Design Principles High-speed Maglev System. Information (MSB, 2007)

High-speed Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Parameter

Value

Unit

Peak current value main lightning current path

100

Peak current value partial lightning current path

Current profile

as first lightning discharge impulse,

see Figure 34

Table 52: Currents in the lightning and partial lightning current paths

Fields and induced voltages

Parameter

EMC / Lightning Protection Zones

Unit

0_A

0_B

dH/dt

1.6^.10¹¹

1.6^.10¹⁰

1.6^.10⁹

A/ms

1.6^.10⁵

1.0^.10⁵

6.3^.10⁴

A/m

dE/dt

5.0^.10¹¹

<5.0^.10¹¹

<5.0^.10¹⁰

<5.0^.10⁹

V/ms

5.0^.10⁵

<5.0^.10⁵

<5.0^.10⁴

<5.0^.10³

V/m

Table 53: Fields and field changes; distance from lightning current path: 0.1 m

Parameter

EMC / Lightning Protection Zones

Unit

0_A

0_B

dH/dt

1.6^.10¹⁰

1.6^.10⁹

1.6^.10⁸

A/ms

1.6^.10⁴

1.0^.10⁴

6.3^.10³

A/m

dE/dt

5.0^.10¹¹

<5.0^.10¹¹

<5.0^.10¹⁰

<5.0^.10⁹

V/ms

5.0^.10⁵

<5.0^.10⁵

<5.0^.10⁴

<5.0^.10³

V/m

Table 54: Fields and field changes; distance from lightning current path: 1 m

Parameter

EMC / Lightning Protection Zones

Unit

0_A

0_B

U_ind in 10x10 cm measurement loop with one turn

2 000

200

U_ind in 2-core cable,

20 000

2 000

200

core spacing: 1 cm, length: 1 m

Table 55: Induced voltages by magnetic field in lightning strike; distance from lightning current path: 0.1 m

Title

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Parameter

EMC / Lightning Protection Zones

Unit

0_A

0_B

U_ind in 10x10 cm measurement loop with one turn

200

2 00

U_ind in zweiadriges Kabel,

2 000

200

core spacing: 1 cm, length: 1 m

Table 56: Induced voltages by magnetic field in lightning strike; distance from lightning current path: 1 m

Radiated Interference

The immunity of the MSB vehicle to radiated interference must meet the requirements of

/DIN EN 50121/ Part 3-1. The requirements of /DIN EN 50121/ Part 3-2 must be satisfied for

the immunity of devices and equipment installed in the vehicle.

The above requirements must be permanently guaranteed by design engineering measures.

Limits of immunity for high frequency fields

Parameter

EMC / Lightning Protection Zones

Field strength in [V/m]

0_A

0_B

Frequency range 0.15 MHz - 1 GHz

< 12

< 1.2

Frequency range 1-4 GHz

•

Vehicle interior (FI1-FI3)

< 20

- at 0.2 m min. distance from mobile radio devices -

•

Underfloor area (FA1-FA3)

< 20

- at 0.4 m min. distance from mobile radio devices -

Frequency range 37-39.5 GHz

Vehicle interior (FI1-FI3)

2.1

< 2.1

Underfloor area (FA1-FA3)

0.21

< 0.21

- Field strength is greatly reduced compared with primary environ-

ment as the lightning protection zones are not in the radio beam

range -

Table 57: Electromagnetic interference field strengths in the EMC / lightning protection zones

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Limits of immunity for magnetic fields

Parameter

EMC / Lightning Protection Zones

Continuous magnetic field strength in [A/m]

0_A

0_B

16 2/3 Hz

100

50 Hz

100

Table 58: Magnetic interference field strengths in the EMC / lightning protection zones

It must be assumed that the fields in Zone 0_B are attenuated by the car body compared with

Zone 0_A. However the car body attenuation is not separately measured so it is conservatively

taken to be 0 dB, i.e. without attenuation.

The levels for Zone 0_B contain possible room resonances in the vehicle interior and the fields

of mobile radio devices.

The shield attenuation in Zones 1 and 2 is maintained by design reserves and/or by mainte-

nance.

Secondary environment in installations

The proper operation of the following installations muss must be guaranteed within the sec-

ondary environmental conditions specified in the sections below.

Secondary environment on the long stator

The following environmental conditions that are given for the long-stator winding also apply

by analogy to other items of equipment and mount-on parts of the guideway beams.

It must be remembered that the secondary environmental conditions depend on the design of

the guideway beams and substructures.

The following values must be verified and defined project-specifically.

Temperature

Parameter

Value

Unit

Max. temperature rise of the long-stator space envelope compared with the primary environ-

ment

Table 59: Temperature

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Mechanical load on the long-stator winding

The following effects from the guideway beam taken into consideration when determining the

mechanical load:

•

Effects from the static and dynamic deformation of the beam due to operations and

to the beam's natural oscillations that can be caused especially by slow moving

MSB vehicles.

•

Effects from deformation of the beam due to temperature changes

- Linear expansion

- Deformation due to non-uniform temperature distribution

•

Deformation of the substructures due to operation (driving/braking)

The natural oscillation behaviour of the various items of equipment and mount-on parts must

also be allowed for when determining the mechanical load.

Parameter

Value

Unit

Effect on the long-stator winding from guideway beam vibration

Max. frequency

Acceleration in x-direction (RMS)

m/s²

Acceleration in y-direction (RMS)

m/s²

Acceleration in z-direction (RMS)

m/s²

Tägliche Dauer der Einwirkung (akkumuliert)

min

Table 60: Typical vibration effects on a the long stator

Parameter

Value

Unit

Mechanical movement at the beam joints

Limits of deviation from nom. dimension

-32 to +63

Table 61: Deviation from nominal dimension at beam joints

Parameter

Value

Unit

Movement cycle at the beam joints due to temperature response curve

Maximum daily beam expansion gap change in x-direction

Mean daily beam expansion gap change in x-direction

Mean annual beam expansion gap change in x-direction

Table 62: Thermal effect at the beam joints

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Parameter

Value

Unit

Movement cycle due to effects from operation

Max. number of cycles

200

1/day

Min. cycle time resulting from min. train length

Max. change in beam expansion gap in x-direction (at max. speed)

3.5

Mean change in beam expansion gap in x-direction (at max. speed)

Table 63: Effect of vehicle acceleration and retardation and resulting change in beam expansion gap

Pollution Degree

The requirements of /DIN EN 60664-1/ for pollution degree 4 must be satisfied.

EMC / Lightning protection

The requirements defined in / DIN EN 62305-4/ for LPZ 0_B must be satisfied.

Secondary environment inside buildings (e.g. substations,

switching points, point switching boxes)

The values for airconditioned service/machine rooms must be defined project-specifically.

Climate

Must be defined project-specifically.

Pollution Degree

The requirements of /DIN EN 60664-1/ for pollution degree 2 must be satisfied.

