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II Acts whose publication is not obligatory

Commission

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            COMMISSION DECISION         

of 23 December 2005         

concerning the technical specification for interoperability relating to the subsystem ‘rolling stock — noise’ of the trans-European conventional rail system

(notified under document number C(2005) 5666)

(Text with EEA relevance)

(2006/66/EC)

THE COMMISSION OF THE EUROPEAN COMMUNITIES,

Having regard to the Treaty establishing the European Community,

Having regard to Directive 2001/16/EC of the European Parliament and of the Council of 19 March 2001 on the interoperability of the conventional rail system (1), and in particular Article 6(1) thereof,

Whereas:

HAS ADOPTED THIS DECISION:

Article 1

The Technical Specification for Interoperability (hereinafter referred to as the TSI) relating to the subsystem ‘noise’ of the trans-European conventional rail system referred to in Article 6(1) of Directive 2001/16/EC shall be as set out in the Annex to this Decision.

The TSI shall be fully applicable to the rolling stock of the trans-European conventional rail system as defined in Annex I to Directive 2001/16/EC.

Article 2

The TSI shall comprise a two-step approach, as specified in Chapter 7 of the Annex. Without prejudice to the regular revision mechanism provided for in Chapter 7, the Commission shall deliver to the Committee set up by Article 21 of Directive 96/48/EC, no later than seven years after the date on which this Decision becomes applicable, a report and, if needed, a proposal for revising section 7.2 of the Annex.

Article 3

Where agreements contain requirement relating to noise emission limits, Member States shall notify them to the Commission within six months of the entry into force of this Decision. The types of agreements to be notified shall be:

Article 4

The provisions of Decision 2004/446/EC concerning the basic parameters of the trans-European conventional rail system shall no longer apply as from the date on which this Decision becomes applicable.

Article 5

This Decision shall become applicable six months after the date of its notification.

Article 6

This Decision is addressed to the Member States.

Done at Brussels, 23 December 2005.

For the Commission

Jacques BARROT            

Vice-President

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(1)OJ L 110, 20.4.2001, p. 1. Directive as amended by Directive 2004/50/EC (OJ L 164, 30.4.2004, p. 114, corrected by OJ L 220, 21.6.2004, p. 40).

(2)OJ L 155, 30.4.2004, p. 1, corrected by OJ L 193, 1.6.2004, p. 1.

(3)OJ L 235, 17.9.1996, p. 6. Directive as last amended by Directive 2004/50/EC.

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ANNEX

Technical specification for interoperability relating to the subsystem ‘rolling stock — noise’ of the trans-European conventional rail

TRANS-EUROPEAN CONVENTIONAL RAIL SYSTEM

Technical specification for interoperability

Subsystem: Conventional rolling stock

Scope: Noise

Aspect: Noise emitted by freight wagons, locomotives, multiple units and coaches

1.   INTRODUCTION

1.1.   Technical scope

This TSI concerns the rolling stock subsystem shown in the list in point 1 of Annex II to Directive 2001/16/EC.

Further information on the rolling stock subsystem is provided in Chapter 2.

This TSI covers noise emitted by freight wagons, locomotives, multiple units and coaches.

1.2.   Geographical scope

The geographical scope of this TSI is the trans-European conventional rail system as described in Annex I to Directive 2001/16/EC.

1.3.   Content of this TSI

In accordance with Article 5(3) of Directive 2001/16/EC, this TSI:

Moreover, in accordance with Article 5(5), provision may be made for specific cases for each TSI; these are indicated in Chapter 7.

Lastly, this TSI also comprises, in Chapter 4, the operating and maintenance rules specific to the scope indicated in points 1.1 and 1.2.

2.   DEFINITION OF SUBSYSTEM/SCOPE

2.1.   Definition of subsystem

The rolling stock that is the subject of this TSI comprises locomotives, multiple units, freight wagons, and coaches likely to travel on all or part of the trans-European conventional rail network. Freight wagons include rolling stock designed to carry lorries.

This rolling stock include those designed for international use and those designed for national (specific) use only, taking due account of the local, regional or long distance use of the stock.

The rolling stock subsystem TSI noise includes limits for stationary noise, starting noise, pass-by noise and interior noise for driver's cabs caused by conventional rolling stock.

2.2.   Interfaces of subsystem

This noise TSI has interfaces with:

3.   ESSENTIAL REQUIREMENTS

3.1.   General

In the scope of the present TSI, fulfilment of relevant essential requirements quoted in Chapter 3 of this TSI will be ensured by the compliance with the specifications described in Chapter 4 for the subsystem, as demonstrated by a positive result of the assessment of the verification of the subsystem, as described in Chapter 6.

