ANNEX

Technical specifications of interoperability relating to the subsystem ‘rolling stock – noise’ of the trans-European conventional rail system

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/scope

2.1.1.

Self propelling thermal or electric trains

2.1.2.

Thermal or electric traction units

2.1.3.

Passenger carriages

2.1.4.

Freight wagons, including vehicles designed to carry lorries

2.1.5.

Mobile railway infrastructure construction and maintenance equipment

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

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

4.2.2.

Noise emitted by locomotives, multiple units, coaches and OTMs.

4.2.3.

Interior noise of locomotives, multiple units and coaches fitted with a cab

4.3.	Functional and technical specifications of the interfaces

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

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

6.1.	Interoperability constituents

6.2.	Subsystem rolling stock regarding noise emitted by rolling stock

6.2.1.

Assessment procedures

6.2.2.

Modules

6.2.3.

Verification methods specific to noise aspects of rolling stock

6.2.4.

Units requiring EC certification against the HS RST TSI and against this TSI

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.

Starting noise

7.5.2.

Exceptions for national, bilateral, multilateral or multinational 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, coaches and OTMs

7.7.	Specific cases

7.7.1.

Introduction

7.7.2.

List of specific cases

APPENDIX A:

REFERENCE TRACK DEFINITION

APPENDIX B:

SMALL DEVIATION CALCULATION METHOD

APPENDIX C:

MEASUREMENT DETAILS FOR STATIONARY NOISE MEASUREMENTS

APPENDIX D:

MEASUREMENT DETAILS FOR STARTING NOISE MEASUREMENTS

APPENDIX E:

MEASUREMENT DETAILS FOR PASS-BY NOISE MEASUREMENTS

APPENDIX F:

MEASUREMENT DETAILS FOR INTERIOR CAB NOISE MEASUREMENTS

APPENDIX G:

GENERAL INFORMATION AND DEFINITIONS RELATED TO NOISE TESTING

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 conventional rail rolling stock subsystem as defined in Annex II to Directive 2008/57/EC. Further information on the rolling stock subsystem is provided in Section 2.

This TSI covers noise emitted by rolling stock in the scope of this TSI.

1.2.   Geographical scope

The geographical scope of this TSI is the trans-European conventional rail system as described in Annex I to Directive 2008/57/EC.

1.3.   Content of this TSI

In accordance with Article 5(3) of Directive 2008/57/EC, this TSI:

(a)	indicates its intended scope (Section 2);

(b)	lays down essential requirements for the concerned rolling stock domain and for its interfaces vis-à-vis other subsystems (Section 3);

(c)	establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis other subsystems (Section 4);

(d)	states, in each case under consideration, which procedures are to be used in order for the ‘EC’ verification of the subsystems (Section 6);

(e)	indicates the strategy for implementing this TSI (Section 7);

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

This TSI does not contain specifications related to interoperability constituents.

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

2.   DEFINITION OF SUBSYSTEM/SCOPE

2.1.   Definition of subsystem/scope

The rolling stock that is the subject of this TSI comprises the units defined in this clause which are likely to travel on all or part of the trans-European conventional rail network. The present TSI includes limits for stationary noise, starting noise, pass-by noise and driver’s cab interior noise.

2.1.1.   Self propelling thermal or electric trains

This type of unit includes any passenger train, consisting of one or more vehicles, in fixed or pre-defined formation. Thermal or electric traction equipment is installed in some (or all) vehicles of the train, and the train is fitted with at least one driver’s cab.

This type is further referred to as multiple units.

Examples of multiple units: trainset, electric and/or diesel multiple unit, railcar.

2.1.2.   Thermal or electric traction units

This type of unit includes traction vehicles that are not capable of carrying a payload, such as thermal or electric locomotives or power heads. These vehicles are intended for freight or/and passenger transport.

This type is further referred to as locomotives.

Examples of locomotives: locomotive, shunter, power head, power car.