EMC / Lightning protection

The requirements defined in / DIN EN 62305-4/ for LPZ 0_B must be satisfied as a minimum.

Any necessary defining of areas with Zones LPZ 1 or LPZ 2 must be done as part of the EMC

building design.

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Environmental conditions with covered guideway sections

The following differences compared with guideway sections directly exposed to the actions of

the primary environment must be considered for guideway sections that are covered over:

Characteristic

Differences

Temperature

The max. limits of the primary environment are not achieved.

Humidity

Higher than the average for the primary environment

Wind

max. 10 min. mean: 10 m/s

Ice/snow

No snow or ice cover of the guideway's functional surfaces

Effective length of the cover in relation to wind and

The length of the covered structure less 10 m for each transitional

ice/snow

section is used as a guide value. The actual length must be defined

project-specifically.

Table 64: Environmental conditions in covered guideway sections

Environmental conditions in tunnel sections

In a tunnel, the environmental conditions of temperature, humidity, air movement / wind must

be considered depending on the particular locality and as a function of parameters such as

the number of tracks, tunnel structure, train sequence etc.

The environmental conditions for a particular tunnel will therefore have to be defined project-

specifically.

The data given the following sections, based on Annex A of

/DIN EN 50125-2/, must therefore be regarded as guide values.

Temperature

For tunnels less than 2000 m long and in the first and last 1000 m section of tunnels longer

than 2000 m, the same temperature assumptions should be made as for open air.

The lowest temperature in the central section of long tunnels (> 2000 m) can be assumed to be

20 K higher than in open air and the highest temperature can be reduced by 5 K.

Humidity

Humidity tends to be low where the tunnel walls can prevent a significant amount of humidity

from penetrating.

Structural measures against humidity penetration must be defined project-specifically.

The max. absolute humidity in the tunnel must be assumed according to /DIN EN 50125-3/,

Table 3 as 30 g/m³.

Wind

A figure of 3 m/s can be assumed for the 10 min. mean wind speed.

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Design Principles

Rules for Operation

List of contents

1 Distribution

2 Change history

3 List of contents

4 General

4.1

Purpose of the document, scope

4.2

High-speed Maglev System Design Principles

4.3

Abbreviations and definitions

4.4

Statutes, regulations, standards and directives

4.5

Indentification and binding value of requirements

5 Preparation of the body of rules for operation

6 Structure, breakdown and scope of the body of rules for operation

6.1

Structure and breakdown of the body of rules

6.2

Parts of the body of rules

7 Management types and systems

7.1

Safety Management System (SMS)

7.2

Quality Management (QM)

7.3

Occupational Safety Management

7.4

Environmental Protection Management

8 Need for regulation - Train operations and maintenance

8.1

High-level requirements

8.1.1

Monitoring of Limits

8.1.2

Requirements for the train operations and maintenance personnel

8.1.3

Communication requirements

8.2

Need for regulation - Train operations

8.2.1

Rules for train operations

8.2.2

"Normal operation" mode

8.2.3

"Departure from normal operation" mode

8.2.4

Train operations with special vehicles

8.2.5

Need for regulation for special measures

8.2.5.1

Security

8.2.5.2

Winter service

8.2.5.3

Vegetation control

8.3

Need for regulation - Maintenance

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8.3.1

Rules for Maintenance

8.3.1.1

Contents of the rules for maintenance

8.3.1.2

Maintenance programme

8.3.1.3

Maintenance instructions

8.3.1.4

Rules for the performance of maintenance measures

8.3.1.5

Rules for the sequence / oganisation of maintenance measures

8.3.2

Maintenance management

8.3.3

Maintenance measures

8.3.3.1

Principles for the performance of maintenance measures

8.3.3.2

Planning of maintenance measures

8.3.3.3

Ordering of maintenance measures

8.3.3.4

Performance of maintenance measures

8.3.3.5

Completion of maintenance measures

8.3.3.6

Confirmation/documentation of maintenance measures

8.4

Need for regulation - Interface between train operations and maintenance

8.4.1

Principles of interfacing between train operations and maintenance

8.4.2

Clearance procedure

8.4.3

Hand-over and acceptance procedure

8.4.4

Trains operations support by Maintenance

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General

Purpose of the document, scope

This design principles applies to a high-speed maglev system according to the General

Maglev System Act /AMbG/.

Sections 24 and 8 /MbBO/ require the MSB entrepreneur to establish rules for operation.

This document contains the non project-specific requirements for rules for the operation of

MSB systems, consisting of train operation and maintenance.

This Design Principles applies in conjunction with the High-speed Maglev System Design

Principles Complete System /MSB AG-GESAMTSYS/ and its Annexes.

This Design Principles governs the operation of MSB systems.

Separate rules must be established for operation during the construction and commissioning of

MSB systems.

The following statements relate to the MSB entrepreneur's rules for operation (train operation

and maintenance), referred to hereafter as the "body of rules", for the use of MSB systems to

carry passengers.

The carriage of goods must be considered separately.

The requirements are addressed to MSB entrepreneurs (as per Section 5 /AMbG/).

The requirements are also addressed to the manufacturers of the MSB system and its compo-

nents in so far as they make statements about required documentation and impose conditions

on the organisation and procedures for the operation of the MSB system that must be taken

into consideration in the design of all subject areas of the MSB system.

Where the MSB entrepreneur's or manufacturer's internal rules differ from the requirements of

this Design Principles, those internal rules may be retained subject to evidence of equivalent

safety or, in the case of definitions and vocabulary, subject to proof of analogous meaning.

High-speed Maglev System Design Principles

This document forms part of documentation for high-speed maglev systems consisting

of a series of Design Principles. The document tree is shown in Figure 1 /MSB AG-

GESAMTSYS/.

The high-level "complete system" design principles and its annexes apply uniformly for the

whole documentation:

•

High-speed Maglev System Design Principles Complete System, Doc. No.: 50630,

/MSB AG-GESAMTSYS/

•

Annex 1: High-speed Maglev System Abbreviations and Definitions, Doc. No.:

67536, /MSB AG-ABK&DEF/

•

Annex 2: High-speed Maglev System Statutes, Regulations, Standards and Direc-

tives, Doc. No.: 67539, /MSB AG-NORM&RILI/

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•

Annex 3: High-speed Maglev System Environmental Conditions, Doc. No.: 67285,

/MSB AG-UMWELT/

•

Annex 5: High-speed Maglev System Noise, Doc. No.: 72963, /MSB AG-

SCHALL/

Abbreviations and definitions

The abbreviations and definitions given in /MSB AG-ABK&DEF/ apply.

Instead of the term "train operation" as used in this document, the term "operation" is also in

commonly used among operators of track-guided transport systems and may therefore be used

in the body of rules of the MSB entrepreneur instead of the term "train operation". This also

applies to corresponding word combinations.

