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:

In accordance with Article 2(c) of Directive 2001/16/EC, the trans-European conventional rail system is subdivided into structural and functional subsystems.

In accordance with Article 23(1) of the Directive, the subsystem ‘noise’ needs to be covered by a technical specification for interoperability (TSI).

The first step in establishing a TSI is to have a draft TSI drawn up by the European Association for Railway Interoperability (AEIF) which was appointed as the joint representative body.

The AEIF has been given a mandate to draw up a draft TSI for the subsystem ‘noise’ in accordance with Article 6(1) of the Directive. The basic parameters for this draft TSI were adopted by Commission Decision 2004/446/EC of 29 April 2004 specifying the basic parameters of the noise, freight wagons and telematics applications for freight technical specifications for interoperability referred to in Directive 2001/16/EC (2) .

The draft TSI set up on the basis of the basic parameters was accompanied by an introductory report containing the cost-benefit analysis as provided for in Article 6(5) of the Directive.

The draft TSI has been examined by the Committee set up under Article 21 of Council Directive 96/48/EC of 23 July 1996 on the interoperability of the trans-European high-speed rail system (3) , in the light of the introductory report.

Directive 2001/16/EC and the TSIs do apply to renewals but not to maintenance-related replacements. However Member States are encouraged, when they are able to do so and where it is justified by the scope of the maintenance-related work, to apply the TSIs to maintenance-related replacements.

The TSI regarding rolling-stock noise should not demand the use of specific technologies or technical solutions except where this is strictly necessary for the interoperability of the trans-European conventional rail system.

The TSI is based on best available expert knowledge at the time of preparation of the relevant draft. Developments in technology, operational, safety or social requirements may make it necessary to amend or supplement the TSI. Where applicable, a review or updating procedure will be initiated in accordance with Article 6(3) of Directive 2001/16/EC.

To encourage innovation and in order to take into account the experience acquired, the TSI could be subject to revision at regular intervals. This provision is detailed in Chapter 7 of the TSI.

Conventional rail rolling stock currently operates under existing national, bilateral, multinational or international agreements. It is important that those agreements do not hinder current and future progress towards interoperability. To this end, it is necessary that the Commission examine those agreements in order to determine whether the TSI contained in the Annex needs to be revised accordingly.

In order to avoid any confusion, it is necessary to state that the provisions of Decision 2004/446/EC which concern the basic parameters of the trans-European conventional rail system shall not apply anymore.

The provisions of this Decision are in conformity with the opinion of the Committee as set up under Article 21 of Directive 96/48/EC,

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:

national agreements between the Member States and railway undertakings or infrastructure managers, agreed on either a permanent or a temporary basis and necessitated by the very specific or local nature of the intended transport service;

bilateral or multilateral agreements between railway undertakings, infrastructure managers or safety authorities which deliver significant levels of local or regional interoperability;

international agreements between one or more Member States and at least one third country, or between railway undertakings or infrastructure managers of Member States and at least one railway undertaking or infrastructure manager of a third country which deliver significant levels of local or regional interoperability.

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.

(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.