2.1.3.   Passenger carriages

This type of unit includes non-traction vehicles carrying passengers and/or luggage and operated in a variable formation with vehicles from the category ‘thermal or electric traction units’ defined above to provide the traction function.

This type is further referred to as coaches.

Examples of coaches: coach, driving coach, van, driving trailer and car carriers when intended to be used in passenger trains.

2.1.4.   Freight wagons, including vehicles designed to carry lorries

This type of unit includes non-traction vehicles intended to carry freight and not intended to accommodate human beings during operation.

This type is further referred to as freight wagons, or wagons.

2.1.5.   Mobile railway infrastructure construction and maintenance equipment

This type of unit falls within the scope of this TSI only when it has all the following characteristics:

(a)	it is running on its own rail wheels,

(b)	it is designed to have characteristics necessary for the operation of track based train detection systems,

(c)	it is in transport (running) configuration on its own rail wheels, self-propelled or hauled.

Working configuration is outside the scope of this TSI.

This type of unit is further referred to as OTMs. OTM units shall meet the requirements as set out for locomotives in this TSI.

2.2.   Interfaces of subsystem

This noise TSI has interfaces with:

(a)	The freight wagon category, with regard to: — pass-by noise, — stationary noise,

(b)	The locomotives, multiple units, OTMs and coaches categories, with regard to: — stationary noise, — starting noise (not applicable to coaches), — pass-by noise, — interior noise within the driver’s cab, where applicable,

3.   ESSENTIAL REQUIREMENTS

3.1.   General

The fulfilment of relevant essential requirements listed in Section 3 of this TSI shall be ensured by the compliance with the specifications set out in Section 4 for the subsystem, as demonstrated by a positive result of the assessment of the verification of the subsystem, as set out in Section 6.

However the corresponding conformity assessment shall be carried out in accordance with procedures under the responsibility of the Member State concerned, if part of the essential requirements is covered by national rules because of:

(a)	open and reserved points declared in the TSI,

(b)	a derogation under Article 9 of the Directive 2008/57/EC,

(c)	specific cases described in point 7.7 of the present TSI,

3.2.   Essential requirements

The essential requirements relate to:

(a)

safety,

(b)	reliability and availability,

(c)

health,

(d)	environmental protection,

(e)	technical compatibility.

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

3.3.   General essential requirements

3.3.1.   Environmental protection

Operation of the trans-European conventional rail system must respect existing regulations on noise pollution in accordance with the essential requirement in point 1.4.4 of Annex III to Directive 2008/57/EC.

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:

(a)	Pass-by noise (basic parameter in points 4.2.1.1 and 4.2.2.4),

(b)	Stationary noise (basic parameter in points 4.2.1.2 and 4.2.2.2),

(c)	Starting noise (basic parameter in point 4.2.2.3),

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

4.   CHARACTERISATION OF THE SUBSYSTEM

4.1.   Introduction

The trans-European conventional rail system, to which Directive 2008/57/EC applies and of which the rolling stock subsystem is a part, is an integrated system whose consistency shall be verified. This consistency shall be checked in particular with regard to the specifications of the subsystem, its interfaces in relation to 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 described in this section.

This TSI is applicable to new vehicles, and renewed or upgraded rolling stock if required by the provisions of Section 7.

Appendix G provides general information and definitions related to noise testing. When not described in this TSI the relevant EN standards shall be used with regards to terms, definitions, instrumentation and calibration, quality of the measurements, test report requirements and other general information related to the noise testing.

4.2.   Functional and technical specifications of the subsystem

In the light of the essential requirements listed in Section 3, the functional and technical specifications of the rolling stock subsystem regarding Noise emitted by rolling stock shall be as follows:

(a)	stationary noise (basic parameters in points 4.2.1.2 and 4.2.2.2),

(b)	starting noise (basic parameter in point 4.2.2.3),

(c)	pass-by noise (basic parameters in points 4.2.1.1 and 4.2.2.4),

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

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 acoustic roughness and by the dynamic behaviour of the track and wheel-set.