Statutes, regulations, standards and guide-

lines

The normative documents listed in /MSB AG-NORM&RILI/ contain requirements that form

part of the High-speed Maglev System Design Principles by cross reference in the High-speed

Maglev System Design Principles.

Where normative documents in /MSB AG-NORM&RILI/ are dated, subsequent changes or

revisions of these publications do not apply.

With undated references, the latest version of the normative document that is referred to ap-

plies.

The version of the standards and guidelines to be observed in an MSB project must be decided

bindingly on a project-specific basis.

A list of statutes, ordinances, standards and directives for the MSB entrepreneur's body of

rules will be found in the document Maglev High-speed System Design Principles Complete

System, Annex 2: Statutes, Regulations, Standards and Directives /MSB AG-NORM&RILI/.

Identification and binding value of require-

ments

The requirements of /DIN 820/, Part 2, were essentially applied in the preparation of this

document.

In the following chapters and the annexes of this document

•

Requirements are shown in normal font

•

Explanations, guide values and examples are shown in italics

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Preparation of the body of rules for operation

The entirety of the rules must be:

•

complete,

•

consistent,

•

free from contradiction

within themselves.

The rules must conform to the MSB entrepreneur's requirements relating to safety manage-

ment, especially according to /DIN EN 61508/, /DIN EN 50126/ and /DIN EN 50129/ (see

Chapter 0).

Requirements in the body of rules must be checked for consistency with the project-specific

safety, operation and maintenance concept.

The terms and abbreviations used in the body of rules must be clearly defined. The defined

terms and abbreviations must be used consistently.

The structure of the body of rules must be user-friendly.

A body of rules is user-friendly in particular when

•

it directly addresses the individual target groups,

•

its contents are presented in a clear, understandable and descriptive manner, and

•

the auxiliary verbs in it are used according to DIN 820-2/ Annex G.

The body of rules must be practicable.

A body of rules is practicable when

•

the rules it contains optimally support the specified functionality of the deployed

technology, and

•

all users can apply the rules well and without particular difficulty in operation.

The body of rules should be modular in structure.

It is modular in structure when it consists of individual self-contained modules which are

mutually compatible.

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Structure, breakdown and scope of the body of rules for operation

Structure and breakdown of the body of

rules

The body of rules must present the structure and breakdown of the rules in a suitable form,

e.g. as a table of contents.

Additional provisions can be published as annexes or supplements. The body of rules may

contain printed forms to aid working.

If the MSB entrepreneur stipulates uniform principles for the drafting, structure, presentation

and documentation of rules, then these principles should be applied to the entire body of rules.

Parts of the body of rules

The basic understanding of the MBS system that is necessary for the work by the personnel

must be conveyed to the personnel.

The description and presentation must include the installations that are relevant for operation.

The installations should be presented in clear form in a location plan.

The MSB vehicles and special vehicles used in the project as well as any trailers and work

scaffolding must be described.

The body of rules for the operation of the MSB system consists of:

•

rules for train operations,

•

rules for maintenance,

•

general organisational rules for operation (train operations and maintenance).

General organisational rules must at least describe the division and distribution of responsi-

bilities within the MSB entrepreneur's organisation.

General organisational rules can exist either as a separate document or can be incorporated

into the rules for train operations or rules for maintenance.

The general organisational rules must be formulated so that it is clear how the defined safety

objectives are to be achieved under the given project-specific system preconditions and within

the project-specific operational framework.

The rules must clearly set out the principle for the division of responsibility for safety related

and non safety related (e.g. commercial) factors of operation in the organisation as well as in

the work and management processes, systems and types.

Other applicable documents must be defined in the body of rules. They are subject to the same

quality criteria as the body of rules itself.

Examples of other applicable documents:

•

Operating instructions of the MSB system manufacturers,

•

Maintenance instructions of the MSB system manufacturers.

Basic documents used to prepare the body of rules do not form part of it.

Examples of basic documents:

•

the safety related instructions for use (SAV) of the MSB system manufacturers,

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Management types and systems

Safety Management System (SMS)

The MSB entrepreneur must put in place a safety management system based on /Directive

2004/49/EC/.

The SMS is the organisation established by an MSB entrepreneur and the precautions he

takes to guarantee the safe execution of his operational procedures.

The SMS must guarantee that the rules for organisation, train operations and maintenance

which arise out of the project-specific safety concept are incorporated into the body of rules.

Quality Management (QM)

The measures and rules for quality management must be presented in the body of rules and

conform to the applicable regional, national and international regulations, standards (e.g.

/standards series EN ISO 9000 ff./) and the MSB entrepreneur's QM Manual.

Rules for quality assurance, quality planning and the quality procedures must be contained in

the body of rules if they relate to the safety of the operation of the MSB system.

Occupational Safety Management

The measures and arrangements put in place for occupational safety must be set out in the

body of rules and must satisfy the applicable regional, national and international rules, stan-

dards, regulations and national legislation.

Personnel protection must be assured by appropriate arrangements.

The national legislation includes a collection of statutes and ordinances on this subject that

are contained in /MSB AG-NORM&RILI/ /PERSSCH/.

The occupational safety arrangements may be summarised in a suitable manner, e.g. in the

form of an occupational safety management system.

Environmental Protection Management

The measures and arrangements put in place for environmental protection must be set out in

the body of rules and must satisfy the applicable regional, national and international rules,

standards, regulations and national legislation. The current environmental findings must be

taken into consideration.

The national legislation includes a collection of statutes and ordinances on this subject that

are contained in /MSB AG-NORM&RILI/ /PERSSCH/.

The reviews of work processes and work contents and their impact on the environment and

the measures for reviewing compliance with environmental protection measures must be de-

fined in the body of rules.

The environmental protection arrangements may be summarised in a suitable manner, e.g. in

the form of an environmental protection management system.

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Need for regulation - Train operations and maintenance

High-level Requirements

Monitoring of Limits

The MSB entrepreneur must monitor compliance with the limits and other specified values

defined in the Design Principles Complete System and Subsystems.

The corresponding rules, recording and analysis procedures, assessment criteria and the

measures to be taken in case of noncompliance must be defined project-specifically in the

body of rules.

The body of rules must define how the effects of special load cases are registered their reli-

ability assured in accordance with the MSB Design Principles Complete System /MSB AG-

GESAMTSYS/.

Requirements for the train operation and maintenance per-

sonnel

The body of rules must describe for each workplace the requirements which the MSB entre-

preneur makes regarding personnel suitability, fitness and qualification.

The body of rules must stipulate that every activity in train operations and maintenance may

only be carried out by suitable, fit and qualified personnel.

The procedures used to determine the suitability and fitness of personnel, the regular review

and requirements governing review intervals, periods and documentation must be laid down

in the body of rules.

Personnel training/qualification must be anchored in the body of rules at least to the extent

that it is clearly stated which duties, competences and responsibilities of the personnel are

associated with which minimum qualification.

