ANNEX  
Table of Contents 
1. INTRODUCTION.......................................................................................................2  
1.1. Technical scope .................................................................................................2  
1.2. Geographical scope ...........................................................................................2  
2. DEFINITION OF THE SUBSYSTEM.......................................................................2  
3. ESSENTIAL REQUIREMENTS................................................................................3  
4. CHARACTERISATION OF THE SUBSYSTEM .....................................................3  
4.1. Introduction .......................................................................................................3  
4.2. Functional and technical specifi cations of the subsystems ...............................3  
4.2.1.  Limits for stationary noise...................................................................4  
4.2.2.  Limits for starting noise.......................................................................4  
4.2.3.  Limits for pass-by noise ......................................................................5  
4.2.4.  Limits for the driver´s cab interior noise.............................................6  
4.3. Functional and technical specifi cations of the interfaces ..................................7  
4.4. Operating rules ..................................................................................................7  
4.5. Maintenance rules..............................................................................................7  
4.6. Professional qualifications.................................................................................7  
4.7. Health and safety conditions .............................................................................7  
4.8. European register of author ised types of vehicles.............................................7  
5. INTEROPERABILITY CONSTITUENTS ................................................................7  
6. CONFORMITY ASSESSMENT AND EC VERIFICATION ...................................8  
6.1. Interoperability constituents ..............................................................................8  
6.2. Subsystem rolling stock regarding noise emitted by rolling stock....................8  
6.2.1.  Modules ...............................................................................................8  
6.2.2.  EC verification procedures ..................................................................8  
6.2.3.  Simplified evaluation.........................................................................11  
7. IMPLEMENTATION ...............................................................................................13  
7.1. Application of this TSI to new subsystems .....................................................13  
7.2. Application of this TSI to re newed and upgraded subsystems........................13  
7.3. Specific cases...................................................................................................13  
7.3.1.  Introduction .......................................................................................13  
7.3.2.  List of specific cases..........................................................................14  
 2 1. INTRODUCTION 
In general Technical Specifications for Interoperability (TSI) lay down for each 
subsystem (or part of it) the optimal level of  harmonised specifications in order to ensure 
the interoperability of the rail system. Theref ore TSIs harmonise only the specifications 
concerning parameters which are critical to interoperability (basic parameters). The 
specifications of the TSIs must meet the esse ntial requirements as set out in Annex III of 
Directive 2008/57/EC. 
In line with the proportionality principle this TSI sets out the optimal level of 
harmonisation related to specifications on th e rolling stock subsystem as defined in 
section 1.1 intended to limit the noise emissi on of the rail system within the Union. 
1.1. Technical scope 
This TSI applies to all rolling stock in the scope of Regulation (EU) XXX/2014 
(LOC&PAS TSI) and Regulation (EU) 321/2013 (WAG TSI).  
1.2. Geographical scope 
The geographical scope of this TSI follo ws the scopes defined in section 1.2 of 
Regulation (EU) XXX/2014 and in secti on 1.2 of Regulation (EU) 321/2013, each for 
their RST concerned.  
2. DEFINITION  OF THE  SUBSYSTEM 
A ‘unit’ is the generic term used to name  the rolling stock which is subject to the 
application of this TSI, and therefore subjec t to the ‘EC’ verification procedure. Chapter 
2 of Regulation (EU) XXX/2014 and chapter 2 of Regulation (EU) 321/2013 describe 
what a unit can consist of.  
The requirements of this TSI are allocated to  the following categories of rolling stock set 
out in section 1.2 in Annex I of Directive 2008/57/EC:  
a) Self-propelling thermal or electric trains. This category is further defined in 
chapter 2 of Regulation (EU) XXX/2014 and will be referred to in this TSI as 
multiple units, EMU (electrified) or DMU (diesel).  
b) Thermal or electric traction units.  This category is further defined in chapter 2 of 
Regulation (EU) XXX/2014 and wi ll be referred to in this TSI as locomotives. 
