                 
1 Commission Implementing Regulation (EU) 2019/773  of 16 May 2019 on the technical specification 
for interoperability relating to the operation and traffic management subsystem of the rail system within 
the European Union and repealing Decision 2012/757/EU (OJ L 139I, 27.5.2019, p. 5).  EN 4  EN 3. ESSENTIAL  REQUIREMENTS  
All basic parameters set out in this TSI shall be linked to at least one of the essential 
requirements as set out in Annex III to Directive (EU) 2016/797. Table 1 indicates the 
allocation.  
Table 1  
Basic parameters and their link to the essential requirements  
Point  Basic 
parameter  Essential requirements  
Safety  Reliability 
and 
availability  Health  Environ -
mental 
protection  Technical 
compatibili
ty Accessibility  
4.2.1  Limits for 
stationary 
noise     1.4.4    
4.2.2  Limits for 
starting 
noise     1.4.4    
4.2.3  Limits for 
pass-by 
noise     1.4.4    
4.2.4  Limits for 
driver's 
cab 
interior 
noise     1.4.4    
4. CHARACTERISATION  OF THE  SUBSYSTEM  
4.1. Introduction  
This Chapter sets out the optimal level of harmonisation related to specifications on the 
rolling stock subsystem intended to limit the noise emission of the Union rail system and to 
achieve interoperability.  
4.2. Functional and technical  specifications of the subsystems  
The following parameters have been identified as critical for the interoperability (basic 
parameters):  
 (a) ‘stationary noise’;  
 (b) ‘starting noise’;  
 (c) ‘pass -by noise’;  
 (d) ‘driver's cab interior noise’.  
The corresponding functional and technical specifications allocated to the different categories 
of rolling stock are set out in this point . In case of units equipped with both thermal and EN 5  EN electric power , the relevant limit values under all normal operation  modes shall be respected. 
If one of th ose operation modes plans  the use of both thermal and electric power at the same 
time, the less restrictive limit value applies. In accordance with Article 4(5) and Article 2(13) 
of Directive (EU) 2016/797, provision may be made for specific cases. Such provisions are 
indicated in point  7.3. 
The assessment procedures for the requirements in this point  are defined in the indicated 
point s of Chapter 6.  
4.2.1.  Limits for stationary noise  
The limit values for the following sound pressure levels under normal vehicle conditions 
concerning the stationary noise allocated to the categories of the rolling stock subsystem are 
set out in Table 2:  
 (a) the A -weighted equivalent continuous sound pressure level of the unit 
(LpAeq,T[unit] ); 
 (b) the A -weighted equivalent continuous sound pressure level at the nearest 
measuring position i considering the main air compressor (LipAeq,T );  
 (c) the AF -weighted sound pressure level at the nearest measuring position i 
considering impulsive noise of the exhaust valve of the air dryer (LipAFmax ). 
The limit values are set at a distance of 7,5  m from the centre of the track and 1,2  m above top 
of rail.  
Table 2  
Limit values for stationary noise  
Category of the rolling stock 
subsystem  LpAeq,T[unit]  [dB] LipAeq,T  [dB] LipAFmax  [dB] 
Electric locomotives and special 
vehicles  with electric traction  70 75 85 
Diesel locomotives and special 
vehicles  with diesel traction  71 78 
EMUs  65 68 
DMUs  72 76 
Coaches  64 68 
Wagons  65 n.a. n.a. 
 
The demonstration of conformity is described in point  6.2.2.1.  
4.2.2.  Limits for starting noise  
The limit values for the AF -weighted maximum sound pressure level (L pAF,max ) concerning 
the starting noise allocated to the categories of the rolling stock subsystem a re set out in Table EN 6  EN 3. The limit values are set at a distance of 7,5  m from the centre of the track and 1,2  m above 
top of rail.  
Table 3  
Limit values for starting noise  
Category of the rolling stock subsystem  LpAF,max  [dB] 
Electric locomotives with total tractive power P <  4500 kW  81 
Electric locomotives with total tractive power P ≥  4500 kW  
Special vehicles  with electric traction  84 
Diesel locomotives P <  2000 kW at the engine output shaft  85 
Diesel locomotives P ≥  2000 kW at the engine output sh aft 
Special vehicles  with diesel traction  87 
EMUs with a maximum speed v max < 250 km/h  80 
EMUs with a maximum speed v max ≥ 250 km/h  83 
DMUs P <  560 kW/engine at the engine output shaft  82 
DMUs P ≥  560 kW/engine at the engine output shaft  83 
 
The demonstration of conformity is described in point  6.2.2.2.  
4.2.3.  Limits for pass -by noise  
The limit values for the A -weighted equivalent continuous sound pressure level at a speed of 
80 km/h (L pAeq,Tp,(80 km/h) ) and, if applicable, at 250 km/h (L pAeq,Tp,(250  km/h)) concerning the 
pass-by noise allocated to the categories of the rolling stock subsystem are set out in Table 4. 
The limit values are set at a distance of 7,5  m from the centre of the track and 1,2  m above top 
of rail.  
Measurements at speeds higher than or equal to 250 km/h shall also be made at the ‘additional 
measurement position’ with a height of 3,5  m above top of rail in accordance with the 
specification referenced in Appendix B , Index [1]  and assessed against the applicable limit 
values of Tabl e 4. 
Table 4  
Limit values for pass -by noise  
Category of the rolling stock subsystem  LpAeq,Tp (80 km/h)  [dB] LpAeq,Tp (250 km/h)  [dB] 
Electric locomotives and special vehicles  
with electric traction  84 99 EN 7  EN Diesel locomotives and special vehicles  
with diesel traction  85 n.a. 
EMUs  80 95 
DMUs  81 96 
Coaches  79 n.a. 
Wagons (normalised to APL  = 0,225)  (1) 83 n.a. 
(1) APL: the number of axles divided by the length over the buffers (m-1) 
 
The demonstration of conformity is described in point  6.2.2.3.  
 
4.2.3.a.  Friction elements for wheel tread brakes  
The friction element for wheel tread brakes (i.e. brake block) has an influence on the pass -by 
noise by creating roughness on the wheel tread when braking.  
The demonstration of conformity of brake blocks fo r freight wagons  is described in point  
6.1.2.1 of this TSI.  Conformity of its brake blocks to that point  does not exempt the unit under 
assessment from the requirements set out in point  4.2.3 and the demonstration of conformity 
set out in point  6.2.2.3.  
 