It must be clearly stated how the qualification is obtained, if necessary how it is regularly re-

peated and/or received, and how all qualifications of the personnel are organised, documented

and administered.

Communication requirements

Rules for safety related communication including technical and organisational requirements

must be defined.

Technical communications equipment, its fallback policies in the event of fault or failure, and

its integration into operational procedures must be described.

The rules for recording and storing communications must be defined.

Need for regulation - Train operations

Rules for train operations

The rules for train operations must be defined in the Operation Manual according to Section

24 /MbBO/ and must cover at least the entire train operations.

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The train operations must be carried out in one of the following two modes (see High-speed

Maglev System Design Principles Complete System /MSB AG-GESAMTSYS/, Chapter

6.3.1.2):

•

Normal operation

•

Departure from normal operation.

The option of executing both modes simultaneously must be provided so far as is technically

possible and desirable for operational reasons.

The body of rules must lay down the conditions under which maintenance operations may be

performed in the event of disruptions in train operations.

Responsibilities during this process must be described.

Arrangements must be put in place in the event of an nonscheduled stop by the MSB vehicle.

In the event of disruptions in train operations which involve evacuation of the MSB vehicle,

the body of rules must state how the evacuation must be initiated and carried out.

The safety related planning and dispatching processes for the train operations must be de-

scribed.

Planning and dispatching processes are safety related when they ensure that specified limits

for the MSB system are complied with or their realisation may affect the integrity of persons

and property.

"Normal operation" mode

The constraints for normal operation (see Annex 1: High-speed Maglev System Abbreviations

and Definitions /MSB AG-ABK&DEF/ ) must be laid down and described in the rules for

train operations.

In the body of rules, the MSB entrepreneur must define (see also Section 22 /MbBO/):

•

operational preconditions for the start and sequence of normal operation,

•

technical preconditions for the start and sequence of normal operation,

•

changes between manually and automatically generated journey inputs within

normal operation,

•

conditions for leaving the normal operation mode,

•

requirements and procedures for return to the normal operation mode,

•

procedures when journey preconditions are no longer met.

When individual processes require actions by the operating personnel in normal operation,

these actions must be described.

The actions and restrictions necessary to prevent or avert potential hazardous states in normal

operation must be described.

The measures that must be taken in the event of foreseeable technical and operational disrup-

tions in the operation flow must be described.

The measures that must be taken in the event of foreseeable hazardous incidents must be de-

scribed.

The monitoring activities, measures and intervention in the control and protection of train

operations to be carried out by operating personnel in response to technical or operational

requirements must be described.

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Design Principles

Rules for Operation

Where train operations are carried out simultaneously with construction and/or maintenance

operations, it must be decided

•

whether and how far construction and/or maintenance operations (e.g. subsystem

related, locally closed sections of line) may take place during normal operation,

and

•

how the areas in which construction and/or maintenance operations are being car-

ried out should be closed off and secured.

Responsibilities during this process must be defined.

"Departure from normal operation" mode

The functions that are not contained in the technical protection system must be defined in the

rules for train operation.

If necessary, appropriate safety measures (technical and/or organisational) must be described

in the body of rules.

The measures to be taken under personnel responsibility must be described in the body of

rules.

In the body of rules, the MSB entrepreneur must define (see also Section 22 /MbBO/):

•

operational preconditions for the start and sequence of the "departure from normal

operation" mode,

•

technical preconditions for the start and sequence of the "departure from normal

operation" mode,

•

changes between manually and automatically generated journey inputs within the

"departure from normal operation" mode,

•

conditions for leaving the "departure from normal operation" mode,

•

requirements and procedures for return to the "departure from normal operation"

mode,

•

procedures when journey preconditions are no longer met.

Provisions in the body of rules must ensure that the "departure from normal operation" mode

does not lead to an unsafe state of the MSB system.

The body of rules must define the conditions under which train operations are to be inter-

rupted due to the "departure from normal operation" mode.

Project-specific technical characteristics of the installations and of the MSB vehicles must be

taken into consideration when defining actions and measures taken under personnel responsi-

bility.

Automatic responses by the technical MSB equipment during the "departure from normal op-

eration" mode and the extent of the remaining technical protection must be described for the

train operation personnel.

This also applies to the monitoring activities, measures and intervention in the control and

protection of train operations to be carried out by operating personnel in response to technical

or non technical requirements.

Operations-monitoring measures for the systematic detection, identification/evaluation and

documentation of causes for the "departure from normal operation" mode must be defined in

the body of rules.

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The body of rules must define how the traffic movement director is to be informed of circum-

stances that may lead to the "departure from normal operation" mode.

The nature, format and scope of communication during the "departure from normal operation"

mode must be specified in the body of rules.

Actions for individual measures and operator interventions to ensure the required level of

safety under personnel responsibility, especially in an emergency situation, must be defined in

the body of rules in a suitable format (checklists, flow charts etc.).

Where train operations are carried out simultaneously with construction and/or maintenance

operations, it must be decided

•

whether and how far construction and/or maintenance operations (e.g. subsystem

related, locally closed sections of line) may take place during "departure from

normal operation" mode, and

•

how the areas in which construction and/or maintenance operations are being car-

ried out should be closed off and secured.

Responsibilities during this process must be defined.

Train operations with special vehicles

The body of rules must define types of special vehicles project-specifically.

Rules for moving special vehicles must be defined project-specifically.

Sequences, operator actions and communication as well as technical and non technical meas-

ures will depend on the technical equipment of the special vehicles.

The body of rules must indicate the conditions under which special vehicles may travel on the

MSB line (environmental conditions, MSB vehicles in service etc.).

Depending on the equipment of the special vehicles, measures against gauge profile violations

must be laid down.

Depending on the equipment of the special vehicles, measures for the avoidance of collisions

with

•

other special vehicles,

•

MSB vehicles,

•

installations,

•

persons and objects that project into the gauge profile

must be defined.

Parking and standby positions for special vehicles and the measures for immobilising the spe-

cial vehicles must be defined project-specifically.

Need for regulation for special measures

Security

The body of rules must describe the security system and security tasks in relation to the MSB

system. It must describe:

•

the principles and objectives of security,

•

the responsibility and acting persons for security,

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•

the tasks and scope of building security,

•

the tasks and scope of organisational security,

•

the documentation, verification and reporting of security.

It must be stipulated which security measures must be defined as a minimum. This relates to

all active and passive measures such as:

•

security of vehicles and installations from unauthorised access and unauthorised

intervention,

•

response to alarms and emergency calls,

•

Co-operation with authorities and organisations with security duties (BOS),

•

involvement of surveillance and security services.

Winter service

The rules for train operations must define the limits within which the safe operation of the

MSB system is also possible under winter weather conditions. The limits are specified in An-

nex 3: High-speed Maglev System Environmental conditions /MSB AG-UMWELT/.