Power units that form part of a “self-propelling thermal or electric train” and railcars are not included in this categ ory and belong to the category under a). 
c) Passenger carriages and other related cars. 
This category is further defined in 
chapter 2 of Regulation (EU) XXX/2014 and will be referred to in this TSI as 
coaches.  
d) Freight wagons, including vehicles  designed to carry lorries. This category is 
further defined in chapter 2 of Regula tion (EU) 321/2013 and will be referred to 
in this TSI as wagons. 3 e) Mobile railway infrastructure cons truction and maintenance equipment. This 
category is further defined in chap ter 2 of Regulatio n (EU) XXX/2014 and 
consists of on-track machines (referred to  in this TSI as OTMs) and Infrastructure 
Inspection Vehicles, which belong to the cate gories a), b) or d) depending on their 
design.  
3. ESSENTIAL  REQUIREMENTS 
All basic parameters treated in this TSI must be linked with at least one of the essential 
requirements as set out in Annex III of Directive 2008/57/EC. Table 1  indicates the 
allocation. 
Table 1: Basic parameters and thei r link to the essential requirements 
essential requirements 
point basic parameter  
safety reliability 
availability health environm
. protection technical 
compat. 
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 
Chapter 4 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 speci fications of the subsystems 
The following parameters have been identified as  critical for the interoperability (basic 
parameters)  
• “stationary noise”,  
• “starting noise”,  
• “pass-by noise” and  
• “driver’s cab in terior noise”. 4 The corresponding functional and technical sp ecifications allocated to the different 
categories of rolling stock are set out in this section. In case of units equipped with both 
thermal and electric power the relevant limit values under all normal operation modes 
shall be respected. If one of these operation modes foresees the use of both thermal and 
electric power at the same time the less restrictive limit value applies. In accordance with 
Articles 5(5) and 2(l) of Dir ective 2008/57/EC, provision may be  made for specific cases. 
Such provisions are indicated in section 7.3. 
The assessment procedures for the requiremen ts in this section are defined in the 
indicated points and s ub points of chapter 6.  
4.2.1.  Limits for stationary noise 
The limit values for the  
• A-weighted equivalent continuous sound pressure level of the unit (L pAeq,T[unit] ), 
the 
• A-weighted equivalent con tinuous sound pressure level at the nearest measuring 
position i considering the main air compressor (Li
pAeq,T ) and the  
• AF-weighted sound pressure level at the nearest measuring position i considering 
impulsive noise of the exhaust valve of the air dryer (Li
pAFmax )  
under normal vehicle conditions concerning th e stationary noise allocated to the 
categories of the rolling stock subsystem are set out in table 2 . The limit values are 
defined 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] Li
pAeq,T  
[dB] Li
pAFmax  
[dB] 
Electric locomotives an d OTMs with electric 
traction 70 75 
Diesel locomotives and OTMs with diesel 
traction 71 78 
EMUs 65 68 
DMUs 72 76 
Coaches 64 68 85 
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 are 5 set out in table 3 . The limit values are defined at a di stance 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  
OTMs with electric traction 84 
Diesel locomotives P < 2000 kW at the engine 
output shaft 85 
Diesel locomotives P ≥ 2000 kW at the engine 
output shaft 
OTMs 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 equiva lent continuous sound pressure level at a 
speed of 80 km/h (L pAeq,Tp,(80 km/h) ) and, if applicable, at 250km/h (L pAeq,Tp,(250 km/h) ) 
concerning the pass-by noise a llocated to the categories of the rolling stock subsystem 
are set out in table 4 . The limit values are defined 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 equa l 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 chapter 6 of EN ISO 3095:2013 and assessed  against the applicable limit values of 
table 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] 6 Electric locomotives a nd OTMs with electric 
traction 84  99 
Diesel locomotives and OTMs with diesel 
traction 85 n.a. 