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

(a)	sound pressure level, according to a defined measuring method.

(b)	microphone position,

(c)	speed of the wagon,

(d)	track conditions (e.g. rail acoustic roughness, vertical and lateral track decay rates.)

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

The parameters set for the characterisation of stationary noise comprise:

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

(b)	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 centre of the track, 1,2 m above top of rail.

Measurements shall be made in accordance with Appendix E.

The measured pass-by noise levels shall comply with the values as set out in table 1 when measured on track complying with Appendix A. It is permitted to carry out the test on track that does not comply with Appendix A and if the noise levels do not exceed the values shown in table 1, there is a presumption of conformity to this requirement.

The following conditions of the track on which the pass-by noise measurement is performed shall be measured and recorded:

(a)	the vertical and lateral track decay rate in accordance with EN 15461

(b)	the track acoustic roughness in accordance with EN 15610.

If the track on which the measurements were performed did meet the reference conditions as set out in Appendix A, or if the acceptance criterion of Appendix B is met, the measured values shall be marked ‘comparable’. Otherwise the measured values shall be marked ‘non-comparable’.

An entry shall be recorded in the technical file and in the ERATV if the measured values are ‘comparable’ or ‘non-comparable’. Measured values of noise, as well as corresponding track quality shall be saved in the technical file for later evaluation of correspondence between vehicle and track noise for both comparable and non-comparable data.

The measured acoustic rail roughness shall remain valid during a period starting 3 months before the measurement and ending 3 months after the measurement, provided that during this period no track maintenance has been performed which influences the rail acoustic roughness.

The measured track decay rates shall remain valid during a period starting 1 year before the measurement and ending 1 year after the measurement, provided that during this period no track maintenance has been performed which influences the track decay rates.

If beyond the limits of these periods, the same stretch of track is used again for pass-by noise measurements, it is necessary to measure the acoustic roughness or decay rates again. Proof shall be provided in the technical file that the track data related to the type’s pass-by noise measurement were valid during the day(s) of testing, e.g. by providing the date of last maintenance having an impact on noise.

Table 1

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

Wagons	LpAeq,Tp in dB
New wagons with an average number of axles per unit length (apl) up to 0,15 m-1 at 80 km/h	82
Renewed or upgraded wagons according Article 20 of Directive 2008/57/EC with an average number of axles per unit length (apl) up to 0,15 m-1 at 80 km/h	84
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
Renewed or upgraded wagons according Article 20 of Directive 2008/57/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
New wagons with an average number of axles per unit length (apl) higher than 0,275 m-1 at 80 km/h	85
Renewed or upgraded wagons according Article 20 of Directive 2008/57/EC with an average number of axles per unit length (apl) higher than 0,275 m-1 at 80 km/h	87

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

If the maximum operational speed of the unit is lower than 80 km/h, the unit shall be tested at this maximum speed, the pass-by noise limits for 80 km/h apply without any correction. Otherwise the pass-by noise of a unit shall be measured at 80 km/h and at v (where v = 190 km/h or the maximum operational speed for which the unit is designed, if this maximum speed is lower than 190 km/h). The value 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).

4.2.1.2.   Limits for stationary noise

Stationary noise shall be described in terms of the A-weighted equivalent continuous sound pressure level LpAeq, T.

Measurements shall be made in accordance with Appendix C.

The limiting value for the stationary noise of freight wagons at a distance of 7,5 m from the centre of the track and 1,2 m above top of rail 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 in dB
All freight wagons	65

4.2.2.   Noise emitted by locomotives, multiple units, coaches and OTMs

4.2.2.1.   Introduction

In line with point 2.1.5, OTMs shall be assessed against the requirements for locomotives. Where applicable, the category of locomotive (electric, diesel) of which the requirements shall be used, shall correspond to the traction equipment installed in the OTM. If the OTM is diesel engine powered, it shall correspond to diesel locomotives with P >/= 2 000 kW at the engine output shaft. If the OTM is not equipped with traction equipment, measurement conditions of coach/wagon should be used (no starting noise test) but the limit values for locomotives shall be applied.