Nevertheless, if part of the essential requirements are covered by national rules because of:

the corresponding conformity assessment shall be carried out according to procedures under the responsibility of the Member State concerned.

According to Article 4(1) of Directive 2001/16/EC, the trans-European conventional rail system, subsystems and interoperability constituents including interfaces shall meet the relevant essential requirements set out in Annex III to the Directive.

3.2.   Essential requirements

The essential requirements relate to:

These requirements include general requirements, and requirements specific to each subsystem.

3.3.   General essential requirements

3.3.1.   Environmental protection

Essential requirement 1.4.4 of Annex III to Directive 2001/16/EC: Operation of the trans-European conventional rail system must respect existing regulations on noise pollution.

As far as the rolling stock subsystem regarding noise emitted by rolling stock is concerned, this essential requirement is addressed by the specification of the subsections:

3.4.   Aspects relating to essential requirements specific for the rolling stock subsystem

The essential requirements specific for the rolling stock subsystem are not relevant as far as noise emitted by rolling stock is concerned.

4.   CHARACTERISATION OF THE SUBSYSTEM

4.1.   Introduction

The trans-European conventional rail system, to which Directive 2001/16/EC applies and of which the rolling stock subsystem is a part, is an integrated system whose consistency must be verified. This consistency must be checked in particular with regard to the specifications of the subsystem, its interfaces vis-à-vis the system into which it is integrated, as well as the operating and maintenance rules.

Taking account of all the applicable essential requirements, the rolling stock subsystem regarding Noise emitted by rolling stock is characterised in the present Chapter 4.

This TSI is applicable to new vehicles, and renewed or upgraded rolling stock if required by the provisions of Chapter 7.2.

Point 4.2 of this TSI is applicable only for the putting into service of rolling stock according Article (14)(1) or 14(3) of Directive 2001/16/EC.

4.2.   Functional and technical specifications of the subsystem

In light of the essential requirements in Chapter 3, the functional and technical specifications of the rolling stock subsystem regarding Noise emitted by rolling stock are as follows:

Infrastructure maintenance machines have to be considered as locomotives during transfer travel, but have not to comply with this TSI, when working.

4.2.1.   Noise emitted by freight wagons

Noise emitted by freight wagons subdivides into pass-by noise and stationary noise.

The pass-by noise of a freight wagon is highly influenced by its rolling noise (noise of the wheel/rail contact) which is a function of speed.

The rolling noise itself is caused by the combined wheel and rail roughness and by the dynamic behaviour of the track and wheel-set.

The parameter set for the characterisation of pass-by noise comprises:

Stationary noise of a freight wagon will only be of relevance if the wagon is equipped with auxiliary devices like engines, generators, cooling systems. It is mostly applicable to refrigerated wagons.

The parameters set for the characterisation of stationary noise comprise:

4.2.1.1.   Limits for pass-by noise

The indicator for pass-by noise is the A-weighted equivalent continuous sound pressure level LpAeq, Tp measured over the pass-by time at a distance of 7,5 m from the track centreline, 1,2 m above top of rail. Measurements shall be made in accordance to prEN ISO 3095:2001 except that the reference track shall meet the requirements stated in Annex A1.4. The reference track shall be made available in a non-discriminatory way.

The limiting values LpAeq,Tp for the pass-by noise of freight wagons under the conditions stated above are given in Table 1.

Table 1

Limiting values LpAeq,Tp for the pass-by noise of freight wagons

Apl is the number of axles divided by the length over buffers.

The pass-by noise of a train shall be measured at 80 km/h and at maximum speed, but less than 190 km/h. The values to be compared with the limits (see Table 1) is the maximum of the measured value at 80 km/h and the measured value taken at maximum speed but referred to 80 km/h by the equation LpAeq,Tp (80 km/h) = LpAeq,Tp(v)-30*log (v/80 km/h). Other speeds mentioned in the prEN ISO 3095:2001 shall not be considered.

4.2.1.2.   Limits for stationary noise

Stationary noise is to be described in terms of the A-weighted equivalent continuous sound pressure level LpAeq, T, according to prEN ISO 3095:2001, Chapter 7.5 with the deviations defined in Annex A. The limiting value for the stationary noise of freight wagons at a distance of 7,5 m from the track centreline of track and 1,2 m above the upper surface of the rails is given in Table 2. The indicator for the sound pressure level is LpAeq,T.

Table 2

Limiting value LpAeq,T for the stationary noise of freight wagons

The specified level for stationary noise is the energy-average of all measured values taken at the measuring points defined in Annex A.1.1 of this TSI.

