SIST EN ISO 3095:2013

SLOVENSKI STANDARD
01-oktober-2013
1DGRPHãþD
SIST EN ISO 3095:2005
Akustika - Železniške naprave - Merjenje hrupa, ki ga oddajajo tirna vozila (ISO
3095:2013)
Acoustics - Railway applications - Measurement of noise emitted by railbound vehicles
(ISO 3095:2013)
Bahnanwendungen - Akustik - Messung der Geräuschemission von spurgebundenen
Fahrzeugen (ISO 3095:2013)
Acoustique - Applications ferroviaires - Mesurage du bruit émis par les véhicules
circulant sur rails (ISO 3095:2013)
Ta slovenski standard je istoveten z: EN ISO 3095:2013
ICS:
17.140.30 Emisija hrupa transportnih Noise emitted by means of
sredstev transport
45.060.01 Železniška vozila na splošno Railway rolling stock in
general
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

EUROPEAN STANDARD
EN ISO 3095
NORME EUROPÉENNE
EUROPÄISCHE NORM
August 2013
ICS 17.140.30; 45.020 Supersedes EN ISO 3095:2005
English Version
Acoustics - Railway applications - Measurement of noise emitted
by railbound vehicles (ISO 3095:2013)
Acoustique - Applications ferroviaires - Mesurage du bruit Bahnanwendungen - Akustik - Messung der
émis par les véhicules circulant sur rails (ISO 3095:2013) Geräuschemission von spurgebundenen Fahrzeugen (ISO
3095:2013)
This European Standard was approved by CEN on 1 May 2013.

CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European
Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such national
standards may be obtained on application to the CEN-CENELEC Management Centre or to any CEN member.

This European Standard exists in three official versions (English, French, German). A version in any other language made by translation
under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC Management Centre has the same
status as the official versions.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,
Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and United
Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

CEN-CENELEC Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2013 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN ISO 3095:2013: E
worldwide for CEN national Members.

Contents Page
Foreword .3
Foreword
This document (EN ISO 3095:2013) has been prepared by Technical Committee CEN/TC 256 “Railway
applications”, the secretariat of which is held by DIN, in collaboration with Technical Committee ISO/TC 43
"Acoustics".
This European Standard shall be given the status of a national standard, either by publication of an identical
text or by endorsement, at the latest by February 2014, and conflicting national standards shall be withdrawn
at the latest by February 2014.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights.
This document supersedes EN ISO 3095:2005.
This document has been prepared under a mandate given to CEN by the European Commission and the
European Free Trade Association, and supports essential requirements of EU Directive.
According to the CEN-CENELEC Internal Regulations, the national standards organizations of the following
countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech
Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece,
Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal,
Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United Kingdom.
Endorsement notice
The text of ISO 3095:2013 has been approved by CEN as EN ISO 3095:2013 without any modification.
INTERNATIONAL ISO
STANDARD 3095
Third edition
2013-08-01
Acoustics — Railway applications
— Measurement of noise emitted by
railbound vehicles
Acoustique — Applications ferroviaires — Mesurage du bruit émis
par les véhicules circulant sur rails
Reference number
ISO 3095:2013(E)
©
ISO 2013
ISO 3095:2013(E)
© ISO 2013
All rights reserved. Unless otherwise specified, no part of this publication may be reproduced or utilized otherwise in any form
or by any means, electronic or mechanical, including photocopying, or posting on the internet or an intranet, without prior
written permission. Permission can be requested from either ISO at the address below or ISO’s member body in the country of
the requester.
ISO copyright office
Case postale 56 • CH-1211 Geneva 20
Tel. + 41 22 749 01 11
Fax + 41 22 749 09 47
E-mail copyright@iso.org
Web www.iso.org
Published in Switzerland
ii © ISO 2013 – All rights reserved