Noise emitted by locomotives, multiple units and coaches subdivides into stationary noise, starting noise, and pass-by noise. The noise within a driver’s cab is a parameter for units equipped with a driver’s cab.

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, cooling fans and auxiliaries.

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:

(a)	Sound pressure level, according to a defined measuring method,

(b)	Microphone position,

(c)	Speed of the unit,

(d)	Rail roughness,

(e)	Dynamic and radiation behaviour of the track.

The parameters set for the characterisation of stationary noise comprise:

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

(b)	operating conditions.

4.2.2.2.   Limits for stationary noise

The limits for stationary noise are defined at a distance of 7,5 m from the centre of the track, 1,2 m above top of rail. 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.

Measurements shall be made in accordance with Appendix C.

Table 3

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

Vehicles	LpAeq,T in dB
Electric locomotives and OTMs with electric traction	75
Diesel locomotives and OTMs with diesel traction	75
EMUs	68
DMUs	73
Coaches	65

The specified level for stationary noise is the energy-average of all measured values taken at the measuring points defined in Appendix C.

4.2.2.3.   Limits for starting noise

The limits for starting noise are defined at a distance of 7,5 m from the centre of the track, 1,2 m above top of rail.

Measurements shall be made in accordance with Appendix D.

For OTMs the starting procedure shall be performed without additional trailer loads. 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, OTMs, EMUs and DMUs

Vehicle	LpAFmax in dB
Electric locomotives P < 4 500 kW at the rail wheel	82
Electric locomotives P >/= 4 500 kW at the rail wheel and OTMs with electric traction	85
Diesel locomotives P < 2 000 kW at the engine output shaft	86
Diesel locomotives P >/= 2 000 kW at the engine output shaft and OTMs with diesel traction	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 centre of the track, 1,2 m above top of rail for a vehicle speed of 80 km/h. The indicator for the A weighted equivalent continuous sound level is LpAeq,Tp.

Measurements shall be made in accordance with Appendix E.

The Measured pass-by noise levels shall comply with the values as set out in table 5 when measured on track complying with Appendix A. It is permitted to carry out the test on track that does not comply with Appendix A and if the noise levels do not exceed the values shown in table 5, there is a presumption of conformity to this requirement.

The following conditions of the track on which the pass-by noise measurement is performed shall be measured and recorded:

(a)	the vertical and lateral track decay rate in accordance with EN 15461

(b)	the track acoustic roughness in accordance with EN 15610.

If the track on which the measurements were performed did meet the reference conditions as set out in Appendix A, or if the acceptance criterion of Appendix B is met, the measured values shall be marked ‘comparable’. Otherwise the measured values shall be marked ‘non-comparable’.

An entry shall be recorded in the technical file and in the ERATV if the measured values are ‘comparable’ or ‘non-comparable’. Measured values of noise as well as corresponding track quality shall always be saved in the technical file for later evaluation of correspondence between vehicle and track noise for both comparable and non-comparable data.

The measured acoustic rail roughness shall remain valid during a period starting 3 months before the measurement and ending 3 months after the measurement, provided that during this period no track maintenance has been performed which influences the rail acoustic roughness.

The measured track decay rates shall remain valid during a period starting 1 year before the measurement and ending 1 year after the measurement, provided that during this period no track maintenance has been performed which influences the track decay rates.

If beyond the limits of these periods, the same stretch of track is used again for pass-by noise measurements, it is necessary to measure the acoustic roughness or decay rates again. Proof shall be provided in the technical file that the track data related to the type’s pass-by noise measurement were valid during the day(s) of testing, e.g. by providing the date of last maintenance having an impact on noise.