4.2.2.   Noise emitted by locomotives, multiple units and coaches

4.2.2.1.   Introduction

Noise emitted by locomotives, multiple units and coaches subdivides into stationary noise, starting noise, and pass-by noise. The noise within driver's cabs is also considered.

The stationary noise is highly influenced by auxiliaries, such as cooling systems, air conditioning and compressors.

Starting noise is a combination of contributions from traction components such as diesel engines and cooling fans, auxiliaries and, sometimes, wheel slip.

Pass-by noise is highly influenced by the rolling noise, linked to the wheel/rail interaction, which is a function of speed.

The rolling noise itself is caused by the combined wheel and rail roughness and by the dynamic behaviour of the track and wheelset.

At lower speeds the noise of auxiliaries and traction equipment is also significant.

The emitted level of noise is characterised by:

The parameters set for the characterisation of stationary noise comprise:

Multiple units are fixed trainsets either with distributed power or with one or more dedicated power cars and coaches. Multiple units with electric traction are abbreviated as ‘EMUs’, while those with diesel traction are abbreviated as ‘DMUs’. In this TSI the wording ‘diesel’ or ‘diesel engine’ includes all forms of thermal engine that are used for traction. Fixed formation trains that consist of two locomotives and coaches cannot be considered as multiple units if the locomotive can operate in different train configurations.

4.2.2.2.   Limits for stationary noise

The limits for stationary noise are defined at a distance of 7,5 m from the centreline of the track, 1,2 m above the upper surface of the rails. The measuring conditions are defined by the standard prEN ISO 3095:2001 with the deviations defined in Annex A. The indicator for the sound pressure level is LpAeq,T. The limiting values for the noise emission of the vehicles under the conditions mentioned are given in Table 3.

Table 3

Limiting values LpAeq,T for the stationary noise of electric locomotives, diesel locomotives, EMUs, DMUs and passenger coaches

The specified level for stationary noise is the energy-average of all measured values taken at the measuring points defined in Annex A.1.1 of this TSI.

4.2.2.3.   Limits for starting noise

The limits for starting noise are defined at a distance of 7,5 m from the centreline of the track, 1,2 m above the upper surface of the rails. The measuring conditions are defined by the standard prEN ISO 3095:2001 with the deviations defined in Annex A1.2 The indicator for the sound level is LpAFmax. The limiting values for the starting noise of the vehicles under the conditions stated are given in Table 4.

Table 4

Limiting values LpAFmax for the starting noise of electric locomotives, diesel locomotives, EMUs and DMUs

4.2.2.4.   Limits for pass-by noise

The limits for pass-by noise are defined at a distance of 7,5 m from the centreline of the reference track, 1,2 m above the upper surface of the rails for a vehicle speed of 80 km/h. The indicator for the A weighted equivalent continuous sound level is LpAeq,Tp.

The measurements shall be carried out in accordance with prEN ISO 3095:2001 with deviations stated in Annexes A1.3 and A1.4. The reference track shall be made available in a non-discriminatory way.

The pass-by noise of a train shall be measured at 80 km/h and at maximum speed, but less than 190 km/h. Other speeds mentioned in the prEN ISO 3095:2001 shall not be considered. The value to be compared with the limits (see Table 5) is the greater of the measured value at 80 km/h and the measured value taken at maximum speed but normalised to 80 km/h by the equation.

LpAeq,Tp(80 km/h) = LpAeq,Tp(v)-30*log (v/80 km/h).

The limiting values for the noise emission of electric and diesel locomotives, EMUs, DMUs and passenger coaches under the conditions stated above are given in Table 5.

Table 5

Limiting values LpAeq,Tp for the pass-by noise of electric and diesel locomotives, EMUs, DMUs and passenger coaches

4.2.3.   Interior noise of locomotives, multiple units and driving trailers

The interior noise level of passenger vehicles is not considered to be a basic parameter. However, the noise level within the driver's cab is an important issue. Noise levels in the cab must be kept as low as possible, by limiting the noise at the source and by appropriate additional measures (acoustic insulation, sound absorption). The limiting values are defined in Table 6.

Table 6

Limiting values LpAeq,T for the noise within the driver's cab of electric and diesel locomotives, EMUs, DMUs and driving trailers

The measurements shall be done under the following conditions:

For the measurements at maximum speed, the microphone shall be positioned at the level of the driver's ear (in the seated position), at the centre of a horizontal plane extending from the front window panes to the rear wall of the cab.

For the measurements of the horn's impact, eight evenly spaced microphone positions around the position of the driver's head with a radius of 25 cm (in the seated position) shall be used, in a horizontal plane. The arithmetic mean of the eight values shall be assessed against the limit.

