Schall 03 (2014)

NOTE - There is no official English version existing of the Schall03 (2014) calculation procedure. The following chapter provides an unofficial translation of terms and specifications. DataKustik refuses, therefore, any responsibility or liability for the final technical correctness of this translation.

Emission

Option „Train Classes and Penalties"

With this option activated, the types of locomotives, carriages, and cars or even entire trains („Train Composition“) can be specified using train classes, offering to enter corrections per train class or to select a list „Number of Trains“ (see Common Input Data, Number of Trains). CadnaA will automatically calculate the emission level from the entered values.

Dialog Railway (option „Train Classes and Penalties“ selected)

Option „Emission Lw' “

With this option selected, the linear (unweighted) emission level per octave band can be entered for the time periods D/E/N. In the box „Tot-A“ the A-weighted total level is displayed.

Note that in this case just a unique source height can be used and that, consequently, the sub-sources (see section „Source Type m“) cannot be applied (see dialog Railway|Geometry, standard source height 0.6 m above ground level = railhead).

Emission Level

The sound power level per unit length L_{W'A,f,h,m,Fz,l} in octave band f, at the height h, for the sub-source m, of a single vehicle unit Fz per hour, with the number sources n_Q and at a speed v_Fz calculates according to 16BImSchV-2014:

\(L_{W',f,h,m,Fz,l} = a_{A,h,m,Fz}+\Delta a_{f,h,m,Fz}+10\lg\frac{n_Q}{n_{Q,0}}dB+b_{f,h,m}\lg\frac{v_{Fz}}{v_0}dB+\sum_c (c1_{f,h,m,c} c2_{f,h,m,c})+\sum_k K_k\)

with

• a_A,h,m,Fz: A-weighted total level of the sound power per unit length at a reference speed of v₀=100 km/h on ballasted track with sleepers and with average surface condition, accord. to supplement 1 and 2, in dB
• D_af,h,m,Fz: level difference in octave band f in dB
• n_Q: number of sources of the actual vehicle unit
• n_Q,0: reference number of sources of the actual vehicle unit
• b_f,h,m: speed factor
• v₀: reference speed (=100 km/h)
• \(\sum_c (c1_{f,h,m,c} c2_{f,h,m,c})\): sum of corrections for type of track and track surface in dB
• \(\sum K\): sum of corrections for bridges and prominence of noise types in dB

The sound power level per unit length in octave band f and at height h by n_Fz vehicle units per hour calculates from:

\(L_{W'A,f,h}=10\lg(\sum_{m,Fz} n_{Fz}10^{0.1 L_{W',f,h,m,Fz,l}})dB\)

Note

The calculation of the noise emission from marshaling yards is available in CadnaA by selecting the standard „Schall 03 (2014)“ from the list of industrial standards (see Schall03 (2014)).

Type of Vehicles Fz

• Trains (see Table 3 in 16BImSchV-2014):

Vehicle Type	Category Fz	Reference Number of Axles nAchs,0	Vehicle Length (m)
High Speed EMU Locomotive	1	4	20
High Speed EMU Car, not powered High Speed EMU train	2	4	26
High Speed EMU train	3	32	200
High Speed EMU, train tilting	4	28	185
Electric Multiple Train and Electric Commuter Train, type „S-Bahn“ (ET)	5	10	52
Diesel Multiple Unit (VT)	6	6	68
Locomotive, Electric („E-Lok“)	7	4	20
Locomotive, Diesel („V-Lok“)	8	4	20
Passenger Car	9	4	26
Freight Car	10	4	20

Note

Train compositions according to Table 4 16BImSchV-2014 („Verkehrsdaten für Eisenbahnen“, „Traffic Data for Trains“) are available from the library of global train classes (see Train Class Libraries, Application Schall03 (2014)).