ANNEX

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

1. INTRODUCTION

1.1. TECHNICAL SCOPE

1.2. GEOGRAPHICAL SCOPE

1.3. CONTENT OF THIS TSI

2. DEFINITION OF SUBSYSTEM/SCOPE

2.1. DEFINITION OF SUBSYSTEM

2.2. INTERFACES OF SUBSYSTEM

3. ESSENTIAL REQUIREMENTS

3.1. GENERAL

3.2. ESSENTIAL REQUIREMENTS

3.3. GENERAL ESSENTIAL REQUIREMENTS

3.3.1. Environmental protection

3.4. ASPECTS RELATING TO ESSENTIAL REQUIREMENTS SPECIFIC FOR THE ROLLING STOCK SUBSYSTEM

4. CHARACTERISATION OF THE SUBSYSTEM

4.1. INTRODUCTION

4.2. FUNCTIONAL AND TECHNICAL SPECIFICATIONS OF THE SUBSYSTEM

4.2.1. Noise emitted by freight wagons

4.2.1.1. Limits for pass-by noise

4.2.1.2. Limits for stationary noise

4.2.2. Noise emitted by locomotives, multiple units and coaches

4.2.2.1. Introduction

4.2.2.2. Limits for stationary noise

4.2.2.3. Limits for starting noise

4.2.2.4. Limits for pass-by noise

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

4.3. FUNCTIONAL AND TECHNICAL SPECIFICATIONS OF THE INTERFACES

4.3.1. Conventional rail rolling stock subsystem

4.3.2. The locomotives, multiple units and coaches subsystems

4.4. OPERATING RULES

4.5. MAINTENANCE RULES

4.6. PROFESSIONAL QUALIFICATIONS

4.7. HEALTH AND SAFETY CONDITIONS

4.8. INFRASTRUCTURE AND ROLLING STOCK REGISTERS

4.8.1. Infrastructure register

4.8.2. Rolling stock register

5. INTEROPERABILITY CONSTITUENTS

5.1. DEFINITION

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

6.2.2. Modules

6.2.3. Subsystem rolling stock aspect noise

7. IMPLEMENTATION

7.1. GENERAL

7.2. TSI REVISION

7.3. A TWO STEP APPROACH

7.4. RETROFITTING PROGRAMME FOR NOISE REDUCTION

7.5. APPLICATION OF THIS TSI TO NEW ROLLING STOCK

7.5.1. Transitional period for external noise

7.5.2. Starting noise

7.5.3. Noise within the driver's cab

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

7.5.4.1. Existing agreements

7.5.4.2. Future agreements

7.6. APPLICATION OF THIS TSI TO EXISTING ROLLING STOCK

7.6.1. Renewal or upgrading of existing freight wagons

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

7.7. SPECIFIC CASES

7.7.1. Introduction

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’

7.7.2.2. Finland

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

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

7.7.2.5. Specific case for Greece

7.7.2.6. Specific case for Estonia, Latvia and Lithuania

ANNEX A: MEASURING CONDITIONS

A.1. DEVIATIONS FROM PREN ISO 3095:2001

A.1.1. STATIONARY NOISE

A.1.2. STARTING NOISE

A.1.3. PASS-BY NOISE

A.1.4. REFERENCE TRACK FOR PASS-BY NOISE

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

A.2.1. MEASUREMENT PROCEDURE

A.2.2. MEASUREMENT SYSTEM

A.2.3. DATA PROCESSING

A.2.4. TEST REPORT

ANNEX B: MODULES FOR THE EC VERIFICATION OF SUBSYSTEMS — ASPECT NOISE:

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

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:

(a) indicates its intended scope (part of the network or rolling stock referred to in Annex I to the Directive; subsystem or part of subsystem referred to in Annex II to the Directive) — Chapter 2;

(b) lays down essential requirements for each subsystem concerned and its interfaces vis-à-vis other subsystems — Chapter 3;

(c) establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis other subsystems. If necessary, these specifications may vary according to the use of the subsystem, for example according to the categories of line, hub and/or rolling stock provided for in Annex I to the Directive — Chapter 4.

(d) determines the interoperability constituents and interfaces covered by European specifications, including European standards, which are necessary to achieve interoperability within the trans-European conventional rail system — Chapter 5;

(e) states, in each case under consideration, the procedures for the assessment of conformity or suitability for use. This includes in particular the modules defined in Council Decision 93/465/EEC or, where appropriate, the specific procedures to be used to assess either the conformity or the suitability for use of interoperability constituents and ‘EC’ verification of subsystems — Chapter 6;

(f) indicates the strategy for implementing the TSI. In particular, it is necessary to specify the stages to be completed in order to make a gradual transition from the existing situation to the final situation in which compliance with the TSI shall be the norm — Chapter 7;

(g) indicates, for the staff concerned, the professional qualifications and health and safety conditions at work required for the operation and maintenance of the subsystem concerned, as well as for the implementation of the TSI — Chapter 4.

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:

— The freight wagon subsystem, the TSI of which belongs to the first priority TSIs according Article 23(1)(a) of Directive 2001/16/EC, with regard to: — pass-by noise, — stationary noise;

— The locomotives, multiple units and coaches subsystems, the TSIs of which do not belong to the first priority TSIs according Article 23(1)(b) of Directive 2001/16/EC and do not exist yet, with regard to: — stationary noise, — starting noise, — pass-by noise, — interior noise within the driver's cab, where applicable.

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:

— open and reserved points declared in the TSI,

— derogation under Article 7 of the Directive 2001/16/EC,

— specific cases described in point 7.6 of the present TSI,

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:

— safety,

— reliability and availability,

— health,

— environmental protection,

— technical compatibility.