This table applies to drivers’ cabs. In any event, Directive 2003/10/EC of the European Parliament and the Council of 6 February 2003 on the minimum health and safety requirements regarding the exposure of workers to the risks arising from physical agents (noise) on has to be applied by railway undertakings and their staff, but the compliance with Directive 2003/10/EC does not concern the EC verification of rolling stock with drivers’ cabs.

4.3.   Functional and technical specifications of the interfaces

4.3.1.   Conventional rail rolling stock subsystem

The noise limits of this TSI emitted by freight wagons shall be taken as design parameter in Chapter 4.2.4 (Braking) and as part of the subsystem approval in Chapter 6.2 (Subsystem conventional rail rolling stock freight wagons) of the CR RST TSI into account.

4.3.2.   The locomotives, multiple units and coaches subsystems

These TSIs do not exist yet. With regard to the noise emitted by locomotives, multiple units and coaches, their design has to be compliant with the specified limits in Chapter 4 (characterisation of the subsystem) of these TSIs.

4.4.   Operating rules

In light of the essential requirements in Chapter 3, there are no operating rules specific to the subsystem rolling stock regarding noise emitted by rolling stock.

4.5.   Maintenance rules

See maintenance file, which is specified in Chapter 4.2.8 of the conventional rail rolling stock TSI.

4.6.   Professional qualifications

There are no additional requirements to existing European legislation and national ones compatible with European legislation on professional qualifications.

4.7.   Health and safety conditions

The lower exposure action values set up in Article 3 of Directive 2003/10/EC (17th individual directive within the meaning of Article 16(1) of Directive 89/391/EEC) are met with the present limits of interior noise in drivers’ cabs:

4.8.   Infrastructure and rolling stock registers

4.8.1.   Infrastructure register

Not applicable to this TSI.

4.8.2.   Rolling stock register

As far the subsystem rolling stock regarding noise emitted by rolling stock is concerned, the following information shall be included in the rolling stock register:

5.   INTEROPERABILITY CONSTITUENTS

5.1.   Definition

According to Article 2(d) of Directive 2001/16/EC, interoperability constituents are ‘any elementary component, group of components, subassembly or complete assembly of equipment incorporated or intended to be incorporated into a subsystem upon which the interoperability of the trans-European conventional rail system depends directly or indirectly. The concept of a constituent covers both tangible objects and intangible objects such as software.’                  

There are no interoperability constituents specified in this TSI.

6.   ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE OF THE CONSTITUENTS AND VERIFICATIONS OF THE SUBSYSTEM

6.1.   Interoperability constituents

Not applicable

6.2.   Subsystem rolling stock regarding noise emitted by rolling stock

6.2.1.   Assessment procedures

At the request of the contracting entity or its authorised representative within the Community, the notified body carries out the EC verification in accordance with Annex VI to Directive 2001/16/EC.

The contracting entity shall draw up the EC declaration of verification for the rolling stock subsystem including the noise aspect in accordance with Article 18(1) and Annex V to Directive 2001/16/EC.

6.2.2.   Modules

For the verification procedure of the noise requirements, as specified in Chapter 4, the contracting entity or its authorised representative established within the Community may chose the following modules:

These modules are described in Annex B of this TSI.

The conformity assessment of the noise requirements of freight wagons may be carried out in the same time than the verification procedures of the other requirements of freight wagons, which are specified in the conventional rail rolling stock TSI.

The module SD may only be chosen where the contracting entity, or the main contractors when involved, operate a quality management system for manufacture, final product inspection and testing, approved and surveyed by a notified body of their choice.

The module SH2 may only be chosen where the contracting entity, or the main contractors when involved, operate a quality management system for design, manufacture, final production inspection and testing, approved and surveyed by a notified body of their choice.

The following additional facts shall be taken into account for the use of the modules:

6.2.3.   Subsystem rolling stock aspect noise

For the subsystem rolling stock, aspect noise emitted by freight wagons, locomotives, multiple units and coaches, verification is based on this chapter.

Procedures for EC verification: Annex A of this TSI.

List of specifications, description of the testing procedures:

7.   IMPLEMENTATION

7.1.   General

The implementation of the TSIs must take into consideration the overall migration of the conventional rail network towards full interoperability.

In order to support this migration, the TSIs allow for staged, gradual application and coordinated implementation with other TSIs.

7.2.   TSI Revision

In conformity with Article 6(3) of Directive 2001/16/EC as modified by Directive 2004/50/EC, the Agency shall be responsible for preparing the review and updating of TSIs and making appropriate recommendations to the Committee referred to in Article 21 of this Directive in order to take account of developments in technology or social requirements. In addition, the progressive adoption and revision of other TSIs may also impact this TSI. Proposed changes to this TSI shall be subject to rigorous review and updated TSIs will be published on an indicative periodic basis of three years.