4.2.4.  Limits for the driver's cab interior noise  
The limit values for the A -weighted equivalent continuous sound pressure level (L pAeq,T ) 
concerning the noise within the driver's cab of electric and diesel locomotives, EMUs, DMUs 
and coaches fitted with a cab are set out in Table 5. The limit values are set in the vicinity of 
the driver's ear.  
These limit values are not mandatory for speci al vehicles. However, the demonstration of 
conformity referred to  in point  6.2.2.4 shall be performed and the resulting values shall be 
recorded in the technical file.  
Table 5  
Limit values for driver's cab interior noise  
Noise within the driver's cab  LpAeq,T [dB] 
At standstill with horns sounding  95 
At maximum speed v max if v max < 250 km/h  78 
At maximum speed v max if 250 km/h ≤ v max < 350 km/h  80 
 
The demonstration of conformity is described in point  6.2.2.4.  EN 8  EN 4.3. Functional and technical specifications of  the interfaces  
This TSI has the following interfaces with the rolling stock subsystem:  
Interface with subsystems referred to in  Chapter 2 , points (a)  and (c), of this Annex (dealt 
with in LOC&PAS TSI ) with regard to:  
– stationary noise,  
– starting noise (not applicable to coaches),  
– pass-by noise,  
– interior noise within the driver's cab, where applicable.  
Interface with subsystems referred to in  Chapter 2 , point ( b), of this Annex (dealt with in 
WAG TSI ) with regard to:  
– pass-by noise,  
– stationary noise.  
This TSI has the following interface with OPE TSI  with regard to:  
– pass-by noise.  
4.4. Operating rules  
Requirements concerning the operating rules for the subsystem rolling stock are set out in 
point  4.4 of LOC&PAS TSI  and in point 4.4 of WAG TSI . 
4.4.1.  Specific rules  for the operation of wagons on quieter routes in case of degraded 
operation  
The contingency arrangements as set out in point  4.2.3.6.3 of OPE TSI  include the operation 
of wagons not compliant with point  7.2.2.2 of this Annex on quieter routes.  
This measur e can be applied to address capacity restrictions or operational constraints caused 
by rolling stock failures, extreme weather conditions, accidents or incidents and infrastructure 
failures.  
4.4.2.  Specific rules for the operation of wagons on quieter routes in c ase of infrastructure 
works and wagons maintenance  
The operation of wagons not compliant with point  7.2.2.2 on quieter routes shall be possible 
in case of wagons maintenance activities where only a quieter route is available in order to 
access the maintena nce workshop.  
Contingency arrangements set out in point  4.4.1 are applicable in case of infrastructure works 
where a quieter route is the only suitable alternative.  
4.5. Maintenance rules  
Requirements concerning the maintenance rules for the subsystem rolling s tock are set out in 
point  4.5 of LOC&PAS TSI  and in point 4.5 of WAG TSI.  
4.6. Professional qualifications  
Not applicable.  
4.7. Health and safety conditions  
See Article 6.  EN 9  EN 5. INTEROPERABILITY  CONSTITUENTS  
5.1. General  
Interoperability constituents (ICs), as defined in Artic le 2(7) of Directive (EU) 2016/797, are 
listed in point  5.2 of this Annex together with the reference to corresponding requirements set 
out in point 4.2 of this Annex . 
5.2. Interoperability constituent specifications  
5.2.1.  Friction element for wheel tread brakes  
This interoperability constituent is only applicable to the ‘rolling stock - freight wagons’  
subsystem.  
 
A friction element for wheel tread brakes shall comply with the requirements set out  in point  
4.2.3.a. Th ose requirements shall be assessed at IC level.  
6. CONFORMITY  ASSESSMENT  AND  EC VERIFICATION  
6.1. Interoperability constituents  
6.1.1.  Modules  
The conformity assessment of an interoperability constituent shall be performed in 
accordance with the module(s) described in Table 5a.  
Table 5a  
Modules for conformity assessment of interoperability constituents  
Module CB  EC-Type examination  
Module CD  Conformity to type based on quality management  system  
of the production  process  
Module CF  Conformity to type based on product  verification  
Module CH1  Conformity based on  full quality management system 
plus design  examination  
Those modules are specified in detail in Decision 2010/713/EU.  
6.1.2.  Conformity assessment procedures  
The manufacturer or his authorised representative established within the Union shall choose 
one of the modules or module combinations indicated below for the constituent ‘Friction 
element for wheel tread brakes’:  
- CB+CD , 
- CB+CF , 
- CH1 . 
Within the application of the chosen module or combination of module s, the interoperability 
constituent shall be assessed  against the requirements set out  in point  4.2. If necessary, 
additional requirements concerning the assessment of particular interoperability constituents 
are defined in the following point s. EN 10  EN 6.1.2.1.  Friction element for wheel tread brakes  of freight wagons  
A fri ction element for wheel tread brakes of freight wagons shall comply with the 
requirements set out  in Appendix  F. 
Until the end of the transition period set out in Appendix G, the types of friction elements for 
wheel tread brakes listed in Appendix G are deemed compliant with the requirements set out 
in Appendix F without testing.  
 
6.2. Subsystem rolling stock regarding noise emitted by rolling stock  
6.2.1.  Modules  
The EC verification shall be performed in accordance with the module(s) described in Table  
6. 
Table 6  
Modules for EC verification of subsystems  
SB EC-Type Examination  
SD EC verification based on quality management system of the production 
process  
SF EC verification based on product verification  
SH1 EC verification based on full quality management system plus design 
examination  
 