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:

— Pass-by noise (basic parameter 4.2.1.1 and 4.2.2.4),

— Stationary noise (basic parameter 4.2.1.2 and 4.2.2.2),

— Starting noise (basic parameter 4.2.1.3),

— Interior noise of locomotives, multiple units and driving trailers (basic parameter 4.2.3).

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:

— stationary noise (basic parameters 4.2.1.2 and 4.2.2.2),

— starting noise (basic parameter 4.2.2.3),

— pass-by noise (basic parameters 4.2.1.1 and 4.2.2.4),

— interior noise of locomotives, multiple units and driving trailers (basic parameter 4.2.3).

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:

— sound pressure level, according to a defined measuring method.

— microphone position,

— speed of the wagon,

— rail roughness,

— dynamic and radiation behaviour of the track.

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:

— sound pressure level, according to a defined measuring method and microphone position,

— operating conditions.

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

Wagons LpAeq,Tp New wagons with an average number of axles per unit length (apl) up to 0,15 m-1 at 80 km/h < = 82 dB(A) Renewed or upgraded wagons according Article 14(3) of Directive 2001/16/EC with an average number of axles per unit length (apl) up to 0,15 m-1 at 80 km/h < = 84 dB(A) New wagons with an average number of axles per unit length (apl) higher than 0,15 m-1 up to 0,275 m-1 at 80 km/h < = 83 dB(A) Renewed or upgraded wagons according Article 14(3) of Directive 2001/16/EC with an average number of axles per unit length (apl) higher than 0.15 m-1 up to 0,275 m-1 at 80 km/h < = 85 dB(A) New wagons with an average number of axles per unit length (apl) higher than 0,275 m-1 at 80 km/h < = 85 dB(A) Renewed or upgraded wagons according Article 14(3) of Directive 2001/16/EC with an average number of axles per unit length (apl) higher than 0,275 m-1 at 80 km/h < = 87 dB(A)

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

Wagons LpAeq,T All freight wagons < = 65 dB(A)

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:

— Sound pressure level, according to a defined measuring method,

— Microphone position,

— Speed of the wagon,

— Rail roughness,

— Dynamic and radiation behaviour of the track.

The parameters set for the characterisation of stationary noise comprise:

— sound pressure level, according to a defined measuring method and microphone position,

— operating conditions.

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

Vehicles LpAeq,T Electric locomotives 75 Diesel locomotives 75 EMUs 68 DMUs 73 Passenger coaches 65

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

Vehicle LpAFmax Electric locomotives P < 4 500 kW at the rim 82 Electric locomotives P >/= 4 500 kW at the rim 85 Diesel locomotives P < 2 000 kW at the shaft 86 Diesel locomotives P >/= 2 000 kW at the shaft 89 EMUs 82 DMUs P < 500 kW/engine 83 DMUs P >/= 500 kW/engine 85

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

Vehicle LpAeq,Tp @ 7,5 m Electric locomotives 85 Diesel locomotives 85 EMUs 81 DMUs 82 Passenger coaches 80

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

Noise within the driver's cab LpAeq,T Measurement time interval T Standstill (during external acoustical warning with the maximum sound pressure of the horn, but less than 125 dB(A) at 5 m ahead of the vehicle in 1,6 m height above head of rail) 95 3 s Maximum speed, applicable for speeds less than 190 km/h. (open country without interior and exterior warnings) 78 1 min

The measurements shall be done under the following conditions:

— the doors and windows must be closed,

— the hauled loads must be equal to at least two-thirds of the maximum permissible value.

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

— wheel/rail contact parameters (wheel profile),

— wheel defects (wheel flats, out of roundness).

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:

— as regards peak values,

— and generally as regards average values, for standard operational conditions.

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:

— pass-by noise (basic parameters 4.2.1.1 and 4.2.2.4),

— stationary noise (basic parameters 4.2.1.2 and 4.2.2.2),

— starting noise (basic parameters 4.2.2.3),

— interior noise in the driver's cab.

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:

— either the type examination procedure (module SB) for the design and development phase, in combination with a module for the production phase: — either the production quality management system procedure (module SD), — or the product verification procedure (module SF); — or the full quality management system with design examination procedure (module SH2).

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:

— design phase: module SB, with reference to chapter 4.3 of the module, a design review is requested,

— production phase: the application of the modules SD, SF and SH2 for the production phase shall enable the conformity of the vehicles with the approved type as described in the type examination certificate. In particular the application shall demonstrate the manufacture and the assembly are realised with the same components and the same technical solutions than the approved type.