In any case the EC will deliver to ‘the Article 21 Committee’, at the latest seven years after the date of entry into force of this TSI, a report and, if needed, a proposal for revising this TSI about following issues:

7.3.   A two step approach

It is recommended that in the case of new rolling stock to be ordered 10 years after the entry into force of this TSI or to be put into service 12 years after the entry force of this TSI points 4.2.1.1 and 4.2.2.4 of this TSI are applied with a reduction of 5 dB(A) except for DMUs and EMUs. For both later cases the reduction is of 2 dB(A). This recommendation will serve only as a basis for revising points 4.2.1.1 and 4.2.2.4 in the context of the TSI revision process mentioned in point 7.2.

7.4.   Retrofitting programme for noise reduction

Given the long life-cycle of railway vehicles it is also necessary to take measures on the existing fleet of rolling stock, with priority for freight wagons, to foster a noticeable reduction of the perceived noise level within a reasonable time period. The Commission will take initiatives to discuss options for retrofitting of freight wagons with the relevant stakeholders to achieve a general agreement with the industry.

7.5.   Application of this TSI to new rolling stock

The specifications provided in this TSI apply for all new rolling stock within the scope of this TSI.

In the case of new wagons, the conventional rail rolling stock TSI must also be fully applied.

7.5.1.   Transitional period for external noise

It is allowable to apply limits 2 dB(A) higher than those stated in Chapters 4 and 7 of this TSI for external noise from electric locomotives, diesel locomotives, EMUs, DMUs and passenger coaches within a transitional period of 24 months starting from the date of entry into force of this TSI. This allowance is restricted to the case of:

7.5.2.   Starting noise

The starting noise limits may be raised by 2 dB(A) for all DMUs, with an engine power greater than 500 kW/engine, put into service during a transitional period of five years from the date of entry into force of this TSI. This is not additional to the 2 dB(A) of section 7.5.1.

7.5.3.   Noise within the driver's cab

It is allowable for the cab noise for new and existing designs at standstill during the sounding of the external warning horn to be raised by 2 dB(A) for the first three years starting from the date of entry into force of this TSI. This concerns the following cases:

7.5.4.   Exceptions for national, bilateral, multilateral or multinational agreements

7.5.4.1.   Existing agreements

Where agreements contain requirements related to noise, then Member States shall notify the Commission, within six months after the entry into force of this TSI, of the following agreements under which freight wagons, locomotives, DMUs, EMUs and coaches, related to the scope of this TSI are operated:

The compatibility of these agreements with EU legislation including their non discriminatory character and, in particular, this TSI, will be assessed and the Commission will take the necessary measures such as, for example, the revision of this TSI to include possible specific cases or transitional measures.

These agreements remain permitted until the necessary measures are taken including EU level agreements related to this TSI with Russian Federation and all the other CIS countries having a border with the EU.

The RIV Agreement and COTIF instruments shall not be notified because they are known.

7.5.4.2.   Future agreements or modification of existing agreements

Any future agreement or modification of existing agreements shall take into account EU legislation and, in particular, this TSI. Member States shall notify the Commission with such agreements/modifications. The same procedure as in point 7.5.4.1 then applies.

7.6.   Application of this TSI to existing rolling stock

7.6.1.   Renewal or upgrading of existing freight wagons

In the case of renewal or upgrading of freight wagons, the Member State, according to Article 14(3) of Directive 2001/16/EC as amended by the Directive 2004/50/EC, has to decide if a new authorisation of putting into service is needed. If the performance of the brake system of this wagon is changed by the renewal or upgrading and if a new authorisation of putting into service is needed, the requirement is that the pass-by level of this wagon shall comply with the relevant level indicated in Table 1 of point 4.2.1.1. If a wagon during renewal or upgrading is equipped with composite blocks and without adding additional noise sources to the wagon, it is to be assumed without testing that the values of point 4.2.1.1 are fulfilled.

An upgrading for noise emission reduction only is not mandatory, but if upgrading is done for another reason it has to be demonstrated that renewal or upgrading does not increase pass-by noise with respect to the performance of the vehicle before renewal or upgrading.

For stationary noise, it has to be demonstrated that retrofitting does not increase noise with respect to the performance of the vehicle before renewal or upgrading.

However, if a freight wagon will be during renewal or upgrading equipped with an additional noise source, than it has to fulfil the limit of point 4.2.1.2 (stationary noise).

Upgraded or renewed freight wagons, requiring new authorisation for putting into service within the meaning of Directive 2001/16/EC Article 14(3) shall comply with requirements of the conventional rail rolling stock TSI according to the provisions of point 7.3 of this TSI.