The following limits are mentioned by way of example:

•

the permissible thickness of guideway icing (levitation / guidance areas),

•

the acceptable depth of snow on the guideway table and under the gradient.

The rules for train operations must state that the MSB system may only be operated within the

specified limits.

They must also indicate the responsibilities and measures for an approach to the limits being

detected in good time and being responded to with the necessary measures in accordance with

requirements.

General winter service measures around the traffic installations, the maintenance centre and

the transport routes that may also be performed by third parties must be project-specifically

regulated.

Vegetation control

Vegetation stocks long the MSB route must be monitored and cared for by regular inspec-

tions.

Measures must be defined for keeping the clearance gauge free. The following categories

must be taken into consideration:

•

Measures to protect against clearance gauge violation,

•

Measures for detecting a clearance gauge violation,

•

Measures for eliminating a clearance gauge violation.

The vegetation control measures must take into account that encroachment into the clearance

gauge due to natural growth is impossible and due to environmental influences (e.g. wind

break, snow loads on the vegetation) is largely prevented.

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Need for regulation - Maintenance

Rules for maintenance

Contents of the rules for maintenance

The principles of maintenance and the complete subdivision of maintenance into its basic ac-

tions are laid down in /DIN 31051/.

The basic terminology of maintenance and the classification of maintenance into different

types are defined in /DIN EN 13306/. /DIN EN 50126/ also applies.

These principles, subdivisions, terms and classifications must be used in the body of rules for

maintenance.

The maintenance of the MSB subsystems must be combined in an appropriate manner with

the maintenance of the MSB Complete System. The rules for maintenance must reflect this.

The rules for maintenance consist of:

•

maintenance programme,

•

maintenance instructions (for all of the maintenance measures listed in the mainte-

nance programme),

•

rules containing project-specific or location specific supplements (e.g. as work in-

structions and procedures).

Maintenance programme

A maintenance programme for the Complete System must be prepared on the basis of the

“Principles and procedures for creating the maintenance programme” (see /MbBO/ Section 8).

The maintenance programme must be prepared having particular regard to the following

points:

•

The maintenance programmes for the subsystems must contain all necessary main-

tenance measures for the particular subsystem.

•

The maintenance programmes for the subsystems must cover the Complete Sys-

tem.

•

The manufacturer of a particular item must list the possible faults and malfunctions

of that item and clearly assign them to a fault class.

•

The necessary responses and action by personnel must be defined for each fault

class. The action must at least take account of the impact of malfunctions and

faults on the safety of the system.

•

To identify the necessary maintenance measures, structural and/or functional

analyses of all MSB subsystems must be carried out, and the action defined, based

on accepted methods (e.g. FMEA /MSB AG-ABK&DEF/). The frequen-

cies/intervals of the maintenance measures must be defined on this basis.

•

A product structure plan is the basis for the structural and functional analysis.

•

A classification and/or prioritisation of maintenance measures in regard to their

safety relevance must be provided.

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The body of rules must clearly indicate the differentiation of responses to different classes /

priorities of maintenance measure.

Further requirements governing the creation of the maintenance programme - where they exist

- are contained in the respective Design Principles for the subsystems.

Maintenance instructions

Maintenance instructions must exist for all maintenance measures defined in the maintenance

programme.

The maintenance instructions must be prepared by the manufacturer of the particular technical

item under consideration (e.g. subsystem manufacturer).

They should be uniform in structure and presentation.

The maintenance instructions must contain all the information that is necessary to carry out

the maintenance measure.

Rules for the performance of maintenance measures

The maintenance rules must contain project and/or location specific information and instruc-

tions for the technical performance of the maintenance measures, e.g. in the form of work

instructions. These supplement the maintenance instructions.

The naming of the project and/or location specific information and instructions for the techni-

cal performance of maintenance measures shall be at the discretion of the entrepreneur.

The project and/or location specific information and instructions should contain at the least

the following particulars:

•

description of how the maintenance measures are carried out,

•

use of specific work aids/tools,

•

particulars about the use of the infrastructure,

•

specific information about occupational safety/environmental protection and the

use of personal protective equipment,

•

specific details about personnel qualification.

The project and/or location specific information and instructions, details and additions must

not unduly alter the contents of the maintenance instructions.

Rules for the sequence / organisation of maintenance measures

The maintenance rules must contain project and/or location specific information and instruc-

tions about the sequence and/or organisation of maintenance measures, e.g. in the form of

process instructions. These supplement the maintenance instructions.

The naming of the project and/or location specific information and instructions about the se-

quence and/or organisation of maintenance measures shall be at the discretion of the entre-

preneur.

The project and/or location specific information and instructions should contain at the least

the following particulars:

•

procedures for access to and presence in maintenance areas,

•

logging in/out, and safety procedures as well as warning procedures for mainte-

nance work,

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•

ordering maintenance work,

•

carrying out maintenance work,

•

completion and confirmation of maintenance work,

•

documenting maintenance work.

For fast moving and automatically operated vehicles, warning procedures are not suitable as

organisational measures for the protection of personnel inside the guideway danger area, and

must be excluded.

The project and/or location specific information and instructions, details and additions must

not unduly alter the contents of the maintenance instructions.

Maintenance management

The body of rules must present the complete maintenance process for the vehicles and instal-

lations, including maintenance management and the maintenance strategy.

All planning and scheduling processes for maintenance must be described.

The safety related planning and scheduling processes must be identified.

Planning and dispatching processes are safety related when they ensure that specified limits

for the MSB system are complied with or their realisation may affect the integrity of persons

and property.

Consideration must be given to the following requirements for maintenance management in

addition to the requirements of Chapter 0:

•

The body of rules for maintenance must be linked through the interface rules for

train operations and maintenance to the rules for train operations, and be consistent

with them.

•

Rules arising out of existing statutes, standards and directives (e.g. occupational

safety, environmental protection, fire safety, quality management etc.) must be an-

chored in the body of rules. This can be done by defining specific rules or by ref-

erences to the applicable documents.

Maintenance measures

Principles for the performance of maintenance measures

The "performance of maintenance measures" process sequence comprises the sub-processes

of planning, ordering, performing, completion and confirmation/documentation.

The sub-processes must be comprehensively described in the body of rules. The description

must provide at least the following particulars for all sub-processes:

•

contents of the sub-process,

•

sub-process sequence,

•

acting and responsible persons,

•

input variables of the sub-process,

•

output variables of the sub-process.

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The sub-process in which a maintenance measure is, and the person responsible for signing

off that maintenance measure, must be identifiable at all times. The technical and/or organisa-

tional arrangements that are necessary for this must be written down.

Planning of maintenance measures

Planning means the preparation of the future performance of maintenance measures. This

preparation relates to the resources of time, dates, personnel, material and infrastructure.

The planning must cover at least those measures identified in the maintenance programme as

safety related and measures covered by a statutory duty to produce supporting documentation.