Those modules are specified in detail in Decision 2010/713/EU.  
6.2.2.  EC verification procedures  
The applicant shall choose one of the following assessment procedures consisting of one or 
more modules for the EC verific ation of the subsystem:  
– (SB+SD),  
– (SB+SF),  
– (SH1).  
Within the application of the chosen module or module combination the subsystem shall be 
assessed against the requirements set out  in point 4.2. If necessary, additional requirements 
concerning the assessment are given in the following points . 
6.2.2.1.  Stationary noise  
The demonstration of conformity with the limit values on stationary noise as set out in point  
4.2.1 shall be carried out in accordance with the specification referenced in Appendix  B, 
Index  [1]. 
For the assessment of the main air compressor noise at the nearest measuring position i, the 
LipAeq,T  indicator shall be used with T representative of one operating cycle as defined in the 
specifi cation referenced in Appendix  B, Index  [1]. Only the train systems that are required for EN 11  EN the air compressor to run under normal operating conditions shall be used for th at purpose . 
The train systems which are not needed for the operation of the compressor may be switched 
off to prevent contribution to the noise measurement. The demonstration of conformity with 
the limit values shall be carried out under the conditions solely necessary for operation of the 
main air compressor at the lowest rpm.  
For the asses sment of the impulsive noise sources at the nearest measuring position i, the 
LipAFmax  indicator shall be used. The relevant noise source is the exhaust from the valves of 
the air dryer.  
6.2.2.2.  Starting noise  
The demonstration of conformity with the limit values on starting noise as set out in point  
4.2.2 shall be carried out in accordance with the specification referenced in Appendix  B, 
Index  [1]. The maximum level method shall apply. Deviating from the test procedure of the 
specification,  the train shall accelerate from standstill up to 30 km/h and then maintain the 
speed.  
In addition the noise shall be measured at the same  distance from the centre of the track and 
the same  height above top of rail  as set out in point  4.2.2 . The ‘averaged level method’ and 
the ‘maximum level method’ in accordance with the specification referenced in Appendix  B, 
Index  [1] shall apply and the train shall accelerate from standstill up to 40 km/h and then 
maintain the speed. The measured values are not assessed  against any limit value and shall be 
recorded in the technical file and communicated to the Agency.  
For special vehicles  the starting procedure shall be performed without additional trailer loads.  
6.2.2.3.  Pass -by noise  
The demonstration of conformity with the lim it values on pass -by noise as set out in point  
4.2.3 shall be carried out in accordance with point s 6.2.2.3.1 and 6.2.2.3.2.  
6.2.2.3.1.  Test track conditions  
The tests shall be performed on a reference track as defined in the specification referenced in 
Appendix  B, Index  [1]. 
However, it is permitted to carry out the test on a track that does not comply with the 
reference track conditions in terms of acoustic rail roughness level and track decay rates as 
long as the noise levels measured in accordance with point  6.2.2.3.2 do not exceed the limit 
values set out in point  4.2.3.  
The acoustic rail roughness and the decay rates of the test track shall be determined in any 
case. If the track on which the tests are performed does meet the reference track conditions , 
the measured noise levels shall be marked ‘comparable’, otherwise they shall be marked ‘non -
comparable’. It shall be recorded in the technical file whether the measured noise levels are 
‘comparable’ or ‘non -comparable’.  
The measured acoustic rail roughne ss values of the test track remain valid during a period 
starting 3  months before and ending 3 months after th at measurement, provided that during 
that period no track maintenance has been performed which influences the rail acoustic 
roughness.  
The measure d track decay rate values of the test track shall remain valid during a period 
starting 1 year before and ending 1 year after th at measurement, provided that during th at 
period no track maintenance has been performed which influences the track decay rates.  EN 12  EN Confirmation shall be provided in the technical file that the track data related to the type's 
pass-by noise measurement were valid during the day(s) of testing, e.g. by providing the date 
of last maintenance having an impact on noise.  
Furthermore, it is permitted to carry out tests at speeds equal to or higher than 250 km/h on 
slab tracks. In th at case the limit values shall be 2 dB higher than those set out in point  4.2.3.  
6.2.2.3.2.  Procedure  
The tests shall be carried out in accordance with the specifi cation referenced in Appendix  B, 
Index  [1]. Any comparison against limit values shall be carried out with results rounded to the 
nearest integer decibel. Any normalisation shall be performed before rounding. The detailed 
assessment procedure is set out in point s 6.2.2.3.2.1, 6.2.2.3.2.2 and 6.2.2.3.2.3.  
6.2.2.3.2.1.  EMU, DMUs, locomotives and coaches  
For EMU, DMUs, locomotives and coaches three classes of maximum operational speed are 
distinguished:  
 (1) If the maximum operational speed of the unit is lower  than or equal to 80 
km/h, the pass -by noise shall be measured at its maximum speed v max. That value 
shall not exceed the limit value L pAeq,Tp(80 km/h)  as set out in point  4.2.3.  
 (2) If the maximum operational speed v max of the unit is higher than 80 km/h and 
lower than 250 km/h, the pass -by noise shall be measured at 80 km/h and at its 
maximum speed. Both measured pass -by noise values L pAeq,Tp(vtest)  shall be 
normalised to the reference speed of 80 km/h L pAeq,Tp(80 km/h)  using Formula (1). The 
normalised value shall not exceed the limit value L pAeq,Tp(80 km/h)  as set out in point  
4.2.3.  
 Formula (1):  
 LpAeq,Tp(80 km/h)  = L pAeq,Tp(vtest)  – 30 * log (v test/80 km/h)  
vtest = Actual speed during the measurement  
 
 (3) If the m aximum operational speed v max of the unit is equal to or higher than 
250 km/h, the pass -by noise shall be measured at 80 km/h and at its maximum speed 
with an upper test speed limit of 320 km/h. The measured pass -by noise value 
LpAeq,Tp(vtest)  at 80 km/h s hall be normalised to the reference speed of 80 km/h 
LpAeq,Tp(80 km/h)  using Formula (1). The normalised value shall not exceed the limit 
value L pAeq,Tp(80 km/h)  as set out in point  4.2.3. The measured pass -by noise value at 
maximum speed L pAeq,Tp(vtest)  shall be normalised to the reference speed of 250 km/h 
LpAeq,Tp(250 km/h)  using Formula (2). The normalised value shall not exceed the limit 
value L pAeq,Tp(250 km/h)  as set out in point  4.2.3.  
 Formula (2):  
 LpAeq,Tp(250 km/h)  = L pAeq,Tp(vtest)  – 50 * log(v test/250 km/h)  
vtes = Actual speed during the measurement  
 
6.2.2.3.2.2.  Wagons  
For wagons two classes of maximum operational speed are distinguished:  EN 13  EN  (1) If the maximum operational speed v max of the unit is lower than or equal to 80 
km/h, the pass -by noise shall be measured at its maximum speed. The measured 
pass-by noise value L pAeq,Tp(vtest)  shall be normalised to a reference APL of 0,225  m-1 
LpAeq,Tp (APLref)  using Formula (3). Th at value s hall not exceed the limit value 
LpAeq,Tp(80 km/h)  as set out in point  4.2.3.  
 Formula (3):  
 LpAeq,Tp (APLref)  = L pAeq,Tp(vtest)  – 10 * log(APL wag/0,225  m-1) 
APL wag = Number of axles divided by the length over the buffers [m-1] 
vtest = Actual speed during the measurement  
 
 (2) If the maximum operational speed v max of the unit is higher than 80 km/h, the 
pass-by noise shall be measured at 80 km/h and at its maximum speed. Both 
measured pass -by noise values L pAeq,Tp(vtest)  shall be normalised to the referenc e speed 
of 80 km/h and to a reference APL of 0,225  m-1 LpAeq,Tp(APL ref, 80 km/h)  using Formula 
(4). The normalised value shall not exceed the limit value L pAeq,Tp(80 km/h)  as set out in 
point  4.2.3.  
 Formula (4):  
 LpAeq,Tp (APLref, 80 km/h)  = L pAeq,Tp(vte st) – 10 * log(APL wag/0,225  m-1) — 30 * log(v test/80 
km/h)  
APL wag = Number of axles divided by the length over the buffers [m-1] 
vtest = Actual speed during the measurement  
 