ISO 3095:2013(E)
Contents Page
Foreword .v
Introduction .vi
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 2
4 Instrumentation and calibration . 5
4.1 Instrumentation . 5
4.2 Calibration . 5
5 Stationary test . 5
5.1 General . 5
5.2 Environmental conditions . 5
5.3 Track conditions . 6
5.4 Vehicle conditions . 6
5.5 Measurement positions . 7
5.6 Measured quantities . 8
5.7 Test procedure . 8
5.8 Data processing . 9
6 Constant speed test .10
6.1 Environmental conditions .10
6.2 Track conditions .11
6.3 Vehicle conditions .13
6.4 Measurement positions .16
6.5 Measured quantities .17
6.6 Test procedure .17
6.7 Data processing .20
7 Acceleration test from standstill .21
7.1 General .21
7.2 Environmental conditions .21
7.3 Track conditions .22
7.4 Vehicle conditions .22
7.5 Maximum level method .23
7.6 Averaged level method .25
8 Braking test .26
8.1 Environmental conditions .26
8.2 Track conditions .27
8.3 Vehicle conditions .27
8.4 Measurement positions .27
8.5 Measurement quantity .28
8.6 Test procedure .28
8.7 Data processing .28
9 Quality of the measurements .29
9.1 Deviations from the requirements .29
9.2 Measurement tolerances .29
9.3 Measurement spread .29
9.4 Measurement uncertainties .29
10 Test report .29
Annex A (normative) Method to characterize the impulsive character of the noise .31
Annex B (normative) Tests at constant speed — Special cases .32
Annex C (normative) Method to assess acceptable small deviations from acoustic rail
ISO 3095:2013(E)
roughness requirements .37
Annex D (informative) Guidance for light rail vehicles measurement .39
Annex E (informative) Comparability of test situations in terms of acoustic rail roughness .43
Annex F (informative) Additional measurements .46
Annex G (informative) Quantification of measurement uncertainties according to ISO/
[8]
IEC Guide 98-3:2008 .47
Bibliography .52
iv © ISO 2013 – All rights reserved

ISO 3095:2013(E)
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards
bodies (ISO member bodies). The work of preparing International Standards is normally carried out
through ISO technical committees. Each member body interested in a subject for which a technical
committee has been established has the right to be represented on that committee. International
organizations, governmental and non-governmental, in liaison with ISO, also take part in the work.
ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of
electrotechnical standardization.
The procedures used to develop this document and those intended for its further maintenance are
described in the ISO/IEC Directives, Part 1. In particular the different approval criteria needed for the
different types of ISO documents should be noted. This document was drafted in accordance with the
editorial rules of the ISO/IEC Directives, Part 2. www.iso.org/directives
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. ISO shall not be held responsible for identifying any or all such patent rights. Details of
any patent rights identified during the development of the document will be in the Introduction and/or
on the ISO list of patent declarations received. www.iso.org/patents
Any trade name used in this document is information given for the convenience of users and does not
constitute an endorsement.
The committee responsible for this document is the European Committee for Standardization (CEN) in
collaboration with Technical Committee ISO/TC 43, Acoustics, Subcommittee SC 1, Noise, in accordance
with the Agreement on technical cooperation between ISO and CEN (Vienna Agreement).
This third edition cancels and replaces the second edition (ISO 3095:2005), which has been
technically revised.
ISO 3095:2013(E)
Introduction
Railway exterior noise is encountered both along open track and in and around depots, stops, stations
and other holding locations. It includes a number of different physical sources such as rolling noise,
impact noise, traction noise, aerodynamic noise, curving noise, braking noise, horn noise and noise from
auxiliary equipment and other components. The noise for any given train type strongly depends on the
rolling stock design, operating conditions and the track type and condition.
Rolling noise is one of the main sources which contain a significant and sometimes dominant noise
contribution from the track. This International Standard is intended to characterize the noise emission
from the unit, minimizing the influence of the track.
vi © ISO 2013 – All rights reserved