EMUs 80  95 
DMUs 81  96 
Coaches 79 n.a. 
Wagons (normalised to APL=0,225)* 83 n.a. 
*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. 
4.2.4.  Limits for the driver´s cab interior noise  
The limit values for the A-weighted equi valent continuous sound pressure level (L pAeq,T ) 
concerning the noise within the driver's cab of electric and diesel locomotives, OTMs, 
EMUs, DMUs and coaches fitted with a cab are set out in table 5 . The limit values are 
defined in the vicinity  of the driver´s ear. 
Table 5: Limit values for driver´s cab interior noise 
Noise within the driver's cab L pAeq,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 ≤ vmax < 350 
km/h 80 
The demonstration of conformity  is described in point 6.2.2.4. 7 4.3. Functional and technical speci fications of the interfaces 
This TSI has the following interfaces with the rolling stock subsystem: 
Interface with subsystems of categor ies a), b), c) and e) of chapter 2  (dealt with in 
Regulation (EU) XXX/2014) with regard to 
• stationary noise, 
• starting noise (not app licable to coaches), 
• pass-by noise and 
• interior noise within the driv er’s cab, where applicable. 
Interface with subsystems of category d) of  chapter 2 (dealt with in Regulation (EU) 
321/2013) with regard to 
• pass-by noise and 
• stationary noise. 
4.4. Operating rules 
Requirements concerning the operating rules fo r the subsystem rolling stock are set out in 
section 4.4 of Regulation (EU) XXX/2014 and in section 4.4 of Regulation (EU) 
321/2013.  
4.5. Maintenance rules 
Requirements concerning the maintenance rules for the subsystem rolling stock are set 
out in section 4.5 of Regulation (EU) XXX/ 2014 and in section 4.5 of Regulation (EU) 
321/2013.  
4.6. Professional qualifications 
Not applicable. 
4.7. Health and safety conditions 
See Article X of this Regulation. [see poi nt 2b of the recommendation  ERA-REC-07-
2013/REC]  
4.8. European register of authorised types of vehicles 
The data of the rolling stock that must be recorded in the “European register of 
authorised types of vehicles (ERATV )” are set out in Decision 2011/665/EU. 
5. INTEROPERABILITY  CONSTITUENTS 
There is no interoperability cons tituent specified in this TSI. 8 6. CONFORMITY  ASSESSMENT  AND  EC VERIFICATION   
6.1. Interoperability constituents 
Not applicable. 
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 mana gement system of the production process 
SF EC verification based on product verification 
SH1 EC verification based on full quality ma nagement system plus design examination 
These modules are specified in  detail in Decision 2010/713/EU. 
6.2.2.  EC verification procedures  
The applicant shall choose one of the followi ng assessment procedures consisting of one 
or more modules for the EC verification of the subsystem: 
• (SB+SD) or 
• (SB+SF) or  
• (SH1). 
Within the application of the chosen modul e or module combination the subsystem shall 
be assessed against the requirements defi ned in section 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 lim it values on stationary noise as set out in 
point 4.2.1 shall be carried out in accord ance with sections  5.1, 5.2, 5.3, 5.4, 5.5 (without 
clause 5.5.2), 5.7 and clause 5.8.1 of EN ISO 3095:2013.  
For the assessment of the main air compressor noise at the nearest measuring position i, 
the Li
pAeq,T  indicator shall be used with T represen tative of one operating cycle as defined 
in section 5.7 of EN ISO 3095:2013. Thereby only the train sy stems that are required for 
the air compressor to run under normal opera ting conditions shall be used. The train 
systems which are not needed for the operati on 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 cond itions solely necessary for operation of the 
main air compressor at the lowest rpm. 9 For the assessment of the impulsive noise sour ces at the nearest meas uring position i, the 
Li
pAFmax  indicator shall be used. The relevant noi se source is the exhaust from the valves 
of the air dryer. 