6.2.2.3.2.3.  Special vehicles  
For special vehicles  the same assessment procedure  as set out in 6.2.2.3.2.1 applies. The 
measuring procedure shall be performed without additional trailer loads.  
Special vehicles  are deemed to comply with the pass -by noise level requirements in point  
4.2.3 without measuring when they are:  
– solely braked b y either composite brake blocks or disc brakes, and  
– equipped with composite scrubbers, if scrubber blocks are fitted.  
6.2.2.4.  Driver's cab interior noise  
The demonstration of conformity with the limit values on the driver's cab interior noise as set 
out in point  4.2.4 shall be carried out in accordance with the specification referenced in 
Appendix  B, Index  [2]. For special vehicles  the measuring procedure shall be performed 
without additional trailer loads.  
6.2.3.  Simplified evaluation  
Instead of the test procedures as set out in point  6.2.2, it is permitted to substitute some or all 
of the tests by a simplified evaluation. The simplified evaluation consists of acoustically 
comparing the unit under assessment to an existing type (further  referred to as the reference 
type) with documented noise characteristics.  EN 14  EN The simplified evaluation may be used for each of the applicable basic parameters ‘stationary 
noise’, ‘starting noise’, ‘pass -by noise’ and ‘driver's cab interior noise’ autonomousl y and 
shall consist of providing evidence that the effects of the differences of the unit under 
assessment do not result in exceeding the limit values set out in point  4.2. 
For the units under simplified evaluation, the proof of conformity shall include a detailed 
description of the noise relevant changes compared to the reference type. On the basis of  that 
description, a simplified evaluation shall be performed. The estimated noise values shall 
include the uncertainties of the applied evaluation method. Th e simplified evaluation can 
either be a calculation and/or simplified measurement.  
A unit certified on the basis of the simplified evaluation method shall not be used as a 
reference unit for a further evaluation.  
If the simplified evaluation is applied for  pass-by noise, the reference -type shall comply with 
at least one of the following:  
– Chapter 4  of this Annex  and for which the pass -by noise results are marked 
‘comparable’ , 
– Chapter 4 of the Annex to Decision 2011/229/EU and for which the pass -by noise 
results are marked ‘comparable’ , 
– Chapter 4 of the Annex to Decision 2006/66/EC , 
– Chapter 4 of the Annex to Decision 2008/232/EC.  
In case of a wagon whose parameters remain, compared to the reference type, within the 
permitted range of Table 7 it is deemed witho ut further verification that the unit complies 
with the limit values on pass -by noise as set out in point  4.2.3.  
Table 7  
Permitted variation of wagons for the exemption from verification  
Parameter  Permitted variation (compared to the reference unit)  
Max. unit speed  Any speed up to 160 km/h  
Type of wheel  Only if equally or less noisy (acoustic characterisation i. a. 
w. the specification referenced in Appendix  B, Index  [3]) 
Tare weight  Only within the range of +20 %/ - 5 % 
Brake block  Only if the refe rence unit is fitted with brake blocks and 
the brake block of the unit under assessment is covered 
either by an EC Declaration of Conformity in accordance 
with this TSI or it is listed in Appendix G to this TSI.  
 
7. IMPLEMENTATION  
7.1. Application of this TSI to new subsystems  
(1) This TSI is applicable to all units of rolling stock in its scope which are placed on the 
market  after [Publications Office: please insert the date of entry into force of this amending EN 15  EN act], except where point  7.1.1.2 ‘Application to on going projects’ or point  7.1.1.3 
‘Application to special vehicles’ of LOC&PAS TSI or point  7.1.1 ‘Application to ongoing 
projects’ of WAG TSI applies.  
(2) Compliance with th is Annex in its version applicable before [Publications Office: 
please insert the date of entry into force of this amending act]  is deemed equivalent to 
compliance with this TSI, except for the TSI changes listed in Appendix  H. 
(3) For the rolling stock subsystem  and the associated interoperability constituents , the 
rules related to the  EC type or design examination certificates shall be  as specified in point  
7.1.3  of LOC&PAS TSI. and point  7.2.3  of WAG TSI.  
7.2. Application of this TSI to existing subsystems  
The principles to be applied by the applicants and authorising entities in case of c hange(s) to a 
rolling stock in operation or to an existing rolling stock type are defined in point  7.1.2 of 
LOC&PAS TSI  and point  7.2.2 of WAG TSI . 
7.2.1.  Provisions in case of changes to rolling stock in operation or to an existing rolling 
stock type  
The applicant shall ensure that the noise levels of rolling stock subject to change(s) remain 
below the limits set out in the version of the TSI which was applicable when the rolling stock 
in question was first authorised. If no TSI existed at the time of the first authorisation, the 
applicant shall ensure that the noise levels of the rolling stock subject to change(s) are either 
not increased or remain below the limits set out in Decision 2006/66/EC or Commission 
Decision 2002/735/EC2. 
If an assessment is required, it shall be limited to the basic parameters affected by the 
change(s).  
If the simplified evaluation is applied, the original unit may represent the reference unit in 
accordance with the provisions of point  6.2.3.  
The replacement of a whole unit o r (a) vehicle(s) within a unit (e.g. a replacement after a 
severe damage) does not require a conformity assessment against this TSI, as long as the unit 
or the vehicle(s) are identical to the ones they replace.  
7.2.2.  Additional provisions for the application of this TSI to existing wagons  
The restriction of the operation set out in Article 5a shall not apply to wagons mostly operated 
on lines with a gradient of more than 40  ‰, wagons with a maximum operating speed higher 
than 120 km/h, wagons with a maximum axle load higher than 22,5  t, wagons exclusively 
operated for infrastructure works and wagons used in rescue trains.  
If a wagon is being equipped with either friction elements for wheel tread brakes covered by 
an EC Declaration of Conformity in accordance with this TSI  or with friction elements for 
wheel tread brakes listed in Appendix  G and no noise sources are added to the wagon, then it 
shall be assumed that the requirements of point  4.2.3 are met without further testing.  
7.2.2.1.  Not used  
–  
                                                 
2 Commission Decisi on 2002/735/EC  of 30 May 2002 concerning the technical specification for 
interoperability relating to the rolling stock subsystem of the trans -European high -speed rail system 
referred to in Article 6(1) of Directive 96/48/EC (OJ L 245, 12.9.2002, p. 402).  EN 16  EN 7.2.2.2.  Wagons operated on quieter routes  
Wagons belonging to one of the following categories may be operated on the quieter routes 
within their area of use:  
– wagons holding an EC declaration of verification against Decision 2006/66/EC , 
– wagons holding an EC declaration of verification agains t Decision 2011/229/EU , 
– wagons holding an EC declaration of verification against this TSI , 
– wagons fitted with either  of the following : 
– friction elements for wheel tread brakes covered by an EC Declaration of 
Conformity in accordance with this TSI ,  
– friction elements for wheel tread brakes listed in Appendix  G,  
– brake discs for the service brake function , 
– wagons fitted with composite brake blocks listed in Appendix E for the service brake 
function. The operation of th ose wagons on the quieter routes shall be limited in 
accordance with the conditions described in this Appendix . 
7.2.2.3.  Interoperability constituents  
– This point  concerns interoperability constituents , which are subject to type 
examination or design examination.  
– The type or design examination or suitability for use remains valid even if a revision 
of this TSI comes into force, unless explicitly otherwise specified in the revision of these 
TSIs.  
– During this time, new constituents of the same type are permitted to be placed on the 
market without a new type assessment.  
 