INTERNATIONAL STANDARD ISO 3095:2013(E)
Acoustics — Railway applications — Measurement of noise
emitted by railbound vehicles
1 Scope
This International Standard specifies measurement methods and conditions to obtain reproducible and
comparable exterior noise emission levels and spectra for all kinds of vehicles operating on rails or other
types of fixed track, hereinafter conventionally called “unit”.
This International Standard is applicable to type testing of units. It does not include all the instructions
to characterize the noise emission of the other infrastructure related sources (bridges, crossings,
switching, impact noise, curving noise, etc.).
This International Standard is not applicable to:
— the noise emission of track maintenance units while working;
— environmental impact assessment;
— noise immission assessment;
— guided buses;
— warning signal noise.
The results may be used, for example:
— to characterize the exterior noise emitted by units;
— to compare the noise emission of various units on a particular track section;
— to collect basic source data for units.
NOTE 1 The type testing procedures specified in this International Standard are of engineering grade (grade 2),
that is the preferred one for noise declaration purposes, as defined in ISO 12001. If test conditions (e.g. vehicle
and/or track conditions, measuring conditions) are relaxed (e.g. as done for trackside monitoring of in-service
trains), then the results are no longer of engineering grade.
NOTE 2 The procedures specified for accelerating and decelerating tests are of survey grade, see ISO 12001.
NOTE 3 Additional guidance is provided in Annex D for measurements in the specific case of light rail vehicles.
2 Normative references
The following referenced documents, in whole or in part, are normatively referenced in this document
and are indispensable for its application. For dated references, only the edition cited applies. For undated
references, the latest edition of the referenced document (including any amendments) applies.
IEC 60942:2003, Electroacoustics — Sound calibrators
IEC 61260:1995, Electroacoustics — Octave-band and fractional-octave-band filters
IEC 61260:1995/Amd. 1:2001, Electroacoustics — Octave-band and fractional-octave-band filters —
Amendment 1
IEC 61672-1:2002, Electroacoustics — Sound level meters — Part 1: Specifications
IEC 61672-2:2003, Electroacoustics — Sound level meters — Part 2: Pattern evaluation tests
ISO 3095:2013(E)
EN 15461:2011, Railway applications — Noise emission — Characterization of the dynamic properties of
track sections for pass by noise measurements (includes Amdendment 1:2010)
EN 15610:2009, Railway applications — Noise emission — Rail roughness measurement related to rolling
noise generation
ISO/IEC 17025:2005, General requirements for the competence of testing and calibration laboratories
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
3.1
train
single vehicle or a number of coupled vehicles/units operating on a guided ground transport system
Note 1 to entry: See Table 1.
Table 1 — Definitions of rolling stock formations
Articulated Non-articulated
Vehicle - see unit. Vehicle - any single car on its running gear.
Unit - minimum operational formation of articulated Unit - minimum operational formation comprising of
cars. one or more vehicles coupled together.
Train - refers to any formation which may operate in Train - refers to any formation which may operate
service, it may comprise of one or more units coupled in-service, may be either a single unit or one or more
together. units coupled together.
[SOURCE: EN 13452-1:2003]
3.2
car
single non-articulated element of a railbound vehicle or unit
3.3
type test for noise emission of railbound units
one or more tests performed to prove that a product is capable of conforming to all relevant requirements
of a specification
[SOURCE: ISO 12576-1:2001, 3.27, modified — for noise emission of railbound units has been added.]
3.4
environmental impact assessment test
measurement performed for collecting data to be used in a prediction method for environmental assessment
3.5
acoustic rail roughness
r(x)
variation of the height of the rail running surface associated with rolling noise excitation, expressed as
a function of distance x along the rail
Note 1 to entry: Acoustic rail roughness is expressed in µm.
[SOURCE: EN 15610:2009]
2 © ISO 2013 – All rights reserved