6.2.2.2.  Starting noise 
The demonstration of conform ity with the limit values on starting noise as set out in 
point 4.2.2 shall be carried out in accordance  with chapter 7 (wit hout clause 7.5.1.2) of 
EN ISO 3095:2013. The maximum level method referring to section 7.5 of EN ISO 
3095:2013 shall apply. Deviating from clause  7.5.3 of EN ISO 3095:2013 the train shall 
accelerate from standstill up to 30 km /h and then maintain the speed. 
In addition the noise shall be measured at a distance of 7,5m from the centre of the track 
and a height of 1,2 m above top of rail. Th e “averaged level method” and the “maximum 
level method” in accordance with section 7.6 and 7.5 respectively of EN ISO 3095:2013 shall apply and the train shall accelerate from  standstill up to 40 km/h and then maintain 
the speed. The measured values are not asse ssed against any limit value and shall be 
treated as set out in Article X of this Regul ation. [see point 2c of the recommendation  
ERA-REC-07-2013/REC] 
For OTMs the starting procedure shall be perf ormed without additiona l trailer loads.  
6.2.2.3.  Pass-by noise 
The demonstration of conformity with the limit values on pass-by noise as set out in 
point 4.2.3 shall be carried out in accordance with point 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 section 6.2 of EN ISO 
3095:2013.  
However, it is permitted to carry out the test  on a track that does not comply with the 
reference track conditions in terms of acous tic 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 ar e 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 r ecorded in the techni cal file whether the 
measured noise levels are ‘com parable’ or ‘non-comparable’. 
The measured acoustic rail roughness values of the test track remain valid during a 
period starting 3 months before and ending 3 months after this measurement, provided 
that during this period no track maintenance ha s been performed which influences the rail 
acoustic roughness. 
The measured track decay rate values of the test track remain valid during a period 
starting 1 year before and endi ng 1 year after this measuremen t, provided that during this 
period no track maintenance has been performe d which influences the track decay rates. 10 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 mainte nance having an impact on noise.  
Furthermore, it is permitted to carry out test s at speeds equal to or  higher than 250 km/h 
on slab tracks. In this case the limit values shal l 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 provi sion in sectio ns 6.1, 6.3, 6.4, 
6.5, 6.6 and 6.7 (without 6.7.2) of EN ISO 3095:2013. Any comparison against limit 
values shall be carried out with results r ounded to the nearest integer decibel. Any 
normalisation shall be performed before roundi ng.  The detailed as sessment procedure is 
set out in the following points 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 th ree classes of maxi mum operational speed 
are distinguished: 
1. If the maximum operational speed of the un it is lower than or equal to 80 km/h, 
the pass-by noise shall be meas ured at its maximum speed v
max. This 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 sha ll 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. 
   L pAeq,Tp(80 km/h)  = L pAeq,Tp(vtest)  - 30*log (v test/80 km/h)   
  (1) 
   V test = Actual speed during the measurement  
3. If the maximum 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 spee d limit of 320 km/h. The measured pass-by noise value 
LpAeq,Tp(vtest) at 80 km/h shall 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 L pAeq,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. 
   L pAeq,Tp(250 km/h)  = L pAeq,Tp(vtest)  - 50*log(v test/250 km/h)  
   (2) 
   V test = Actual speed during the measurement  11 6.2.2.3.2.2 Wagons 
For wagons two classes of maximum ope rational speed are distinguished: 
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). This value shall not exceed the limit value 
LpAeq,Tp(80 km/h)  as set out in point 4.2.3. 
  L pAeq,Tp (APLref)  = L pAeq,Tp(vtest)  - 10*log(APL wag/0,225 m-1)  
   (3) 
   A P L wag = Number of axles divided by the length over the buffers 
[m-1] 
   V test = 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 a the reference 
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. 