7.3. Specific cases  
7.3.1.  Introduction  
The specific cases, as listed in point  7.3.2, are classified as : 
(a) ‘P’ 
cases  : ‘permanent’ 
cases;  
(b) ‘T’ 
cases  : ‘temporary’ 
cases.  
 
7.3.2.  List of specific cases  
7.3.2.1.  Specific cases  
 (a) Specific case Estonia, Finland, Latvia, Lithuania, Poland and Slovakia  
 (‘P’) For units, which are in shared use with third countries, the track gauge of which 
is different from that of the main rail network within the Union, the application of 
natio nal technical rules instead of the requirements in this TSI shall be permitted.  
 (b) Specific case Finland  EN 17  EN  (‘T’) Decision 2011/229/EU may continue to apply for freight wagons to be used 
only on the territory of Finland and until the relevant technical sol ution in relation to 
severe winter conditions is found, but in any case not later than until 31  December 
2032. Th at shall not prevent freight wagons from other Member States to operate on 
the Finnish network.  
7.3.2.2.  Limits for stationary noise ( point  4.2.1)  
 (a) Specific case Finland  
 (‘T’) For coaches and wagons equipped with a diesel generator for electrical power 
supply higher than 100 kW and intended to operate solely on the railway network of 
Finland the limit value for stationary noise L pAeq,T [unit]  in Tabl e 2 may be raised up to 
72 dB.  
7.3.2.3.   Limits for starting noise ( point  4.2.2)  
 (a) Specific case Sweden  
 (‘T’) For locomotives with total tractive power of more than 6000 kW and a 
maximum axle load of more than 25 t the limit values for starting noise L pAF,max  in 
Table 3 may be raised up to 89 dB.  
7.3.2.4.  Limits for pass -by noise ( point  4.2.3)  
 (a) Specific case Channel Tunnel  
 (‘P’) For the Channel Tunnel, the limits for pass -by noise shall not apply to wagons 
dedicated to the transport of heavy goods vehicles between  Coquelles (France) and 
Folkestone (United Kingdom).  
 (b) Specific case Sweden  
 (‘T’) For locomotives with total tractive power of more than 6000 kW and a 
maximum axle load of more than 25 t the limit values for pass -by noise L pAeq,Tp (80 
km/h) in Tab le 4 may be raised up to 85  dB. 
7.4. Particular implementation rules  
7.4.1.  Particular implementation rules for the application of this TSI to existing wagons 
(point  7.2.2)  
 (a) Particular implementation rules for the application of this TSI to existing 
wagons in the Chann el Tunnel  
 (‘P’) For the calculation of the annual average daily operated freight trains during 
night -time the freight trains composed of wagons dedicated to the transport of heavy 
goods vehicles confined in the Coquelles (France) - Folkestone (United King dom) 
line shall not be taken into account.  
 (b) Particular implementation rules for the application of this TSI to existing 
wagons in Finland and Sweden  
 (‘T’) The concept of quieter routes shall not apply on the Finnish and Swedish 
networks due to uncerta inties related to the operation in severe winter conditions 
with composite brake blocks until 31  December 2032. Th at shall not prevent freight 
wagons from other Member States to operate on the Finnish and Swedish network.  EN 18  EN 7.4.2.  Particular implementation rules fo r wagons operated on quieter routes ( point  
7.2.2.2)  
 (a) Particular implementation rules for wagons operated on quieter routes of 
Belgium  
 (‘T’) On top of the wagons listed in point  7.2.2.2, the following existing wagons may 
be operated on quieter routes i n the territory of Belgium:  
– wagons with tyred wheels until 31  December 2026 , 
– wagons which require the fitting of a kink valve in order to replace the cast 
iron block with composite brake blocks until 31  December 2026 , 
– wagons fitted with cast iron blocks wh ich require the replacement of wheels 
with wheels compliant with the requirements set out in the specification 
referenced in Appendix B , Index  [3] in order to be retrofitted with composite 
brake blocks until 31  December 2026 . 
 (b) Particular implementation  rules for wagons operated on quieter routes of 
Channel Tunnel  
 (‘P’) On top of the wagons listed in point  7.2.2.2, the following existing wagons may 
be operated on quieter routes in the Channel Tunnel concession:  
 Wagons dedicated to the transport of heav y goods vehicles between Coquelles 
(France) and Folkestone (United Kingdom) . 
 (c) Particular implementation rules for wagons operated on quieter routes of 
Czechia  
 (‘T’) On top of the wagons listed in point  7.2.2.2, the following existing wagons may 
be ope rated on quieter routes in the territory of Czechia:  
– wagons with tyred wheels, until 31  December 2026 , 
– wagons with 59V type bearings until 31  December 2034 , 
– wagons which require the fitting of a kink valve in order to replace the cast 
iron block with compo site brake blocks, until 31  December 2034 , 
– wagons with 1Bg or 1Bgu brake configuration fitted with cast iron brake 
blocks until 31  December 2036 , 
– wagons fitted with cast iron blocks which require the replacement of wheels 
with wheels compliant with the req uirements set out in the specification 
referenced in Appendix B , Index  [3] in order to be retrofitted with composite 
brake blocks until 31  December 2029 . 
 Furthermore, it shall not be mandatory to use composite brake blocks on quieter 
routes for existing wagons not covered by the first paragraph  and for which there 
exists no one -to-one-solution for replacement of cast iron brake blocks until 
31 December 2030 . 
 (d) Particular implementation rules for wagons operated on quieter routes of 
France  
 (‘T’) On top of the wagons listed in point  7.2.2.2, the following existing wagons may 
be operated on quieter routes in the territory of France:  EN 19  EN – wagons with 1Bg or 1Bgu brake configuration fitted with cast iron brake 
blocks until 31  December 2030 , 
– wagons fitted with small wheels (diameter under 920 mm) until 31  December 
2030 . 
 (e) Particular implementation rules for wagons operated on quieter routes of Italy  
 (‘T’) On top  of the wagons listed in point  7.2.2.2, the following existing wagons may 
be operated on quieter routes in the territory of Italy:  
– wagons with tyred wheels until 31  December 2026 , 
– wagons which require the fitting of a kink valve in order to replace the cas t 
iron block with composite brake blocks until 31  December 2026 , 
– wagons fitted with cast iron blocks which require the replacement of wheels 
with wheels compliant with the requirements set out in the specification 
referenced in Appendix B , Index  [3] in ord er to be retrofitted with composite 
brake blocks until 31  December 2026 . 
 Furthermore, it shall not be mandatory to use composite brake blocks on quieter 
routes for existing wagons not covered by the first paragraph and for which there 
exists no one -to-one-solution for replacement of cast iron brake blocks until 
31 December 2030.  
 (f) Particular implementation rules for wagons operated on quieter routes of 
Poland  
 (‘T’) On top of the wagons listed in point  7.2.2.2, the following existing wagons may 
be opera ted on quieter routes in the territory of Poland until 31  December 2036:  
– wagons with tyred wheels , 
– wagons with 1Bg or 1Bgu brake configuration fitted with cast iron blocks , 
– wagons designed for ‘S’ traffic equipped with ‘SS’ brake fitted with cast iron 
blocks, 
– wagons fitted with cast iron blocks and designed for ‘SS’ traffic for which 
retrofitting with LL brake blocks would require fitting with wheels complying 
with the specification referenced in Appendix B , Index  [3] and a kink valve . 
 (g) Particular implementation rules for wagons operated on quieter routes of 
Slovakia  
 (‘T’) On top of the wagons listed in point  7.2.2.2, the following existing wagons may 
be operated on quieter routes in the territory of Slovakia:  
– wagons with tyred wheels until 31 December 2026 , 
– wagons with bogies of type 26 -2.8 fitted with cast iron blocks P10 until 
31 December 2036 , 
– wagons which require the fitting of a kink valve in order to replace the cast 
iron block with composite brake blocks until 31  December 2036.  
 (‘P’)  Wagons with bogies 2TS intended for circulation between Slovakia and third 
countries by means of exchange of bogies in the border station . EN 20  EN  (‘P’) For units intended to operate solely on the GB Network, where existing wagons 
are equipped with composite bra ke blocks published in GMGN 2688 it shall be 
permitted to operate on quieter routes . 
 (‘T’) The following types of existing wagons equipped with cast iron brake blocks 
intended to operate on the GB Network shall be permitted to operate on quieter 
routes:  
– wagons equipped with a non -UIC braking system for which there are no 
compatible silent brake blocks available for retrofitting until 31  December 
2030 , 
– wagons with a designed braking distance of 810m or less from 60 mph in brake 
mode G (goods timing)/75 mph in brake mode P (passenger timing), where 
those wagons are operated in trains with other wagons which have stopping 
distances in accordance with the relevant UK(GB) national technical rules, 
until 31  December 2030 , 
– wagons used exclusively for the transport  of nuclear products until 
31 December 2050.  EN 21  EN  
Appendix A  - Not used  EN 22  EN  
Appendix B -  STANDARDS REFERRED TO  IN THIS TSI 
 