7.6.2.   Renewal or upgrading of locomotives, multiple units and coaches

It has only to be demonstrated that a renewed or upgraded vehicle does not increase noise with respect to the performance of the vehicle before renewal or upgrading.

7.7.   Specific cases

7.7.1.   Introduction

The following special provisions are permitted in the specific cases below.

These specific cases belong to two categories: the provisions apply either permanently (case P), or temporarily (case T). In temporary cases, it is recommended that the Member States concerned should conform with the relevant subsystem either by 2010 (case T1), an objective set out in Decision 1692/96/EC of the European Parliament and of the Council of 23 July 1996 on Community guidelines for the development of the trans-European transport network, or by 2020 (case T2).

7.7.2.   List of specific cases

7.7.2.1.   Limit for stationary noise, ‘strictly for use on the UK and Ireland networks only’

Category P — permanent

Table 7

Limiting values LpAeq,T for the stationary noise of DMUs

7.7.2.2.   Finland

Category T — temporary

In the territory of Finland, the limits for stationary noise in point 4.2.1.2 shall not be applied to wagons equipped with a diesel aggregate for electrical power supply higher than 100 kW when the aggregate is used. In this case the stationary noise limit may be raised by 7 dB(A) due to the temperature range down to — 40 oC together with freezing and icy conditions.

7.7.2.3.   Limits for starting noise, ‘strictly for use on the UK and Ireland networks only’

Category P — permanent

Table 8

Limiting values LpAFmax for the starting noise of electric locomotives, diesel locomotives and DMUs

7.7.2.4.   Limits for pass-by noise for freight wagons, in Finland, Norway, Estonia, Latvia and Lithuania

Category T1 — temporary

The noise emission limits for freight wagons are not valid for Finland, Norway, Estonia, Latvia and Lithuania. The reason for this is the safety aspects under Nordic winter conditions. This specific case is valid until the functional specification and assessment method for composite brake blocks are incorporated in the revised version of the conventional rail rolling stock TSI.

That does not preclude freight wagons from other member states from operating in Nordic and Baltic States.

7.7.2.5.   Specific case for Greece

Category T1 — temporary: rolling stock for track gauge 1 000 mm or less

For the existing isolated 1 000 mm gauge, which is not in the scope of this TSI, national rules shall apply.

7.7.2.6.   Specific case for Estonia, Latvia and Lithuania

Category ‘T1’ — temporary

The noise emission limits for all rolling stock (locomotives, coaches, EMUs and DMUs) are not valid for Estonia, Latvia and Lithuania until the revision of this TSI. In the meantime, measurement campaigns will be carried out in these States; the revision of this TSI shall take into account the results of these campaigns.

ANNEX A

MEASURING CONDITIONS

A.1.   DEVIATIONS FROM PREN ISO 3095:2001

A.1.1.   Stationary noise

The measurement of stationary noise shall be made according to prEN ISO 3095: 2001 with the following deviations (see Table A1).

Normal operation is defined by performance at an external temperature of 20 °C. Design parameters for forcing the operation in order to simulate 20 °C conditions are to be provided by the manufacturer.

Table A1

Stationary noise, deviations from prEN ISO 3095:2001

A.1.2.   Starting noise

The measurement of starting noise shall be made according to prEN ISO 3095:2001 with the following deviations (see Table A2).

Normal operation is defined by performance at an external temperature of 20 °C. Design parameters for forcing the operation to simulate 20 °C conditions are provided by the manufacturer.

Table A2

Starting noise, deviations from prEN ISO 3095:2001

A.1.3.   Pass-by noise

A.1.4.   Reference track for pass-by noise

The specifications of the reference track were studied only to allow the assessment of rolling stock against pass-by noise limits. This section specifies neither the design nor the maintenance nor the operating conditions of ‘normal’ tracks, which are not ‘reference’ tracks.

Approval of the reference track shall be made according to prEN ISO 3095:2001 with the following deviations:

Figure F1:

Rail roughness limit spectrum of the reference track
Text of image

1/3 octave bande roughness level, dB

re 1μm

20,0

17,1

15,0

15,0

13,0

Rail roughness

11,0

9,0

10,0

7,0

TSI+

4,9

5,0

2,9

0,9

-1,1

0,0

-3,2

-5,0

-5,0

-5,6

-6,2

-6,8

-7,4

-10,0

-8,0

-8,6

-9,2

-9,8

-10,4

-11,0

-15,0

0,500

0,400

0,315

0,250

0,200

0,160

0,125

0,100

0,080

0,063

0,050

0,040

0,032

0,025

0,020

0,016

0,013

0,010

0,008

0,006

0,005

0,004

0,003

Wavelength, m

Figure F2:

Vertical and lateral decay rate lower limit spectrum of the reference track
Text of image

TDR (dB/M)

10

6

6

3

3

2

2

1

0,8

0,8

0,8

TSI+ vertical TDR

TSI+ lateral TDR

0,5

0,5

0,2

0,2

0,1

80

100

125

160

200

250

315

400

500

630

800

1000

1250

1600

2000

2500

3150

4000

5000

Frequency (Hz)

A.2.   CHARACTERISATION OF THE DYNAMIC PERFORMANCES OF THE REFERENCE TRACKS

A.2.1.   Measurement procedure

The following procedure is to be applied successively in the lateral and vertical directions, on each track site to be characterised.