If the maximum operational speed of the unit is lower than 80 km/h, the unit shall be tested at this maximum speed, the pass-by noise limits for 80 km/h apply without any correction. Otherwise the pass-by noise of a unit shall be measured at 80 km/h and at v (where v = 190 km/h, or the maximum operational speed for which the unit is designed, if this maximum speed is lower than 190 km/h). 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 coaches under the conditions stated above are given in Table 5. For OTMs the measuring procedure shall be performed without additional trailer loads.

Table 5

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

Vehicle	LpAeq,Tp in dB
Electric locomotives and OTMs with electric traction	85
Diesel locomotives and OTMs with diesel traction	85
EMUs	81
DMUs	82
Coaches	80

OTMs which are solely braked by either composite brake blocks or disc brakes, are deemed to comply with the pass-by noise level requirements in table 5 without measuring. This applies also if these vehicles are equipped with composite scrubbers.

4.2.3.   Interior noise of locomotives, multiple units and coaches fitted with a cab

As addressed in point 2.1.5, OTMs shall be assessed against the requirements for locomotives.

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. For OTMs the measuring procedure shall be performed without additional trailer loads.

Measurements shall be made in accordance with Appendix F.

Table 6

Limiting values LpAeq,T for the noise within the driver’s cab of electric and diesel locomotives, OTMs, EMUs, DMUs and coaches fitted with a cab

Noise within the driver’s cab	LpAeq,T in dB	Measurement time interval T in seconds
Standstill (during external acoustic 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 top of rail)	95	3
Maximum speed, applicable for speeds less than 190 km/h. (open country without interior and exterior warnings)	78	60

This table applies to drivers’ cabs. In any event, Directive 2003/10/EC of the European Parliament and of 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) (1) 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

This TSI is part of the framework of TSIs which set requirements to the CR rolling stock subsystem.

4.4.   Operating rules

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

4.5.   Maintenance rules

(a)	wheel/rail contact parameters (wheel profile),

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

See maintenance file, which is specified in the conventional rail rolling stock TSIs.

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 Council Directive 89/391/EEC (2)) are met with the present limits of interior noise in drivers’ cabs:

(a)	as regards peak values,

(b)	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:

(a)

pass-by noise (basic parameters in points 4.2.1.1 and 4.2.2.4), accompanied by information on the rail acoustic roughness and vertical and lateral decay rates for the track on which the measurement was performed. This information shall indicate whether or not the measured values are ‘comparable’ or ‘non-comparable’ as defined in points 4.2.1.1 and 4.2.2.4 regarding pass-by noise,

(b)	stationary noise (basic parameters in points 4.2.1.2 and 4.2.2.2),

(c)	starting noise (basic parameters in point 4.2.2.3),

(d)	interior noise in the driver’s cab.

5.   INTEROPERABILITY CONSTITUENTS

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 applicant, a notified body shall carry out the EC verification in accordance with Annex VI to Directive 2008/57/EC, and in accordance with the provisions of the relevant modules.

The applicant 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 2008/57/EC.

6.2.2.   Modules

For the verification procedure of the noise requirements, as specified in Section 4, the applicant is permitted to choose one of the following modules:

(a)	the EC type examination procedure (module SB) for the design and development phase, in combination with a module for the production phase which shall be one of the following: — the production quality management system procedure (module SD), or, — the product verification procedure (module SF),

(b)	the full quality management system with design examination procedure (module SH1).

The module SD is permitted only to be chosen where the applicant operates a quality management system for production, final product inspection and testing, approved and surveyed by a notified body of their choice.

The module SH1 is permitted only to be chosen where the applicant operates a quality management system for design, production and final testing, approved and surveyed by a notified body of their choice.

6.2.3.   Verification methods specific to noise aspects of rolling stock

6.2.3.1.   Introduction

Notwithstanding the exemptions as described in this section, by default all new types need to be assessed in compliance with the requirements specified in Section 4 of this TSI. Instead of the test procedures as set out in Section 4 of this TSI, it may be permitted to substitute some or all of the tests by a simplified evaluation method. The eligibility criteria and requirements associated to the simplified evaluation method are set out in this section.