Beside the requirements referred to in Chapter 0, the body of rules must also contain particu-

lars of the planning time and planning period and about how the planning is made known.

Ordering of maintenance measures

The principle of maintenance performance, "no work without an order", must be enshrined in

the body of rules.

The contents of the order and the format (printed paper forms, computer forms etc.) must be

defined.

The ordering of maintenance measures must be verifiable.

Performance of maintenance measures

The maintenance measures must be performed according to the manufacturer's technical in-

structions and the organisational rules of Maintenance.

Procedures for monitoring the maintenance measures must be defined.

The procedures and the acting and responsible persons for controlling the maintenance tasks

(e.g. in the event of plan/actual deviations) must be defined.

Rules must be laid down for executing vehicle movements for maintenance purposes. The

rules must relate to the items listed in Chapter 0.

Completion of maintenance measures

The completion of maintenance measures determined by reporting the technical completion of

the ordered measure.

Additional special rules must be made for safety related activities (e.g. the 'two pairs of eyes'

principle).

The contents of the completion report and the format (printed paper forms, computer forms

etc.) must be defined.

The completion report must be verifiable.

Confirmation/documentation of maintenance measures

The confirmation of a maintenance measure is determined by the detailed description of the

activity that has actually been carried out.

The data that are required for the confirmation of the completed measures must be defined.

The contents of the confirmation and the format (printed paper forms, computer forms etc.)

must be defined.

The confirmation must be verifiable.

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The lifecycle of replaced/repaired modules/smallest replaceable units must be clearly and

verifiably documented together with a fault description, the cause of the fault and the repair

carried out (if applicable, destruction of the faulty part and replacement by a new part).

Need for regulation Interface between train

operations and maintenance

Principles of interfacing between train operations and

maintenance

The operation of the MSB system is divided into train operations and maintenance.

There may be different areas of responsibility in the train operations and the maintenance of

the MSB system.

The individual areas of responsibility must be clearly described and separated from each other

in the body of rules.

In train operations and in maintenance, the areas of responsibility must be clearly allocated at

all times.

Train operations and maintenance can take place both simultaneously and consecutively.

Where train operations and maintenance take place simultaneously, the body of rules must

define criteria for the nature and scope of admissibility.

The framework conditions and prerequisites must be described and regulated.

Train operations and maintenance can take place simultaneously when reciprocal safety risks

do not arise.

If train operations and maintenance take place consecutively the body of rules must contain

arrangements for the transfer of responsibility.

In both instances, the body of rules must describe:

•

the organisation of the interfaces,

•

the technical systems involved in the interface,

•

the content and limits of the activities,

•

responsibility for initiating the measures,

•

the boundaries of responsibility for the complete system or subsystems,

•

the acting function owners,

•

the communication and information flows,

•

the necessary documentation,

•

the issuing of orders and suspension / clearance procedures,

•

the safety procedures,

•

the hand-over and acceptance procedures,

•

the performance of the maintenance measures.

The following communication rules in particular must be put in writing for train operations

and for the interface between train operations and maintenance:

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•

information about vehicle movements,

•

warning procedures,

•

written instructions,

•

information about temporary/local restrictions and special features,

•

rules governing how the persons responsible interact,

•

transmission of clearances and suspensions.

For fast moving and automatically operated vehicles, warning procedures are not suitable as

organisational measures for the protection of personnel inside the guideway danger area, and

must be excluded.

Clearance procedure

The body of rules must define responsibility for technical clearances of the system or - if in-

tended - of system components, both for the organisation and for the management and work

processes.

Technical and non technical journey preconditions must be met before train operations can

commence.

These journey preconditions must be described in the body of rules according to /MbBO/ Sec-

tion 22.

The various responsibilities for confirming compliance with the individual journey precondi-

tions must also be defined in the body of rules.

Compliance with the journey precondition must be confirmed according to an appropriate

clearance procedure.

The clearance procedure must also describe the associated verification processes.

Compliance with the technical journey preconditions must be established and confirmed by

the area of responsibility of Maintenance. This confirmation certifies that the technical re-

quirements (functional capability as per /DIN 31051/ and /DIN EN 13306/) for the use of the

system (subsystem, complete system) are fulfilled.

The non technical journey preconditions must be confirmed in the area of responsibility of

train operations.

If there is provision for clearing the parts of a subsystem, then the above mentioned descrip-

tions must relate accordingly to the level of those parts of the subsystems. The parts must be

defined.

The clearance procedures, clearance conditions and the withdrawal of clearances must be de-

scribed in the body of rules. The description must cover at least the following points:

•

the persons acting (person responsible, recipient etc.),

•

the content of the message (technical, operational, subsystem etc.),

•

an indication of the criteria against which checks are made,

•

the possible restrictions/constraints,

•

the format and/or manner (e.g. in writing, electronic),

•

the documentation.

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Hand-over and acceptance procedure

Responsibility for the handed over/accepted system/subsystem changes upon hand-

over/acceptance. If there is provision for handing over/accepting the parts of a subsystem,

then the above mentioned descriptions must relate accordingly to the level of those parts of

the subsystems. The parts must be defined.

The technical and organisational procedures of the hand-over and acceptance must be de-

scribed in the body of rules. This description must at least contain:

•

the persons acting in the hand-over/acceptance (person responsible, recipient etc.),

•

the content of the hand-over/acceptance report (technical, operational, subsystem

etc.),

•

the basis for the hand-over/acceptance (the criteria it is checked against),

•

the format and/or manner of the hand-over/acceptance (e.g. in writing, electronic),

•

the documentation of the hand-over/acceptance.

For mobile systems (MSB vehicles, special vehicles etc.) the local hand-over/acceptance point

must be indicated and any particular features of the process must be described.

Train operations support by Maintenance

Support for the train operations personnel by the maintenance personnel may be necessary

depending on the technical equipment of the MSB system.

If this support is required, it must be described in the body of rules. The scope of the support

must include at least the following points:

•

monitoring the technical operating status,

•

evaluating the technical operating status,

•

documenting particular aspects during the train operations,

•

support and assistance when malfunctions occur.

The necessary reporting and communication paths and the interaction between the function

owners of train operations and maintenance must be described.

If necessary, hierarchically graded courses of action must be described depending on the po-

tential impacts of malfunctions on the safety of the MSB system.