Two accelerometers are secured (glued or stud) on the rail, in the middle section between two sleepers (see Figure F3):

Figure F3:

Captor location on the rail cross section
Text of image

Fvertical

1

Flateral

2

Acceleromet

A measured force impulse is applied on the rail head, in each direction, with an instrumented hammer equipped with a tip of appropriate hardness to enable a good measurement of force and response in the frequency range (50; 6 000 Hz). (A hardened steel tip is required for the higher end of the frequency range and is usually, though not always sufficient, to apply enough force for the lower end frequency range. An extra measurement with a softer tip may be required.)

The (transfer) accelerance (acceleration/force frequency response function) or mobility (velocity/force) is measured in the vertical and lateral-transverse directions for force applied in the corresponding same direction at an array of locations at various distances along the rail (defined below). It is not necessary to measure the cross-terms (vertical force to lateral response or vice versa). If analogue integration is available for the accelerometer measurement, it has been found that a better quality of measurement is achieved if the frequency response function (FRF) of mobility is recorded rather than accelerance. This produces better quality of data at low frequency, where the measured response is very small compared with the high frequency, since it reduces the dynamic range of the data before recording or digitisation. An average FRF from at least four valid impulses should be taken. The quality of each measured FRF (reproducibility, linearity etc.) should be monitored using the coherence function. This should also be recorded.

The transfer FRFs should be made to the accelerometer mounting location from each of the locations indicated in Figure F4. The measurement locations can be divided into sets as the ‘point’ measurement location, the ‘near-field’ set and ‘far-field’ set as follows:

Figure F4:

Track decay rates — location of the excitation points
Text of image

Hammer impulse over the sleeper

Hammer impulse in between the sleepers

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Accelerometer position

Intersleeper index

15 16 20 24 30 36 42 48 54 66 67 68 (...)

0 1 2 3

Experience has shown that the variability of the results is such that the whole decay measurement should be repeated for another accelerometer location on the track site. A distance between the two accelerometer locations of about 10 metres is sufficient.

Since the decay rates are a function of the rail pad stiffness and rail-pad materials typically have significant temperature dependence, the temperature of the pad should be recorded during the measurement.

A.2.2.   Measurement system

Each sensor and acquisition system should have a calibration certificate, according to the EN ISO 17025 standard (1).

The whole measurement system should be calibrated before and after each series of measurement (and particularly in the case of a modification in the measurement system, acquisition, or measurement location).

A.2.3.   Data processing

The total sound power radiated from a rail excited into vibration is the product of the radiation ratio (radiation efficiency) of the rail and the squared velocity amplitude summed over the radiating area. If both vertical and lateral waves in the rail are assumed to decay exponentially from the excitation point (wheel contact) with distance along the rail then, A(z) ≈ A(0)e-βz where β is the decay constant for the amplitude of the response, A, with distance z along the rail from the excitation point. β can be converted to a decay rate expressed as dB per metre, Δ, as Δ=20log10(eβ)=8,686               β dB/m.
AText of image
This demonstrates the way in which the decay rate is in relation to the noise-radiation performance of the track structure. It should be expressed as a value in dB/m for each one-third octave frequency band.

The decay rate can, in principle, be evaluated as the slope of a graph of response amplitude in dB versus the distance z. In practice however, it is better to evaluate a decay rate based on a direct estimate of the summed response:

where zmax is the maximum measurement distance and the sum is carried out for the response measurement locations with Δz representing the interval between the mid-distance points to the measurement locations either side. The influence of the interval taken at for the measurement at zmax should be small but is prescribed here to be symmetrical about zmax.

Thus for the response averaged in each one-third octave frequency band, the decay rate is evaluated as:

It is clear from this that it is immaterial whether A represents the response in terms of accelerance or mobility since these only differ by the factor 2πf, where f is the frequency. The averaging of the spectrum over one-third octave frequency bands may be carried out either before the evaluation of the decay rate for the FRFs or afterwards on the function Δ(f). Notice that accurate measurement of A(0) is important as it appears as a constant factor in the summation. In fact this is the FRF most easily measured accurately. Experience has shown that there is no significant error introduced by the fact that near-field waves are not taken into account in this simple analysis.