• Trams (see Table 12 in 16BImSchV-2014):

Vehicle Type	Category Fz	Reference Number of Axles nAchs,0
Tram - Low-Floor Vehicle	21	8
Tram - High-Floor Vehicle	22	8
Subway/Underground Vehicle	23	8

Sub-Sources m

• for trains (see Table 3 in 16BImSchV-2014):

Source Type	sub-source m	height hS above railhead	Origin of Noise, Component
Rolling Noise	1	0 m	rail roughness
	2	0 m	wheel roughness
	3	4 m	emission of the rolling noise due rail roughness, transmitted by structure-borne sound via the body of tank wagons
	4	4 m	emission of the rolling noise due wheel roughness, transmitted by structure-borne sound via the body of tank wagons
Aerodynamic Noise	5	5 m	pantograph
	6	4 m	bottom of pantograph, grids at cooling and air conditioning devices in roof section
	7	0 m	airflow around bogies
Noise by Technical Devices	8	4 m	ventilators of cooling and air conditioning devices, suction opening in roof section
	9	0 m	ventilators of cooling and air conditioning devices, suction & pressure openings from underfloor
Traction Noise	10	4 m	exhaust system
	11	0 m	engine, gearbox

• for trams (see Table 12 in 16BImSchV-2014):

Source Type	sub-source m	height hS above railhead	Origin of Noise, Component	vehicle category Fz
Rolling & Traction Noise	1	0 m	rail roughness	21, 22, 23
	2	0 m	wheel roughness, engine, gearbox
Noise by Technical Units	3	0 m	power converters, compressor, air conditioning & ventilation devices	22, 23
	4	4 m	power converters, compressor, air conditioning & ventilation devices	21

Speed Factor b

• for trains (reference speed v₀=100 km/h, see Table 6 16BImSchV-2014:

		speed factor b at octave band center frequency (Hz)
Source Type	Sub-Source m	63	125	250	500	1000	2000	4000	8000
rolling noise	1, 2, 3, 4	-5	-5	-5	0	10	25	25	25
aerodynamic noise	5, 6, 7	50
noise by technical devices	8, 9	-10
traction noise	10, 11	20

• for trams (reference speed v₀=100 km/h, see Table 14 16BImSchV-2014:

		speed factor b at octave band center frequency (Hz)
Source Type	Sub-Source m	63	125	250	500	1000	2000	4000	8000
Rolling & Traction Noise by Low- and High-Floor Vehicles	1, 2	0	0	-5	5	20	15	15	20
Rolling & Traction Noise, Subway/Underground Vehicles	1, 2	15	10	20	20	30	25	25	20
Noise by technical devices	3, 4	-10

Maximum Speed v_max

When specifying a track-relevant maximum speed v_max the speed of trains/trams will be adjusted if necessary. In the calculation the smaller of both values is used.

Type of Tracks

• correction c1 for track types of trains (see table 7 16BImSchV-2014):

attribute value FBNR	parameter		level corrections c1 in dB at octave band center frequency (Hz)
			63	125	250	500	1000	2000	4000	8000
1	ballasted track on sleepers		0	0	0	0	0	0	0	0
2	slab track, not absorbing	increased rail radiation	0	0	0	7	3	0	0	0
		reflection from surface	1	1	1	1	1	1	1	1
3	slab track with absorber	increased rail radiation	0	0	0	7	3	0	0	0
		reflection from surface	0	0	0	-2	-2	-3	0	0
4	railroad crossing *)	increased rail roughness	0	0	0	8	4	0	0	0
		reflection from surface	1	1	1	1	1	1	1	1

*) The level correction for railway crossings is on cuts, corresponding to the 2-fold width of the road, to be set. Level correction for other types of roads are not taken into consideration.

• correction c2 for track types of trains: The emission spectra of each train class applies to a track with sleepers (made of concrete, wood or steel) with ballast and with an average surface condition of the rail‘s surface without any specific acoustic measures at the rail. For the rail‘s surface condition „Special Surveillance (SpecSur)" (called „BüG“ in 16BImSchV-2014) and for measures at the rails themselves the following corrections c2 apply (see table 8 16BImSchV-2014):

track type	sub-srce m	level corrections c2 in dB at octave band center frequency (Hz)
		63	125	250	500	1000	2000	4000	8000
track with special surveillance (SpecSur)	1, 3	0	0	0	-4	-5-	-5	-4	0
rail dampers	1, 3	0	0	0	-2	-3	-3	0	0
	2, 4	0	0	0	-1	-3	-2	0	0
rail screening	1	0	0	0	-3	-4	-5	0	0
rail dampers + special surveillance (SpecSur)	1, 3	0	0	0	-6	-8	-8	-4	0
	2, 4	0	0	0	-5	-8	-7	-4	0
rail screening + special surveillance(SpecSur)	1	0	0	0	-7	-9	-10	-4	0

Note

Further provisions apply resulting from the footnotes of the tables for c1 and c2 16BImSchV-2014.