ISO 3095:2013(E)
3.6
acoustic roughness spectrum
r()λ
amplitude of the acoustic roughness expressed as a function of the wavelength λ
Note 1 to entry: Acoustic roughness spectrum is expressed in μm and usually presented in terms of acoustic

roughness level L in dB re 1 μm.
r
[SOURCE: EN 15610:2009]
3.7
track decay rate
rate of attenuation of vibration amplitude of either vertical or lateral bending wave motion in the rail as
a function of the distance along the rail
Note 1 to entry: It is represented by a one-third octave spectrum of values expressed in decibels per metre (dB/m)
representing attenuation over distance.
[SOURCE: EN 15461:2011 and Amd. 1:2010]
3.8
test section
specific section of track associated with a particular set of measurements
[SOURCE: EN 15610:2009]
3.9
reference track section
portion of track on which the track decay rates and the acoustic roughness levels are controlled
3.10
sound pressure
p
difference between instantaneous total pressure and static pressure
Note 1 to entry: The quantity refers also to the rms value.
[SOURCE: ISO 80000-8:2007]
3.11
sound pressure level
L
p
 
p
L =10 lg dB
 
p
p
 0 
where p is the sound pressure and the reference value in airborne acoustics is p = 20 μPa.
Note 1 to entry: Because of practical limitations of the measuring instruments, p is always understood to denote
the square of a frequency-weighted, frequency-band-limited or time weighted sound pressure or both. If specific
frequency and time weightings, as specified in IEC 61672-1:2002, or specific frequency bands or both are applied,
this should be indicated by appropriate subscripts.
[SOURCE: ISO 80000-8:2007, modified — year added to IEC 61672-1 in Note 1 to entry]
3.12
AF-weighted sound pressure level history
L (t)
pAF
A-weighted sound pressure level as a function of time with time weighting F (fast)
ISO 3095:2013(E)
3.13
AF-weighted maximum sound pressure level
L
pAFmax
maximum value of the A-weighted sound pressure level determined during the measurement time
interval T by using time weighting F (fast)
[SOURCE: IEC 61672-1:2002]
3.14
A-weighted equivalent continuous sound pressure level
L
pAeq,T
A-weighted sound pressure level given by the following Formula:
T
 2 
1 p(t)
A
 
L =10lg dt dB
p,Aeq T
∫ 2
 T 
p
 
where
L is the A-weighted equivalent continuous sound pressure level in dB;
pAeq,T
T is the measurement time interval in s;
p (t) is the A-weighted instantaneous sound pressure at running time t in Pa;
A
p is the reference sound pressure; p = 20 μPa.
0 0
Note 1 to entry: Adapted from ISO 1996-1:2003.
3.15
impulsive sound
noise characterized by one or more brief bursts of sound pressure and is such that the duration of a
single impulsive noise is usually less than 1 s
Note 1 to entry: Adapted from ISO 1996-1:2003.
Note 2 to entry: This definition does not apply to a whole pass-by event.
Note 3 to entry: Examples of impulsive noise sources: Blowoff valves, relay switches.
3.16
intermittent sound
noise that occurs at regular or irregular time intervals and is such that the duration of each such
occurrence is more than about 5 s
Note 1 to entry: Adapted from ISO 1996-1:2003.
Note 2 to entry: This definition does not apply to a whole pass-by event.
Note 3 to entry: Intermittence should be assessed relatively to the duration of the event.
Note 4 to entry: Examples: compressor, cooling fans.
3.17
tonal sound
sound characterized by a single frequency component or narrow-band components that emerge audibly
from the total sound
[SOURCE: ISO 1996-1:2003]
4 © ISO 2013 – All rights reserved