Table B.1  
List of referenced standards  
Index  Parameter  TSI Point  Standard Point  
[1] EN ISO 3095  :2013  
Acoustics — Railway applications — Measurement of noise emitted by 
railbound vehicles  
[1.1]  Pass-by noise - measurements at speeds 
higher than or equal to 250 km/h  4.2.3 6 
[1.2]  Stationary noise – demonstration of 
conformity  6.2.2.1  5.1, 5.2, 5.3, 5.4, 5.5 
(without 5.5.2), 5.7 
and clause 5.8.1  
[1.3]  Stationary noise – operating cycle of the 
main air compressor  6.2.2.1  5.7 
[1.4]  Starting noise  6.2.2.2  7 (without 7.5.1.2)  
Deviation to 7.5.3  
[1.5]  Pass-by noise – test track conditions  6.2.2.3.1  6.2 
[1.6]  Pass-by noise - procedure  6.2.2.3.2  6.1, 6.3, 6.4, 6.5, 6.6 
and 6.7 (without 
6.7.2)  
[2] EN ISO 3381:2021  
Railway applications - Acoustics - Noise measurement inside railbound 
vehicles  
[2.1]  Driver's cab interior noise  6.2.2.4  7, 8 except 8.4.5 and 
8.7.2  
[3] EN 13979 -1:2020  
Railway applications - Wheelsets and bogies - Monobloc wheels - Technical 
approval procedure - Part 1: Forged and rolled wheels  
Note: EN 13979 -1:2003+A2:2011 is also acceptable  
[3.1]  Simplified evaluation  6.2.3 – table 7  Annex E  EN 23  EN [3.2]  Particular implementation rules for 
wagons operated on quieter routes  7.4.2  All 
[4] UIC 541 -4 :2020  
Composite brake blocks - General conditions for certification and use  
[4.1]  Brake performance test program  Appendix F  Test programs A1 _a 
and A 2_a 
[5] EN 16452:2015+A1:2019  
Railway applications - Braking - Brake blocks  
[5.1]  Brake performance test program – LL-
blocks and K -blocks  Appendix F  Test program s D.1 
and C.1  
[5.2]  Brake performance test program – other 
blocks  Appendix F  Test program  J.2 
[6] EN 15610:2019  
Railway applications - Acoustics - Rail and wheel roughness measurement 
related to noise generation  
[6.1]  Wheel acoustic roughness measurement 
procedure  Appendix F All except clause  
6.2.2.2  
 
 
 
 
 EN 24  EN  
Appendix C -  ASSESSMENT OF THE ROL LING STOCK SUBSYSTEM  
 
 
Characteristics to be 
assessed, as specified in 
point  4.2 Design 
review  Type 
Test Routine 
Test Particular 
assessment 
procedure  
Element of  the 
rolling stock 
sub-system  point  point  
Stationary 
noise  4.2.1  X(1) X n.a. 6.2.2.1  
Starting noise  4.2.2  X(1) X n.a. 6.2.2.2  
Pass-by noise  4.2.3  X(1) X n.a. 6.2.2.3  
Driver's cab 
interior noise  4.2.4  X(1) X n.a. 6.2.2.4  
(1) Only if the simplified evaluation in accordance with point 6.2.3 is applied.  EN 25  EN Appendix D -   QUIETER ROUTES  
 
D.1 Identification of quieter routes  
In accordance with Article 5c(1) , the Member States shall provide the Agency with a list of 
quieter routes in a format allowing further processing by the users with IT -tools.  The list shall 
contain at least the following information:  
– start and end points of the quieter routes and their corresponding sections, using 
geographical code location in the register set out in Commission Implementing 
Decision (EU) 2019/7773 (RINF). If one of th ose points is at the border of the 
Member State, it shall be reflected ; 
– identification of the sections making up the quieter route  
The list shall be provided using the template below:  
Quieter route  Sections in the 
route  Unique section 
ID Quieter route starts/finishes at the border 
of the Member State  
Point  A — 
Point E  Point A — 
Point B  201 Yes 
POINT E (Country Y)  
Point B — 
Point C  202 
Point C — 
Point D  203 
Point D — 
Point E  204 
Point F — 
Point I  Point F — 
Point G  501 No 
Point G — 
Point H  502 
Point H — 
Point I  503 
 