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Table of Contents

Distribution

Amendment Summary

Table of Contents

General

Document purpose and scope

High-speed Maglev System Implementation Bases

Abbreviations, definitions and symbols

Acts, Orders, Standards and Directives

Identification and mandatory requirements

Compiling a test specification

Taking measurements

General measurement terms of reference

Requirements for measurement and immission locations

Requirements for vehicles and their passes

Velocity rating and number of passes

Weather requirements

Measurement variable and measuring equipment

Additional measurement conditions for the determination of D_Fz

Additional measurement conditions for the determination of D_Fb

Additional measurement conditions when determining D_Fb on short laid lengths of guideway test

specimen

Measurement method with single microphones at a reduced measuring distance

Measurement method with a microphone array

Documentation of measurement procedure

Evaluation of measurement data

Calculation of hourly averaging level

Additional terms of reference for evaluations with short laid lengths of guideway test specimen

Data evaluation in the measuring method with single microphones at a reduced measuring distance.22

Data evaluation in the array measurement method

Documentation for measurement data evaluation

Determination of D_Fz and D_Fbsound level differences

Determination of D_Fz,me and D_Fz,aevalues

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Determination of the D_Fb value

Additional terms of reference for the determination of D_Fb on short laid lengths of the guideway test

specimen

Documentation for determination of D_Fz and D_Fb sound level differences

Annex

Example for determination of D_Fz sound level differences D_Fz,meand D_Fz,ae

Example for determination of sound level difference D_Fb

Determination of auxiliary variables D_FzH,me and D_FzH,ae

Determination of D_Fb value for a guideway test specimen with long extension

Determination of D_Fb value for a guideway test specimen of short laid length

Degree of automation of the inspections

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List of Figures

Figure 1: Explanation of measuring time T_M and event time T_E

Figure 2: Corrected L_Am,1h,corr hourly averaging levels, equalising polynomial L_Am,1h,corr(v)

and total rating sound level L_r(v) based on the D_Fz values determined by the iteration

method 32

Figure 3: Sound level difference ∆L_Diff(v) of total rating sound level and equalising

polynomial from Figure 2

Figure 4: L_Am,1h,ref hourly averaging level, equalising polynomial L_Am,1h,ref(v) and L_r(v) total

rating sound level based on the D_FzH values determined by the modified iteration method

Figure 5: ∆L_Diff(v) sound level differential of total rating sound level and equalising

polynomial from Figure 4

Figure 6: L_Am,1h,testhourly averaging level and equalising polynomial L_Am,1h,test(v)

Figure 7: ∆L_Am,1h(v) sound level differential

Figure 8: Calculated D_Fb,test values of a guideway test specimen for hypothetical

measurements on a specimen with a “long” extension

Figure 9: Calculated D_Fb,test values of a guideway test specimen for hypothetical

measurements on a specimen of “short” laid length

List of Tables and Equations

Table 0-1: Microphone positions in the WH10x array

Table 0-1: Sub-arrays of the WH10x array with associated microphones and frequency

ranges

Table 0-1: Hourly averaging levels hypothetically determined at the measuring point with the

reference concrete guideway

Table 0-2: Hypothetical hourly averaging levels determined at the measuring point with the

guideway test specimen

Equations (1a-1i)

Equation (2)

Equation (3)

Equation (4)

Equation (5)

Equation (6)

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General

Document purpose and scope

The present document defines the procedures for the determination by measurement of the

DF_z,me andD_Fz,ae sound level differencesfor new vehicles and D_Fb for new guideways as the

basis for certification within the meaning of the footnote provision of the Maglev Noise Aba-

tement Order [Magnetschwebebahn-Lärmschutzverordnung /MSB-LSV/]. The setting of the

sound level differences listed in the Maglev Noise Abatement Order may need additional cer-

tification with regard to permanence.

Each of the tables listed in the Maglev Noise Abatement Order for “_DFz,me and D_Fz,ae sound

level differences due to different vehicle types” (/MSB-LSV/, Table 3) and “D_Fb sound level

differences due to different guideway types” (/MSB-LSV/, Table 4) contains footnotes in-

structing that appropriate correction values, i.e. other values for D_Fz,me, D_Fz,ae and D_Fb, be used

for other noise emission proven in the long term.

In defining the certification procedures for the above sound level differences, use is essential-

ly made of the procedure in the “Project-accompanying Sound 03/Sound -Transrapid Com-

mittee”, which worked on the text of the current /MSB-LSV/. The present document contains

a detailed description of all the necessary measurements and evaluation methods on the basis

of which determination of the DF_z,me, D_Fz,ae and D_Fb sound level differences must be carried

out. The present document shall be used as the base document for the certification of vehicle

and guideway subsystems.

The present Design Principles apply to a high-speed maglev system pursuant to the General

Maglev Act [Allgemeines Magnetschwebebahngesetz /AMbG/].

High-speed Maglev System Implementation

Bases

This document forms part of a set of documentation for high-speed maglev systems compri-

sing several Implementation Bases. The document tree is shown in Figure 1 /MSB

AGGESAMTSYS/.

The overriding Complete System Design Principles and its Annexes apply uniformly to the

full set of documentation:

• High-speed Maglev System Design Principles Complete System, doc. no.: 50630, /MSB

AG-GESAMTSYS/,

with annexes:

• Annex 1: Abbreviations and definitions, doc. no.: 67536, /MSB AG-ABK&DEF/

• Annex 2: Acts, Orders, Standards and Directives, doc. no.: 67539,

/MSB AG-NORM&RILI/

• Annex 3: Environment, doc. no.: 67285, /MSB AG-ENVIRONMENT/

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Abbreviations, definitions and symbols

The abbreviations and definitions given in /MSB AG-ABK&DEF/ apply.

The abbreviations and definitions below represent abbreviations and definitions specific to

Design Principles Sound:

Symbol

Unit

Meaning

•

dB(A)

Constants in Equation (6)

C_test

dB(A)

Allowance for sound propagation influences pursuant to /MSB-LSV/ at the

measuring point of the guideway test specimen

C_ref

dB(A)

Allowance for sound propagation influences pursuant to /MSB-LSV/ at the

measuring point of the reference concrete guideway

D_BM,k

dB(A)

Sound level difference due to ground and meteorology damping

D_Fb

dB(A)

Sound level difference due to different guideway types

D_Fb,test

dB(A)

D_Fb value of guideway test specimen

D_Fb,ref

dB(A)

D_Fb value of reference concrete guideway

D_Fz

dB(A)

Sound level differences due to different vehicle types

D_Fz,me

dB(A)

Sound level difference due to different vehicle types, mechanical proportion

D_Fz,ae

dB(A)

Sound level difference due to different vehicle types, aerodynamic proportion

D_FzH

dB(A)

Auxiliary variable in the determination of D_Fb

D_FzH,me

dB(A)

Auxiliary variable in the determination of D_Fb, mechanical proportion

D_FzH,ae

dB(A)

Auxiliary variable in the determination of D_Fb, aerodynamic proportion

D_L,k

dB(A)

Sound level difference due to air absorption

D_s,k

dB(A)

Sound level difference due to distance

L_A

dB(A)

A- and FAST evaluated sound pressure level

L_Am,E

dB(A)

Event level by averaging over event time T_E

L_Am,E,evl

dB(A)

Event level by averaging over event time T_E,evl

L_Am,E,r

dB(A)

Event level by averaging over event time T_E,r

L_Am,1h

dB(A)