• correction c1 for track types of trams (see table 15 16BImSchV-2014):

attribute value FBNR	track type	sub-srce m	level corrections c in dB at octave band center frequency (Hz)
			63	125	250	500	1000	2000	4000	8000
1	ballasted track on sleepers	1, 2	0	0	0	0	0	0	0	0
2	track bed on road surface level and slab track	1, 2	2	3	2	5	8	4	2	1
3	low level track bed, covered by lawn	1, 2	-2	-4	-3	-1	-1	-1	-1	-3
4	high level track bed, covered by lawn	1, 2	1	-1	-3	-4	-4	-7	-7	-5

Note

Further provisions apply resulting from the footnotes of the table 16BImSchV-2014.

Level Differences K

Bridges

CadnaA applies the correction for noise reduction measures NRM (called „KLM“ in 16BImSchV-2014) within the bridge correction (see table 9 & 16 in 16BImSchV-2014):

attribute value DBRI	bridge type or superstructure type	KBr + KLM (dB)
0	(no bridge)	0
1	direct, steel superstructure	12
2	direct, steel superstructure + NRM	6
3	ballast, steel superstructure	6
4	ballast, steel superstructure + NRM	3
5	ballast, heavy plate	3
6	ballast, heavy plate + NRM	0
7	ballast, steel, noise reduced	3
8	ballast, steel, noise reduced + NRM	0
9	slab track	4
10	grooved rail (tram)	4

Schall03 (2014) specifies (see chapters 4.6 and 5.5 16BImSchV-2014) that this correction at trains and trams is a „combined correction for bridge and track type“ and that, in this case, no further correction for the track type shall be used. In CadnaA, therefore, changing the type of track does not cause any effect provided the option „(no bridge)“ is not selected. In this case, always „sleepers on ballasted track“ (default case) is assumed.

Curved Tracks

• for trains (see table 11 16BImSchV-2014):

Radius of Curvature r (m)	KL + KLA (dB)
< 300	8
300-500	3
>= 500	0
< 300 Kla	5
300-500 Kla	0

Note

The level correction KLA („long-lasting provisions against squeaking“) is added.

• for trams (see section 5.3.2 16BImSchV-2014):

Radius of Curvature r (m)	K (dB)
< 200	4
>= 200	0

Declining Sections

At declining sections with gradients >=2% and a minimum length of 500 m a penalty of 3 dB on the rolling noise at the height h_s=0 m for freight trains with cast iron block brakes has to be considered due to braking noise.

This specification in Schall03 (2014) requires that, if necessary, a separate railway object for freight trains with cast iron block brakes has to be entered in CadnaA to prevent from applying this correction also to other types of trains running on this section.

Railway Correction

If the so-called „Railway Correction“ (level difference Ks=-5 dB) has to be applied in order to account for the lower disturbing effect of railway noise, this has to be entered on the „Railway“ tab (see Schall 03 (2014)).

Marshaling Yards

In order to evaluate of the noise emitted by marshaling yards the respective calculation model for industrial sources has to be selected in CadnaA (see Schall03 (2014)).

Local Train List

In the following, the procedure to edit a local train list (with numbers of trains) is described. To enter a train list in the local library, see Common Input Data, Number of Trains.

Train Type

The train type is selected from the Library (global)|Train_Classes via the list „Train Types“.

Number of Trains Day/Evening/Night

Numbers of trains for Day and Night (for Schall03-2014). In case the numbers are given in trains per hour, these values have to be multiplied by 16 to obtain the figure for Day and by 6 for Night.

Speed v (km/h)

relevant speed of the trains in a train class (in km/h)

Number of Axles

Enter if necessary the number of axes night one. By default, the reference number of the respective axes of vehicle used.

Emission L_{W', i} (dB)

Here the sound power level per unit length L_W',i in dB(A) resulting from the entered parameters for this train class is displayed.