  L pAeq,Tp (APLref, 80 km/h)  = L pAeq,Tp(vtest)  - 10*log(APL wag/0,225 m-1) – 
30*log(v test/80 km/h) (4) 
  A P L wag = Number of axles divided by the length over the buffers [m-1] 
  V test     = Actual speed during the measurement  
6.2.2.3.2.3 OTMs For OTMs the same assessment procedur e as set out in 6.2.2.3.2.1 applies. The 
measuring procedure shall be performed w ithout additional traile r loads. OTMs which 
are  
• solely braked by either composite brake blocks or disc brakes and 
• equipped with composite scrubbers, if scrubber blocks are fitted, 
are deemed to comply with the pass-by noise level requi rements in point 4.2.3 without 
measuring.  
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 EN 15892:2011. For OTMs the measuring procedure shall be perf ormed 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 evaluati on. The simplified evaluation consists of 12 acoustically comparing the unit under assessment to  an existing type (f urther referred to 
as the reference type) with doc umented noise characteristics.  
The simplified evaluation may be used for e ach of the applicable basic parameters 
“stationary noise”, “starting noise”, “pass- by noise” and “driver´s cab interior noise” 
autonomously and shall consist of providing ev idence that the effect s of the differences 
of the unit under assessment do not result in ex ceeding the limit values set out in section 
4.2.  
For the units under simplified evaluation, the pr oof of conformity shall include a detailed 
description of the noise rele vant changes compared to th e reference type. From this 
description, a simplified evaluation shall be performed. The estimated noise values shall 
include the uncertainties of the applied ev aluation method. The simplified evaluation can 
either be a calculation and/or simplified measurement.  
A unit certified on the basis of  the simplified evaluation met hod 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 the following: 
• Chapter 4 and for which the pass-by noise  results are marked ‘comparable’ or 
• Chapter 4 of Decision 2011/229/EU and fo r which the pass-by noise results are 
marked ‘comparable’ or  
• Chapter 4 of Decision 2006/66/EC or 
• Chapter 4 of Decision 2008/232/EC. 
In case of a wagon which parameters remain, compared to the reference type, within the 
permitted range of table 7 it is  deemed without further verification that the unit complies 
with the limit values on pass-by noi se as set out in point 4.2.3. 
Table 7: Permitted variatio n of wagons for the exempt ion from verification  
Parameter permitted variation (c ompared 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.  
Annex E of EN 13979-1:2011) 
Tare weight Only within the range of +20% / - 5% 
Brake block  Only if variation doe s not result in hi gher noise emission. 13 7. IMPLEMENTATION 
7.1. Application of this TSI to new subsystems  
The declaration of verification and/or conform ity to type of a new vehicle established in 
accordance with Decision 2011/229/EU or  with Decision 2008/232/EC shall be 
considered valid  
• for locomotives, EMUs, DMUs and coach es as described in point 7.1.1 of 
Regulation (EU) XXX/2014, 
• for wagons until 13 April 2016. 
7.2. Application of this TSI to renewed and upgraded subsystems 
If a MS considers that in accordance with Article 20(1) of Dir ective 2008/57/EC a new 
authorisation for placing in service is necessa ry, it shall be demonstrated that the noise 
levels of renewed or upgraded units remain below the limits set out in the TSI which were applicable when the unit in question wa s first authorised. If no TSI existed at the 
time of the first authorisation, it shall be dem onstrated that the noise levels of renewed or 
upgraded units are either not increased or remain below the limits set out in Decision 2006/66/EC or Decision 2002/735/EC.  
The demonstration shall be limited to the basic parameters affected by the 
renewal/upgrade. 
If the simplified evaluation is applied, then th e original unit may represent the reference 
unit in accordance with the provisions of point 6.2.3. 
The replacement of a whole unit or (a) vehicl e(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 identi cal to the ones they replace. 