ISO 3095:2013(E)
4 Instrumentation and calibration
4.1 Instrumentation
Each component of the instrumentation system shall meet the requirements for a class 1 instrument
specified in IEC 61672-1:2002.
In the case of measurements of survey grade this requirement is relaxed to class 2 instruments.
The sound calibrator shall meet the requirements of class 1 according to IEC 60942:2003.
Microphones with free field characteristics shall be used. A suitable microphone windscreen shall
always be used.
Where one-third octave frequency band analysis is required, the filters shall meet the requirements of
class 1, according to IEC 61260:1995.
The compliance of the calibrator with the requirements of IEC 60942:2003 shall be verified at least
once a year. The compliance of the instrumentation system with the requirements of IEC 61672-1:2002
and IEC 61672-2:2003 shall be verified at least every 2 years. The date of the last verification of the
compliance with the relevant standards shall be recorded.
4.2 Calibration
Before and after each series of measurements, a sound calibrator shall be applied to the microphone(s) for
verifying the calibration of the entire measuring system at one or more frequencies over the frequency
range of interest. If the difference between two consecutive calibrations is more than 0,5 dB, all of the
measurement results in between shall be rejected.
5 Stationary test
5.1 General
The noise emitted by a stationary unit depends upon its operating conditions. These will differ according
to the situation. The measurements shall be carried out only if noise sources are present at standstill
with the operating conditions specified in 5.4.
NOTE For freight wagons, stationary tests are relevant only when auxiliary devices such as engines,
generators, or cooling systems are present. This is mostly applicable, e.g. on refrigerated wagons.
5.2 Environmental conditions
5.2.1 Acoustical environment
In the triangular area between the track and the microphone extending along the track to a distance
twice the microphone distance to either side, the test site shall be such that free sound propagation
exists. To achieve this result:
— The level of the ground surface over this area shall be within 0 m to −2 m, relative to the top of rail;
NOTE The level of the ground and the nature of the ground surface can affect the spectral content of the
measured sound.
— This area shall be free of sound absorbing matter such as lying snow, tall vegetation, and free of
reflective covering such as water, ice, tarmac or concrete. No absorptive material shall be added to
the propagation path for the purpose of the test;
— No person shall be present in this area, and the observer shall be in a position that does not influence
the measured sound pressure level significantly;
ISO 3095:2013(E)
— The presence of other tracks is permissible in this area as long as the ballast bed height does not
exceed the height of the rail surface of the test track.
Additionally, an area around the microphones having a radius which is at least three times the
measurement distance shall be free of large reflecting objects like barriers, hills, rocks, bridges,
buildings or other vehicles.
5.2.2 Meteorological conditions
The following weather parameters shall be recorded at representative times during the noise
measurement exercise: wind speed and direction at the level of the highest microphone, temperature,
humidity, barometric pressure. Any observed precipitation shall be noted.
NOTE Heavy rain or wind speed higher than 5 m/s can affect the background noise, see 5.2.3.
5.2.3 Background sound pressure level
Care shall be taken to ensure that the noise from other sources (e.g. other vehicles or industrial plants
and due to wind) does not influence the measurements significantly.
The maximum value of L T = 20 s of background noise over all microphone positions shall be at
pAeq,T
least 10 dB below the final result (energy-mean of all the measuring positions, see 5.5.1.1, calculated
according to 5.8.1) obtained when measuring the noise from the unit in the presence of background
noise. For frequency analysis, this difference shall be at least 10 dB in each frequency band of interest.
5.3 Track conditions
The measurements shall be performed on ballasted track.
5.4 Vehicle conditions
5.4.1 General
Air management systems, including grilles, filters and fans, shall be clear of any obstruction.
During the measurements, the doors and windows of the unit shall be kept closed.
In the case of multi-voltage vehicles or units, the measurements shall be performed under the voltage
system which is expected to produce the highest noise level.
NOTE If a unit is designed for AC and DC supply then the AC mode is usually the noisier one.
In the case of dual-mode vehicles or units (diesel and electric) the measurements shall be performed
under both modes.
5.4.2 Normal operating conditions
The measurements shall be carried out in normal operating conditions defined as follows:
— All equipment that operates continuously when the unit is stationary shall be operating at normal
load, which is the performance at an external temperature of 20°C. For heating, ventilating and air
conditioning (HVAC) systems conditioning passenger areas and working places as well as system
supplying energy for this function, climate influence parameters shall be set at: wind speed at 3 m/s,
relative humidity at 50 %, 700 W/m energy from sun radiation, one person per seat.
[14] [15] [11]
NOTE 1 These settings are derived from EN 14750-1, EN 14813-1, and EN 13129-1[ ] which apply
to middle Europe (zone II).
— Traction equipment shall be in a stationary thermal condition with cooling equipment working at
minimum condition. For units with internal combustion engines, the engine shall be idle.
6 © ISO 2013 – All rights reserved