In addition, the Member States may provide maps illustrating the quieter routes on a 
voluntary basis.  All lists and maps shall be published on the Agency website 
(http://www.era.europa.eu) no later than 9 months after 27.5.2019.  
By the same date the Agency shall inform the Commis sion of the lists and maps of quieter 
routes.  The Commission shall inform the Member States accordingly through the committee 
referred to in Article 51 of Directive (EU) 2016/797.  
                                                 
3 Commission Implementing Decision  (EU) 2019/777  of 16 May 2019 on the common specifications for 
the register of railway infrastructure and repealing Implementing Decision 2014/880/EU ( OJ L 139I, 
27.5.2019, p. 312 ). EN 26  EN D.2 Update of quieter routes  
The freight traffic data used for the update of  quieter routes in accordance with Article 5c(2) 
shall refer to the last three years preceding the update for which the data is available. Where,  
due to exceptional circumstances , the freight traffic diverges in a given year from that average 
number by mor e than 25  %, the Member State concerned may calculate the average number 
on the basis of the remaining two years.   Updates of quieter routes shall be done in the 
Register set out in Regulation (EU) 2019/777.  
The routes designated as quieter routes shall re main as such following the update unless 
during the period concerned the volume of traffic has decreased by more than 50  % and the 
average number of daily operated freight trains during the night -time is lower than 12.  
In the case of new and upgraded lines , the expected volume of traffic shall be used for the 
designation of those lines as quieter routes.  
 EN 27  EN  
Appendix E -    Historic composite brake blocks  
E.1 Historic composite brake blocks for international use  
Existing wagons equipp ed with the brake blocks listed in the table  are allowed to be used on 
the quieter routes within their area of use, until the relevant date set out in Appendix N of UIC 
541-4. 
Manufacturer/name of product  Designation/type of block  Type of friction coefficient  
Valeo/Hersot  
Wabco/Cobra  693 
W554  K 
Ferodo  I/B 436  K 
Abex  229 K 
(Fe — sintered)  
Jurid  738 K 
(Fe — sintered)  
 
Wagons equipped with historic composite brake blocks not listed in the table but already 
authorised for international traffic in conformity with Commission Decision 2004/446/EC4 or 
Commission Decision 2006/861/EC5 may still be used without any deadline wit hin the area of 
use covered by their authorisation.  
E.2 Historic composite brake blocks for national use  
Existing wagons equipped with the brake blocks listed in the table  are only allowed to be used 
on the railway networks, including quieter routes, of th e corresponding Member States within 
their area of use.  
Manufacturer/name of the product  Designation/type of block  Member State  Remarks  
Cobra/Wabco  V133  Italy  
Cofren  S153  Sweden   
Cofren  128 Sweden   
Cofren  229 Italy  
ICER  904 Spain,  
                                                 
4 Commission Decision 2004/446/EC  of 29 April 2004 specifying the basic parameters of the ‘Noise’, 
‘Freight Wagons’ and ‘Telematic applications for freight’ Technical Specifications for Interoperability 
referred to in Directive 2001/16/EC ( OJ L 155, 30.4.2004, p. 1 ). 
5 Commission Decision  2006/861/EC  of 28 July 2006 concerning the technical specification of 
interoperability relating to the subsystem ‘rolling stock — freight wagons’ of the trans -European 
conventional rail system (OJ L 344, 8.12.2006, p. 1).  EN 28  EN Portugal  
ICER  905 Spain, 
Portugal   
Jurid  838 Spain, 
Portugal   
 EN 29  EN  
Appendix F - ASSESSMENT OF ACOUSTI C PERFORMANCE OF A B RAKE BLOCK  
The purpose of this procedure is to demonstrate the acoustic performance of a composite 
brake block at interoperab ility constituent level.  
The procedure consists of the following steps:  
1. Measure the acoustic roughness of a wheel representative of the brake block 
under assessment.  
Wheel acoustic roughness development on bench test  
New brake blocks shall be used. Only  new or reprofiled wheels shall be used. The wheels 
shall be free of any damage (cracks, flats, etc .). 
One of the following brake performance test program s shall be applied to at least one wheel 
of 920 mm nominal diameter :  
 A2_a for LL -Blocks and A1_a for K -blocks of the specification referenced in 
Appendix B , Index  [4];  
 D.1 for LL -Blocks and C.1 for K -blocks of the specification referenced in 
Appendix B , Index  [5];  
 J.2 of the specification referenced in Appendix B , Index  [5] for other blocks . 
 
The selected program shall be completed and the results of the measurement series after 
completion shall be used to determine the wheel roughness index.  
It is optional to continue with a second run of the selected program. If th at option is chosen, 
the results of the measurement series after completion of the second run shall be used to 
determine the wheel roughness index. The results from both runs shall be documented.  
The second run shall be performed with the same wheel, but the bra ke block may be renewed 
and replaced with another block of the same type. In th at option , the bedding -in of the new 
brake block shall be completely executed at the beginning of the second run.  
Wheel acoustic roughness measurement procedure  
The measurement will be performed as set out in the specification referenced in Appendix B , 
Index  [6]. In order to ensure the representativeness of the acoustic roughness of the rolling 
surface of the wheel, 8 measurement lines spaced 5 mm are deemed sufficient instead of  the 
positions set out  in the specification referenced in Appendix B , Index  [6]. 
The measurement shall be performed during the wheel acoustic roughness development on 
bench test specified  in the previous section in accordance with one of the tables below:  
If the selected program is A2_a of the specification referenced in Appendix B , Index  [4]: 
Acoustic roughness 
measurement series 
/ Label  Programme section  Brake application No.  
1st run  2nd 
run   EN 30  EN A  At start  Initial condition  
B  I After bedding -in  after Br 6 
C  J After conditioning the block for 
empty load  after Br. 26  
D  K Dry and empty conditions  after Br. 51  
E  L Wet and empty conditions  after Br. 87  
F  M Laden conditions  after Br. 128  
G  N Drag braking (steep gradient 
downhill simulation)  after Br. 130  
H  O End of programme  after Br. 164  
 
If the selected program is A1_a of the specification referenced in Appendix B , Index  [4]: 
Acoustic roughness 
measurement series 
/ Label  Programme section  Brake application No.  
1st run  2nd 
run   
A  At start  Initial condition  
B  I After bedding -in  after Br 6  
C  J After conditioning the block for 
empty load  after Br. 26  
D  K Dry and empty conditions  after Br. 51  
E  L Wet and empty conditions  after Br. 87  
F  M Laden conditions  after Br. 128  
G  N Drag braking (steep gradient 
downhill simulation)  after Br. 130  
H  O End of programme  after Br. 164  
 