If, during renewal or upgrading of a wagon, a wagon is being equipped with composite 
brake blocks and no noise sources are added to the wagon under assessment, then it shall 
be assumed that the requirements of point 4.2.3 are met without further testing. 
7.3. Specific cases 
7.3.1.  Introduction  
The specific cases, as listed in  point 7.3.2, are classified as 
• “P” cases: “permanent” cases.  
• “T” cases: “temporary” cases, where it is recommended that the target system is 
reached by 2020 (an objective se t in Decision 2010/661/EU). 14 7.3.2.  List of specific cases 
7.3.2.1.  General specific case  
Specific case Estonia, Finland, Latvia and Lithuania (“P”) For units from third countries with  1520mm wheel set gauge the application of 
national technical rules inst ead of the requirements in this TSI is permitted.  
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 fo r stationary noise L
pAeq,T [unit]  in table 2 may be raised up to 72 
dB. 
b) Specific case UK for Great Britain 
(“P”) For DMUs intended to operate solely on the railway network of Great Britain the 
limit value for stationary noise L pAeq,T [unit]   in table 2 may be raised up to 77 dB.  
This specific case does not appl y to DMUs intended to operate solely on the High Speed 
1 railway network. 
c) Specific case UK for Great Britain 
(“T”) For units intended to operate solely on the railway network of Great Britain the 
limit values  Li
pAeq,T  in table 2 considering the main air compressor do not apply.  The 
measured values shall be submitted to the NSA UK.  
This specific case does not apply to units inte nded to operate solely  on the High Speed 1 
railway network. 
7.3.2.3.  Limits for starting noise (point 4.2.2) 
a) Specific case Sweden  (“T”) For locomotives with to tal tractive power of more than 6 000 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. 
b) Specific case UK for Great Britain 
(“P”) For units specified in table 8 intended to operate solely on the railway network of 
Great Britain the limit value for starting noise L pAF,max  in table 3 may be raised up to the 
values set out in table 8. 15 Table 8: Limit values for starting nois e regarding a specific case UK for Great 
Britain 
Category of the rolling stock subsystem  LpAF,max  [dB] 
Electric locomotives with total tractive power P < 
4500 kW 83 
Diesel locomotives P < 2000 kW at the engine 
output shaft 89 
DMUs 85 
This specific case does not apply to units inte nded to operate solely  on the High Speed 1 
railway network. 
7.3.2.4.  Limits for pass-by noise (point 4.2.3) 
a) Specific case Sweden  (“T”) For locomotives with to tal tractive power of more than 6 000 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 table 4 
may be raised up to 85 dB. 16 Appendix A - Open points  
This TSI does not contain any open points 
 
Appendix B - Standards referred to in this TSI  
TSI Standard 
Characteristics to be assessed References to mandatory  
standards Chapter 
4.2.1 - - Stationary noise 
6.2.2.1 EN ISO 3095:2013 5 
4.2.2 - - Starting noise 
6.2.2.2 EN ISO 3095:2013 7 
4.2.3 EN ISO 3095:2013 6 Pass-by noise 
6.2.2.3 EN ISO 3095:2013 6 
4.2.4 - - Driver´s cab interior noise 
6.2.2.4 EN 15892:2011 all 
Simplified evaluation 6.2.3 EN 13979-1:2011 Annex E 
 
Appendix C Assessment of th e rolling stock subsystem  
  Characteristics to be 
assessed, as specified in section 4.2 Particular 
assessment 
procedure 
Element of the Rolling Stock  sub-
system Point Design
review Type 
Test Routine 
Test Point 
Stationary noise 4.2.1 X* X n.a. 6.2.2.1 
Starting noise 4.2.2 X* X n.a. 6.2.2.2 
Pass-by noise 4.2.3 X* X n.a. 6.2.2.3 
Driver´s cab interior noise 4.2.4 X* X n.a. 6.2.2.4 
* Only if the simplified evaluation in  accordance with point 6.2.3 is applied.