ISO 3095:2013(E)
— Operational parameters in order to simulate these normal operating conditions shall be documented
in the report.
NOTE 2 These parameters can be provided by the manufacturer.
5.4.3 Additional operating conditions
It is permissible to measure at other vehicle conditions, if required. For instance, to assess other load
conditions or intermittent operation. In this case, these conditions shall be reported.
5.5 Measurement positions
5.5.1 Standard measurement positions
5.5.1.1 Measurement mesh
Each car (a multiple unit comprises a number of cars) shall be divided into equally distributed areas,
each having an identical horizontal length, l of between 3 m and 5 m. The length of the car is the
x,
distance between couplers or buffers or between structure ends in the case of a structure that surrounds
couplers and buffers. Each measurement position is located at midlength along the relevant area on
both sides of the car. Extra measurement positions shall be taken at the front and rear end of the unit:
two microphones located at 30° from the centreline of the track, on a half circle having its centre in
the midpoint of the unit end (including couplers or buffers) and a radius equal to 7,5 m, as illustrated
in Figure 1. In the case of a trailer unit, these extra positions shall be measured only at ends which are
equipped with a cab.
Each measurement position shall be located at a distance of 7,5 m from the centreline of the track at a
height of 1,2 m above the upper surface of the rail.
The microphone axis shall be horizontal and directed perpendicularly to the contour of the unit.
5.5.1.2 Reduction of the number of measurement positions
Redundant measurements may be omitted, considering that some measurement positions are equivalent
(and will lead to similar noise levels), in the following cases:
— If both sides of the unit are acoustically identical (i.e. with a symmetrical distribution of noise
sources), then it is permissible to omit the measurement positions on one side of the unit;
— If several cars of the same type are present within a multiple unit or a fixed formation train, it is
permissible to measure each type of car once.
The reduction of the number of measurement positions shall be justified in the report. Omitted positions
shall be listed and their assumed equivalent location identified.
ISO 3095:2013(E)
Figure 1 — Example of a mesh of measurement positions for the stationary noise measurement
of a multiple unit
5.5.2 Additional measurement positions
If important sound sources are present in the upper part of the unit under test (e.g. with power units
or low floor rolling-stock), a second mesh of measurement positions at a distance of 7,5 m from the
centreline of the track at a height of 3,5 m above the top of rails is recommended.
If an assessment of single noise sources (e.g. converters, air compressor, doors) is required, additional
measurement positions may also be located directly opposite the individual noise sources considered
to be relevant, at a distance of 7,5 m from the centreline of the track and at a height of 1,2 m or 3,5 m.
This information is not to be included in the averaging process described in 5.8.1.
5.6 Measured quantities
The basic measured acoustic quantity is L with T = 20 s. If required other acoustic quantities such
pAeq,T,
as frequency spectrum, L , tonality, impulsiveness may be determined.
pAFmax
5.7 Test procedure
The unit shall be stationary.
At least three valid measurement samples at each position are required, taken either sequentially at each
position or sequentially from position to position. The validity of the measurements shall be assessed
against the background sound pressure level, see 5.2.3, and the acceptable spread of the measurement
samples, see 9.3.
The measurement time interval T shall be at least 20 s. If, however, as an exception it is not possible
to maintain the source of noise at its nominal load for 20 s, the measurement time interval T may be
reduced to a minimum of 5 s. This reduction shall be specified and justified in the test report.
Where additional measurements are required for equipment that works intermittently, the measurement
shall be carried out during an operating cycle including the start-up, the steady state and the shut down.
The duration of the operation shall then be registered.
8 © ISO 2013 – All rights reserved

ISO 3095:2013(E)
5.8 Data processing
5.8.1 Standard processing
The standard processing shall only include the results from the standard measurement positions
(height of 1,2 m).
i
For each set of measurements (one sample at each position), the noise levels L measured at all
pAeq,T
positions i shall be energy averaged as follows to derive a single noise indicator representative of the unit:
n
 i 
l
L /10
i pTAeq,
 