If the selected program is D.1 of the specification referenced in Appendix B , Index  [5] 
 EN 31  EN Acoustic roughness 
measurement series / 
Label  Programme section  Brake  application No.  
1st run  2nd 
run   
A  At start  Initial condition  
B  I After bedding -in  after Br 6  
C  J After conditioning the block for 
empty load  after Br. 26  
D  K Dry and empty conditions  after Br. 51  
E  L Wet and empty conditions  after Br. 87  
F  M Laden conditions  after Br. 128  
G  N Drag braking (steep gradient 
downhill simulation)  after Br. 130  
H  O End of programme  after Br. 149  
 
If the selected program is C.1 of the specification referenced in Appendix B , Index  [5] 
 
Acoustic roughness 
measurement series / 
Label  Programme section  Brake application No.  
1st run  2nd 
run   
A  At start  Initial condition  
B  I After bedding -in  after Br 6  
C  J After conditioning the block for 
empty load  after Br. 26  
D  K Dry and empty conditions  after Br. 51 
E  L Wet and empty conditions  after Br. 87  
F  M Laden conditions  after Br. 128  
G  N Drag braking (steep gradient 
downhill simulation)  after Br. 130  EN 32  EN H  O End of programme  after Br. 149  
 
If the selected program is J.2 of the specification referenced in Appendix B , Index  [5] 
 
Acoustic roughness 
measurement series / 
Label  Programme section  Brake application No.  
1st run  2nd 
run   
A  At start  Initial condition  
B  I After bedding -in  after Br 6  
C  J After conditioning the block for 
empty load  after Br.  26 
D  K Dry and empty conditions  after Br. 51  
E  L Wet and empty conditions  after Br. 87  
F  M Laden conditions  after Br. 128  
G  N Drag braking (steep gradient 
downhill simulation)  after Br. 130  
H  O End of programme  after Br. 149  
 
 Sampling: The acoustic roughness of 1 wheel shall be measured.  
 Averaging: the RMS average of the acoustic roughness shall be used.  
The result is a representative one -third octave wavelength wheel roughness spectrum in the 
wavelength domain  𝐿𝑟 
 EN 33  EN 2. Derive a scalar indicator from the measured wheel roughness 𝐿𝑟 in step 1  
𝐶(𝑖)=𝐵(𝑖)+10 log 10[100,1𝐿𝑅(𝑖)+100,1𝐴(𝑖)] 
𝐼𝑛𝑑𝑖𝑐𝑎𝑡𝑜𝑟 = 10log 10(Σ𝑖=119 100,1 𝐶(𝑖)) 
Where A(i) and B(i) are tabulated as follows6: 
i Wavelength  
 
[m] A 
 
dB re 1 micrometer  B 
 
dB re 1 /(10-6 m) 𝐿𝑟 
 
dB re 1 micrometer  
1 0,00315  -17,9 -16,6  
2 0,004  -16,2 -13,9  
3 0,005  -15,5 -10,0  
4 0,0063  -14,4 -6,9  
5 0,008  -13,3 -6,2  
6 0,01 -13,1 -5,4  
7 0,0125  -12,8 -3,3 Obtained from  
8 0,016  -12,4 -2,2 Wheel roughness  
9 0,02 -10,9 -4,2 measurements  
10 0,025  -11,1 -8,5  
11 0,0315  -10,5 -11,2  
12 0,04 -9,8 -14,3  
13 0,05 -4,8 -15,6  
14 0,063  -5,9 -17,3  
15 0,08 -5,6 -23,7  
16 0,1 -0,5 -29,0  
17 0,125  2,4 -30,7  
18 0,16 4,8 -31,7  
19 0,2 2,4 -30,7  
 
                                                 
6 Coefficients A(i) and B(i) are tailored to the current limit values for pass -by noise and reference track 
conditions  EN 34  EN  
3. Pass-fail criterion  
The indicator measured in step 2 shall be lower than or equal to 1.  
The indicator measured in step 2 as well as the representative one -third octave wavelength 
wheel roughness spectrum in the wavelength domain L r shall be recorded in the IC certificate.  EN 35  EN Appendix G –   Exempted brake blocks  
 
The blocks listed below are exempted from an EC Declaration of conformity until 
[Publications Office: Please insert the date 10 years after the entry into force of this amen ding 
act]. Until that date, the manufacturer or its representative may notify to the Commission the 
need to revise the pass -fail criterion set out in point 3 of Appendix F  or the methodology set 
out in that Appendix . 
 
Manufacturer  Type description and abbreviated 
designation (if different)  
Becorit  K40 
CoFren  C333  
CoFren  C810  
Knorr -Bremse  Cosid 704  
Knorr -Bremse  PROBLOCK J816M  
Frenoplast  FR513  
Federal Mogul  Jurid 816 M  
abbreviated: J816M  
Federal Mogul  Jurid 822  
Knorr -Bremse  PROBLOCK J822  
CoFren  C952 -1 
Federal Mogul  J847  
Knorr -Bremse  PROBLOCK J847  
Icer Rail / Becorit  IB 116*  
Alstom/Flertex  W30 -1 
 EN 36  EN  
Appendix H -  Changes of requirements and transition regimes   
 
Changes with a generic transition regime:  
For TSI point s listed in Table H.1, compliance with th is Regulation, as amended by 
Commission Implementing Regulation (EU) 2019/7747 (previous TSI ) does not 
systematically imply compliance with the version of th is TSI  applicable from [Publications 
Office: please insert  the date of entry into force of this amending act ]. However, for projects 
already in design phase on [Publications Office: please insert the date of entry into force of 
this amending act] , the requirement of the previous  TSI may still apply until [Publications 
Office: please insert the date of entry into force of this amending act + 7 years ]. Projects in 
production phase and rolling stock in operation are not affected by the TSI requirements listed 
in Table H.1  
Table H.1 – transition regime of 7 years  
TSI point (s) TSI point (s) in the previous 
TSI 
 Explanation of the TSI change  
Not applicable    
 
Changes with a specific transition regime:  
For TSI point s listed in Table H.2, compliance with the previous TSI does not systematically 
imply compliance with the version of th is TSI  applicable from [Publications Office: please 
insert the date of entry into force of this amending act] . However, for projects already in 
design phase on [Publications Office: please insert the date of entry into force of this 
amending act]  , the requirement of the previous  TSI may still apply in accordance with  the 
specific transition regime set out  in Table H.2. Projects in production phase and rolling  stock 
in operation are affected by the TSI requirements listed in table H.2 in accordance with  the 
specific transition regime set out  in that Table.  
Table H.2 – Specific transition regime  
TSI 
point (s) TSI point s(s) in the 
previous TSI  Explanation 
on TSI 
change  Transition regime  
Design 
phase 
not 
started  Design 
phase 
started  Production 
phase  RST in 
operation  
Not 
applicable        
” 
                                                 
7 Commission Implementing Regulation (EU) 2019/774  of 16 May 2019 amending Regulation (EU) No 
1304/2014 as regards application of the technical specification for interope rability relating to the 
subsystem ‘rolling stock — noise’ to the existing freight wagons ( OJ L 139I, 27.5.2019, p. 89 ).