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:

— A1. Measuring conditions, deviations from prEN ISO 3095:2001

— A1.1. Stationary noise

— A1.2. Starting noise

— A1.3. Pass-by noise

— A1.4. Reference track for pass-by noise.

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:

1. an assessment of the implementation of the TSI, in particular costs and benefits;

2. the use of a continuous curve of limiting values LpAeq,Tp for the pass-by noise of freight wagons as a function of APL (axles per length), provided that it does not prevent technical innovation, in particular for rakes of wagons;

3. the second step pass-by noise limit values for wagons, locomotives, multiple units and coaches (see point 7.2), according to the results of accurate noise measurement campaigns, taking into account in particular technical progress and available technologies for both track and rolling stock and cost-benefit analyses;

4. a possible second-step starting noise limit values for diesel locomotives and multiple units;

5. the inclusion of infrastructure into the scope of the Noise TSI in coordination with the TSI Infrastructure;

6. the inclusion into the TSI of a monitoring scheme for wheel defects. Wheel defects have an impact on noise emission.

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:

— contracts already signed or under final phase of tendering procedure at the date of entry into force of this TSI, and options to these contracts to purchase additional vehicles, or

— contracts for purchasing new rolling stock of an existing design type signed during this transitional period.

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:

— contracts already signed or under final phase of tendering procedure at the date of entry into force of this TSI, and options to these contracts to purchase additional vehicles, or

— contracts for purchasing new rolling stock of a new and existing design type signed during this transitional period.

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:

(a) national, bilateral or multilateral agreements between Member States and railway undertakings or infrastructure managers, agreed on either a permanent or a temporary basis and necessitated by the very specific or local nature of the intended transport service;

(b) bilateral or multilateral agreements between railway undertakings, infrastructure managers or safety authorities which deliver significant levels of local or regional interoperability;

(c) international agreements between one or more Member States and at least one third country, or between railway undertakings or infrastructure managers of Member States and at least one railway undertaking or infrastructure manager of a third country, which deliver significant levels of local or regional interoperability.

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

Vehicles LpAeq,T DMUs 77

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

Vehicle for LpAFmax Electric locomotives less than 4 500 kW at the rim 84 Diesel locomotives Less than 2 000 kW at the shaft 89 DMUs P < 500 kW/engine 85