L =10lg 10 (1)
pTAeq, ∑
unit
 
l
tot
i=1
 
where
i
L is the sound pressure level measured at the measurement position i;
pAeq,T
n is the number of measurement positions;
l is the length associated with the measurement position i. For the additional measuring
i
positions at the front, this length is equal to (π/2) × 7,5 m.
n
ll= (2)
tot ∑ i
i=1
The n measurement positions used in the summation shall correspond to the whole mesh defined in
5.5.1.1, before any possible reduction, see 5.5.1.2. Where appropriate, the noise levels of measured
equivalent positions shall be assigned to omitted positions.
A L shall then be produced for each of the three sets of measurements.
pTAeq,
unit
The test result shall be the arithmetic mean of the L values, rounded to the nearest
pTAeq,
unit
integer decibel.
The individual L as well as the mean shall be presented in the report. In addition, the full set
pTAeq,
unit
i
of L measured at all measurement positions shall be presented in the report.
pAeq,T
5.8.2 Additional processing
If important sources are present in the upper part of the unit under test, a L should also be
pTAeq,
unit
determined for the secondary measurement mesh position at a height of 3,5 m.
If required, the noise emission level of a single car within a unit shall be calculated by energy averaging
i
the L corresponding to that car only according to Formula (3):
pAeq,T
n
 car 
i
l
L /10
i pTAeq,
 
L =10lg 10 (3)
pTAeq, ∑
car
 l 
totcar
i=1
 
where n is the number of measurement positions for the car.
car
If an assessment of single noise sources is required, the arithmetic mean of the three samples of L
pAeq,T
measured at specific positions should be determined. Moreover, in the case of intermittent sources, the
L should be calculated over the duration of the operating cycle. Additionally, the maximum noise
pAeq,T
level may be determined using the L .
pAFmax
ISO 3095:2013(E)
When spectra are required, they should be supplied in one-third octave bands in the range of at least
31,5 Hz to 8 000 Hz.
If an assessment of tonality is required, the tonal difference (ΔL) shall be calculated.
[3] [10]
NOTE ΔL can be calculated according to ISO 1996-2:2007, Annex C or DIN 45681:2005, the latter
standard providing more detailed guidance on application especially for non stationary sounds.
If an assessment of the impulsive character of the sound is required, it shall be calculated according
to Annex A.
6 Constant speed test
6.1 Environmental conditions
6.1.1 Acoustical environment
In the triangular area between the track and the microphone extending along the track to a distance
twice the microphone distance to either side, the test site shall be such that free sound propagation
exists. To achieve this result:
— The level of the ground surface over this area shall be within 0 m to −2 m, relative to the top of rail;
NOTE The level of the ground and the nature of the ground surface can affect the spectral content of the
measured sound.
— This area shall be free of other tracks, of sound absorbing matter such as lying snow or tall vegetation,
and free of reflective covering such as water, ice, tarmac or concrete. No absorptive material shall be
added to the propagation path for the purpose of the test;
— No person shall be present in this area, and the observer shall be in a position that does not influence
the measured sound pressure level significantly.
Additionally, an area around the microphones having a radius which is at least three times the measurement
distance shall be free of large reflecting objects like barriers, hills, rocks, bridges or buildings.
6.1.2 Meteorological conditions
The following weather parameters shall be recorded at representative times during the noise
measurement exercise: wind speed and direction at the level of the highest microphone, temperature,
humidity, barometric pressure. Any observed precipitation shall be noted.
NOTE Heavy rain or wind speed higher than 5 m/s can affect the background noise, see 6.1.3.
6.1.3 Background sound pressure level
Care shall be taken to ensure that the noise from other sources (e.g. other vehicles or industrial plants
and due to wind) does not influence the measurements significantly.
The maximum value of the L T = 20 s of background noise over all microphone positions shall be at least
pAeq,T
10 dB below the L obtained when measuring the noise from the unit in the presence of background
pAeq,Tp
noise. For frequency analysis this difference shall be at least 10 dB in each frequency band of interest.
10 © ISO 2013 – All rights reserved

ISO 3095:2013(E)
6.2 Track conditions
6.2.1 General
The noise emission contains contributions from the rolling stock and the track. Therefore noise emission
values are only comparable between sites where the track parameters are controlled to make the
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