The simplified evaluation method consists of acoustically comparing the type under assessment to an existing type with documented noise characteristics compliant with the noise TSI; the latter is further referred to as the reference type.

It is permitted to substitute noise testing by a simplified evaluation, if the type under assessment is comparable to a reference type which has been tested in compliance with one of the following:

(a)	Section 4 of this TSI and for which the pass-by noise results are marked ‘comparable’, or

(b)	in compliance with Section 4 of the TSI CR ‘rolling stock— noise’ adopted by Decision 2006/66/EC.

The following units are eligible for a simplified evaluation:

(a)	Different formations of multiple units,

(b)	Renewed or upgraded units in accordance with point 7.6 of this TSI,

(c)	New units which are largely based on an existing design (same vehicle family).

For the units under assessment for simplified evaluation, the proof of conformity shall include a detailed description of the noise relevant changes compared to the reference type. From this description, a simplified evaluation (see points 6.2.3.2 and 6.2.3.3) shall be performed to identify the differences in terms of expected noise emission, of the noise cases specified in point 4.2 between the reference unit and the unit under assessment.

The simplified evaluation may be used on a unit for each of the individual noise cases autonomously: stationary noise, starting noise, cab-noise and pass-by noise.

6.2.3.2.   Simplified evaluation for locomotives, multiple units, coaches and OTMs

The simplified evaluation shall prove that the unit under assessment complies with the applicable noise levels as set out in this TSI, for those noise cases for which the simplified evaluation is used.

The simplified evaluation on a unit shall consist of providing evidence to show that the acoustically relevant systems and characteristics are either identical to those of the reference type, or such that they will not result in higher noise emission of the unit under assessment. The simplified evaluation can either be a calculation, or simplified measurement (e.g. sound power of noise sources), or a combination of both. Noise relevant systems which differ from the reference type shall be identified in the technical file.

6.2.3.3.   Simplified evaluation for freight wagons

For upgraded or renewed wagons, also see point 7.6.1. In case additional conformity assessment is needed and where table 7 is complied with, the simplified evaluation method is permitted to be used for upgraded or renewed freight wagons.

For new wagons: in cases where table 7 is complied with, the simplified evaluation method is permitted to be used for freight wagons.

Table 7

List of noise relevant parameters for freight wagons and their permitted variation from a ‘reference type’ configuration

Unit parameter	permitted variation	Applies for:
		Stationary noise	Pass-by noise
Max. unit Speed	Up to 10 km/h increase allowed compared to the reference type	—	•
Type of wheel	Allowed if less noisy than the reference type’s wheel type (acoustic characterisation of the wheels as set out in Annex E of EN 13979-1)	—	•
Number of axles per unit length (related to either the length of the wagon or the number of wheel sets, or both)	Allowed, if lower than reference type	—	•
Tare weight	Change +/- 5 % allowed compared to the reference type	—	•
Brake system	No change allowed compared to the reference type	—	•
Class of wagon (e.g. tank, hopper, van, platform)	No change of class allowed compared to the reference type	•	•
Auxiliary equipment	No restriction	•	—

If the simplified evaluation is permitted to be used:

(a)	The pass-by noise levels as set out in point 4.2.1.1 are deemed to be compliant without testing.

(b)

For stationary noise, the simplified evaluation shall consists of providing evidence to show that the acoustically relevant systems and characteristics are either identical to those of the reference type, or such that they will not result in higher noise emission of the unit under assessment. The simplified evaluation can either be a calculation, or simplified measurement (e.g. sound power of noise sources), or a combination of both. Noise relevant systems which differ from the reference type shall be identified in the technical file.