This method of evaluation is robust for high rates of decay but may be subject to error if the practical value of zmax truncates the response in any one-third octave frequency band before a sufficient attenuation has taken place for the summation to zmax to represent a good approximation to the infinite integral. Thus a minimum decay rate that can be evaluated for a particular value of zmax is:

The evaluated decay rate should be compared with this value and if it is close to it the estimation of decay rate deemed unsafe. A value of zmax of about 40 m should be capable of evaluating a track decay rate that complies with the minimum specified in Figure F2. However, some incompliant tracks have significantly lower decay rates in some bands and to avoid the escalation of effort in measurement it may be necessary to resort to line-slope fitting for some bands. In the case of low decay rates, the response data tends to be free from some of the problems indicated above. They should be checked by plotting them together with the measured FRF versus distance, for each one-third-octave frequency band.

A.2.4.   Test report

The spatial TDR (vertical and transversal directions) should be presented for the third-octave frequency bandwidth, in a graph following the presentation specified in Pr EN ISO 3740 (2) and IEC 60263 (3) with a scale ratio between horizontal and vertical axles of 3/4, respectively for one octave bandwidth and a decay rate of 5 dB/m.

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(1)  EN ISO CEI 17025: General requirements for the competence of testing and calibration laboratories, 2000.

(2)  EN ISO 3740:2000: Acoustic — Determination of sound power levels of noise sources — Guidelines for the use of basic standards.

(3)  IEC 60263: Scales and sizes for plotting frequency characteristics and polar diagrams.

ANNEX B

MODULES FOR THE EC VERIFICATION OF SUBSYSTEMS –ASPECT NOISE

MODULES FOR THE EC VERIFICATION OF SUBSYSTEMS

B.1.   Module SB: Type examination

B.2.   Module SD: Production quality management system

B.3   Module SF: Product verification

B.4   Module SH2: Full quality management system with design examination

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(1)  The essential requirements are reflected in the technical parameters, interfaces and performance requirements, which are set out in Chapter 4 of the TSI.

(2)  This module could be used in the future when the TSIs of HS Directive 96/48/EC are updated.

(3)  In the module, ‘the contracting entity’ means ‘the subsystem contracting entity, as defined in the directive. or his authorised representative established within the Community’.

(4)  The relevant section of a TSI may define specific requirements in this regard.

(5)  The definition of an European specification is indicated in Directives 96/48/EC and 2001/16/EC. The guide for application of HS TSIs explains the way to use the European Specifications.

(6)  The essential requirements are reflected in the technical parameters, interfaces and performance requirements, which are set out in Chapter 4 of the TSI.

(7)  This module could be used in the future when the TSIs of HS Directive 96/48/EC are updated.

(8)  In the module, ‘the contracting entity’ means ‘the subsystem contracting entity, as defined in the Directive. or his authorised representative established within the Community’.

(9)  For the rolling stock TSI, the notified body may participate to the final in service test of locomotives or train set in the conditions specified in the relevant chapter of the TSI.

(10)  The essential requirements are reflected in the technical parameters, interfaces and performance requirements, which are set out in Chapter 4 of the TSI.

(11)  This module could be used in the future when the TSIs of HS Directive 96/48/EC are updated.

(12)  In the module, ‘the contracting entity’ means ‘the subsystem contracting entity, as defined in the directive. or his authorised representative established within the Community’.

(13)  The ‘main contractors’ refers to companies, whose activities contribute to fulfil essential requirements of the TSI. It concerns the company that can be responsible for the whole subsystem project or other companies only involved in a part of the subsystem project, (performing for example assembly or installation of the subsystem).

(14)  In particular, for the rolling stock TSI, the notified body will participate in the final in service testing of rolling stock or train set. This will be indicated in the relevant chapter of the TSI.

(15)  The essential requirements are reflected in the technical parameters, interfaces and performance requirements, which are set out in Chapter 4 of the TSI.

(16)  This module could be used in the future when the TSIs of HS Directive 96/48/EC are updated.

(17)  In the module, ‘the contracting entity’ means ‘the subsystem contracting entity, as defined in the Directive, or his authorised representative established within the Community’.

(18)  The presentation of the results of the tests can be at the same time as the application or later.

(19)  The definition of an European specification is indicated in Directives 96/48/EC and 2001/16/EC and in the guidelines for application of HS TSIs.

(20)  For the rolling stock TSI, the notified body may participate to the final in service test of rolling stock or train set in the conditions specified in the relevant chapter of the TSI.

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