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 Point (prEN ISO 3095: 2001) Subject Deviation (marked in bold, italic characters) 6.2.3 Microphone positions, measurements on stationary vehicles Measurements shall be made according to prEN ISO 3095:2001 Annex A, Figure A.1. 6.3.1 Vehicle conditions Fouling on grilles, filters and fans shall be removed before the measurements. 7.5.1 General The measuring time is to be 60 s. 7.5.2 Coaches, wagons and electric power units All equipment that can operate with the vehicle stationary, including the main traction equipment where relevant , but excluding the brake air compressor, shall be operating. The auxiliary equipment shall be operated at normal load. 7.5.3.1 Power units with internal combustion engines Engine idling unloaded, fan at normal speed, auxiliary equipment with normal load, brake air compressor not operating . 7.5.3.2 Power units with internal combustion engines This clause is not relevant for Diesel locomotives and DMUs 7.5.1 Measurements on stationary vehicles, general The sound level of the stationary noise is the energy average of all measured values taken at the measurement points according to prEN ISO 3095:2001 Annex A, Figure A.1. 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 Point (prEN ISO 3095:2001) Subject Deviation (marked in bold, italic characters) 6.1.2 Meteorological Conditions Measurements on accelerating vehicles shall be made only if the rail is dry. 6.3.1 Vehicle conditions Fouling on grilles, filters and fans shall be removed before the measurements. 6.3.3 Doors, windows, auxiliary equipment Tests on accelerating trains shall be performed with all auxiliary equipment operating at normal load. The sound emission of brake air compressors shall not be taken into account. 7.3.1 General Tests have to be performed with maximum tractive effort without wheel spin and without macro slip. If the train under test does not comprise a fixed formation, the load has to be defined. It shall be typical of the normal service. 7.3.2 Trains with an individual power unit Tests on accelerating trains shall be performed with all auxiliary equipment operating at normal load. The sound emission of the brake air compressors shall not be taken into account. A.1.3. Pass-by noise Point (prEN ISO 3095:2001) Subject Deviation (marked in bold, italic characters) 6.2 Microphone position There will be no track in-between the running track and the microphone 6.3.1 Vehicle conditions Fouling on grilles, filters and fans shall be removed before the measurements. 7.2.3 Test procedure A tachometer shall be used such that the speed is sufficiently accurately measured for pass-by, with train speed not in the range ±3 % of the stated test speed to be correctly identified as being outside that range and rejected. Minimum tractive effort to maintain a constant speed shall be maintained for at least 60 s before, and during, the pass-by measurement 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: — the rail roughness shall lie below the limit spectrum as defined in figure F1. This limiting curve replaces the specification of prEN ISO 3095:2001, point 6.4.2 (figure 4), Annex C ‘Procedure for determining the rail rough ness limit spectrum’. Annex D ‘Rail roughness measurement specifications’, is only applicable in its paragraphs D.1.2 (direct acquisition method) and D.2.1 (Processing of roughness data — Direct measurement), with the following devia tions and D4 (data presentation): Point (prEN ISO 3095:2001) Subject Deviation (marked in bold, italic characters) D.1.2.2 Direct roughness measurement The wavelength bandwidth should be at least (0,003; 0,10) metre The number of traces used to characterise the roughness will be chosen with regard to the actual rolling surface. The number of traces should be consistent with: — the actual contact position, and — the actual width of the rolling surface (running band), such that only the traces which are inside the actual width of the rolling surface are taken into account in the roughness averaging of the overall roughness. Without a technical justification of these two parameters, the Pr EN ISO 3095:2001 point D.1.2.2 is applicable D.2.1 Direct measurement The one-third-octave band wavelength roughness spectra shall be processed from the quadratic mean of each spectrum from the elementary reference track sections. These methods, used in the NOEMIE project, have been shown to produce consistent results in the case of tracks fulfilling the proposed rail roughness limits. However, any other available and proven direct method, which can produce comparable results, can be used, — the dynamic behaviour of the reference track (test track) shall be described by the vertical and lateral ‘track decay rates (TDRs)’, which quantify the attenuation of rail vibration with distance along the track. The method of measurement used in the NOEMIE project is presented in point A.2. It showed its ability to properly discriminate the track dynamic characteristics. The use of an equivalent track characterisation measurement method is also permitted, if available and proven. In that case, the track vertical and lateral decay rates of the test track must be shown to be equivalent to those of the track type mentioned in this TSI, measured in accor dance with the specification sheet presented in point A.2. The decay rates of the reference track shall lie above the lower limits given in Figure F2, — the reference track shall have consistent superstructure over a minimum length of 100 m. The measured track decay rates must pertain to 40 m on each side of the microphone position. The check of the roughness shall be carried out according prEN ISO 3095:2001. Figure F1: Rail roughness limit spectrum of the reference track Figure F2: Vertical and lateral decay rate lower limit spectrum of the reference track 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): — one in the vertical direction on the longitudinal axis of the rail, positioned on the rail head (preferred), or under the rail foot, — the other in the transversal direction, positioned on the external face of the rail head. Figure F3: Captor location on the rail cross section 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: — the location index 0 is associated with the mid-point of the first sleeper bay. When the impulse is applied at this point (practically, as close to this point as possible), the point FRF is measured. — the near-field measurements are carried out by applying the impulse, starting with the point FRF, at quarter sleeper spacing up to the end of sleeper bay 2, thence at half-sleeper spacing up to the middle of sleeper bay 4 and then at each mid-sleeper position up to sleeper bay 8. — the far-field measurement use impulse locations from a distance of sleeper bay 8 from the accelerometer position outwards at the inter-sleeper positions, with the indices: 10, 12, 16, 20, 24, 30, 36, 42, 48, 54, 66, etc. as shown in Figure F4. The measurements need only be taken up to the point at which the response at all frequencies in the range becomes insignificant (with respect to the measurement noise). The coherence function provides a guide to this. Ideally, the response level in each one- third octave band should be at least 10 dB below the level of the same band at location 0. Figure F4: Track decay rates — location of the excitation points 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 )=8,686β dB/m. If A refers to the velocity response then the sound power emitted from the track is proportional to . This quantity is simply related to the decay rate, either for vertical or lateral waves, by: (A2.1) 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: (A2.2) 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: (A2.3) 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: (A2.4) 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. (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.