6.2.4.   Units requiring EC certification against the HS RST TSI and against this TSI

When a unit is positively assessed against the HS RST TSI, it is deemed to comply with the requirements in this TSI without further checks. In this case, the applicant may issue its EC declaration without further evaluation. This is only permitted if there are no derogations relating to noise aspects.

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(2) of Directive 2008/57/EC, the Agency shall be responsible for preparing the review and updating of TSIs and making appropriate recommendations to the Commission 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 3 years.

In any case the Commission will deliver to the Committee referred to in Article 29 of Directive 2008/57/EC (also referred to as ‘RIS Committee’), at the latest by 23 June 2013, a report and, if needed, a proposal for revising this TSI with regard to the following issues:

(a)	an assessment of the implementation of the TSI, in particular costs and benefits;

(b)	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;

(c)

the second step pass-by noise limit values for wagons, locomotives, multiple units and coaches (see point 7.3), according to the results of comparable noise measurement campaigns, taking into account in particular technical progress and available technologies for both track and rolling stock and cost-benefit analyses;

(d)	a possible second-step starting noise limit values for diesel locomotives and multiple units;

(e)	the inclusion of infrastructure into the scope of the Noise TSI in coordination with the TSI Infrastructure;

(f)	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 after 23 June 2016, or authorised to be placed into service after 23 June 2018, points 4.2.1.1 and 4.2.2.4 of this TSI are applied with a reduction of 5 dB except for DMUs and EMUs. For both latter cases the reduction is 2 dB. 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 by this TSI apply to all new rolling stock within the scope of this TSI.

7.5.1.   Starting noise

The starting noise limits may be raised by 2 dB for all DMUs, with an engine power greater than 500 kW/engine, authorised to be placed into service by 23 June 2011 at the latest.

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

7.5.2.1.   Existing agreements

Where notified agreements contain requirements related to noise, these agreements remain permitted until the necessary measures are taken including EU level agreements related to this TSI with the Russian Federation and all the other CIS countries having a border with the EU.

7.5.2.2.   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.

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 concerned has to decide, in accordance with Article 20 of Directive 2008/57/EC, if a new authorisation for placing 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 placing 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 being equipped (or is already equipped) with composite blocks and without adding additional noise sources to the wagon, it shall 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 shall be demonstrated that renewal or upgrading does either not increase pass-by noise levels, or when increased remain within the limits which are specified in this TSI.

For stationary noise, it shall be demonstrated that the stationary noise levels do either not increase, or when increased remain within the limits which are specified in this TSI.

As an alternative to full vehicle measurement, the demonstration of compliance of a unit is permitted to be performed by an evaluation under the conditions as defined in point 6.2.3 of this TSI. In this case the unit before upgrade shall act as the reference unit.

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

It shall be demonstrated that the noise levels of renewed or upgraded units are either not increased, or when increased remain within the limits which are specified in this TSI.

The demonstration of compliance of a unit can, as an alternative to full vehicle measurement, also be done by an evaluation under the conditions as defined in point 6.2.3 of this TSI. In this case the unit before upgrade acts as the reference unit.

7.7.   Specific cases

7.7.1.   Introduction

The following special provisions shall apply in the specific cases referred to in this point.

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 No 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 (3), 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 8

Limiting values LpAeq,T for the stationary noise of DMUs

Vehicles	LpAeq,T in dB
DMUs	77

7.7.2.2.   Finland

Category P –   Permanent

The application of national technical rules instead of the requirements in this TSI is permitted for third countries’ rolling stock to be used on the Finnish 1524 network in traffic between Finland and third countries 1520 network.

Category T1 —   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 due to the temperature range down to — 40 °C 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 9

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

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

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

Category T1 —   temporary

The noise emission limits for freight wagons are not valid for Finland, 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 WAG 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, 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.

---

(1)  OJ L 42, 15.2.2003, p. 38.

(2)  OJ L 183, 29.6.1989, p. 1.

(3)  OJ L 228, 9.9.1996, p. 1.