Hourly averaging level for one vehicle pass per hour

L_Am,1h,evl

dB(A)

Hourly averaging level for one vehicle pass per hour (array method)

•

Hourly averaging level corrected for number of sections (Equation (2))

L_Am,1h,corr

dB(A)

L_Am,1h,r

dB(A)

Hourly averaging level for one vehicle pass per hour (single microphone

method at reduced measurement distance)

L_E,me

dB(A)

Mechanical proportion of emission level pursuant to /MSB-LSV/

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Symbol

Unit

Meaning

L_E,ae

dB(A)

Aerodynamic proportion of emission level pursuant to /MSB-LSV/

L_r

dB(A)

Total rating sound level pursuant to /MSB-LSV/

∆L_Am,1h

dB(A)

Difference between the hourly averaging level (Equation (5)) taken at the

measuring point of the guideway test specimen and at the measuring point of

the reference concrete guideway

∆L_Diff

dB(A)

Difference between total rating sound level and corrected hourly averaging

level (Equation (4))

∆L_k

dB(A)

Sum of sound level differences in the part section method according to /MSB-

LSV/

∆L_Sec

dB(A)

Sound level difference due to number of vehicle sections

a, b, c

Coefficients of a second grade equalising polynomial (Equation (3))

Running index in the part section method according to /MSB-LSV/

Length of vehicle from nose tip to rear end

l_k

Part section length

Sound pressure

Radius of route

dB(A)

Correction level to allow for special features of lines

Time

t₁

Time at start of averaging time T_E

t_1,evl

Time at start of averaging time T_E,evl (array method)

t_1,r

Time at start of averaging time T_E,r (single microphone method at reduced

measuring distance)

t₂

Time at end of averaging time T_E

t_2,evl

Time at end of averaging time T_E,evl (array method)

t_2,r

Time at end of averaging time T_E,r (single microphone method at reduced

measuring distance)

T_E

Averaging time for the event level

T_E,evl

Averaging time for the event level (array method)

T_E,r

Averaging time for the event level (single microphone method at reduced

measuring distance)

T_M

Measuring time

km/h

Vehicle velocity

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Symbol

Unit

Meaning

v₀

km/h

Reference velocity (v₀ = 100 km/h)

•

Term/

Meaning

Abbreviation

Emission location

Top guideway edge at guideway support centre in the measurement cross-

section according to /MSB-LSV/

Immission locati-

Location of a microphone or microphone array

Short laid length

Guideway test specimen of laid length > 24 m and < 250 m

Maximum sound

Maximum sound level in time behaviour L_A(t) during passage of the vehicle

level

Measuring point

Immediate surroundings within range of emission and immission location

Measurement

Plane through immission location with guideway as the normal

cross-section

Section

With a vehicle unit assumed at approx. 25 m in length

TGE

Top guideway edge

TETF

Transrapid Emsland Test Facility

Acts, Orders, Standards and Directives

The normative documents listed in /MSB AG-NORM&RILI/ contain stipulations which be-

come part of the High-speed Maglev System Design Principles by virtue of reference in the

High-speed Maglev System Implementation Bases. When normative documents in /MSB AG-

NORM&RILI/ are dated, later amendments or revisions of these publications do not apply.

When references are undated, the most recent issue of the normative document referred to is

applicable.

The issue date of the Standards and Directives to be taken into account in a maglev project

shall be fixed with binding force for that specific project.

The abbreviations and definitions below represent specific abbreviations and definitions of

Design Principles Sound:

In this document particular reference is made to the Orders and Standards listed below.

Abbreviation

Orders and Standards

/MbBO/

High-speed Maglev System - Construction and Operating Regulations

[Magnetschwebebahn - Bau- und Betriebsordnung - MbBO]

(Article 1 of the Maglev Construction and Operating Regulations)

/MSB-LSV/

Maglev System - Noise Abatement Order [Magnetschwebebahn - Lärm-

schutzverordnung]

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Compiling a test specification

The contractor selected to take measurements and evaluate data for determination of the DF_z

sound level differences of a new vehicle and the DF_bsound level difference of a guideway test

specimen shall submit a test specification to the client. Before measurements are taken, this

shall be discussed and agreed with the competent supervisory and licensing authority or with

an expert appointed by same. The test specification shall contain the following essential

points:

• a statement to the effect that the measurement conditions at the planned measuring points

in the area of the reference concrete guideway and of the guideway test specimen conform

to the data specified in Chapter 0, particularly as regards the position of the immission lo-

cations,

• a statement to the effect that the acoustic condition of the vehicle to be used when taking

the measurements meets the requirements stipulated in Chapter 0,

• the submission of a flow chart guaranteeing the number and velocities of the vehicle pas-

ses for each measuring point required according to Chapter 0.

• a list of the measurement and data recording equipment anticipated for use, and

• proof of familiarity with the methods of data evaluation and determination of DF_z and D_Fb

sound level differences described in Chapter 0 and particularly in Chapter 0.

NB: The intended contractor shall in particular describe the details of his knowledge of the

measurement and evaluation methods used (see Chapters 0 and 0) to the Supervisory and

Licensing Authority or the appointed expert, a prerequisite being that the contractor has had

sufficient practical experience of these methods of measurement.

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Taking measurements

In the measurements described in this chapter to determine DF_z sound level differences, i.e. of

D_Fz,me and D_Fz,ae, and of DF_b sound level differences, there shall be compliance with the gene-

ral terms of reference in Chapter 0. The following two chapters give further measurement

conditions relating solely to the determination of DF_z sound level differences (Chapter 0) and

the determination of the DF_b sound level difference (Chapter 0). Here the D_Fb value of a gui-

deway test specimen shall in principle be determined at only one measuring point at which the

line comprises a “long” extension of the test specimen guideway type (see Chapter 0). Should

this exceptionally be impossible since, as a prototype carrier, the guideway test specimen only

has a “short” laid length of typically between 25 and 60 m, D_Fb shall be determined by means

of a single microphone method at a reduced measuring distance and by means of a method

using a microphone array. The special measurement conditions in this regard are described in

Chapter 0. Chapter 0 further gives the points required for all the measurement methods within

the measurement documentation framework.

General measurement terms of reference

When taking measurements on vehicles and guideways the following requirements, based on

/DIN EN ISO 3095/, shall be met for proof of sound emission. The general terms of reference

for measurements comprise requirements for measurement and immission location, the vehic-

les and their passes, the velocity classification and number of same, the weather conditions,

and data relating to measurement quantity and measuring equipment.

Requirements for measurement and immission locations

The terrain at the measuring location shall be open and level, at least on the side of the route

on which sound immission is measured. As little reflection as possible shall be ensured on the

away-facing side. There should be arable land and/or meadows in the area between guideway

and immission location; low growth is permissible. Sound propagation, interfering obstacles

and unacceptable reflecting surfaces are not permitted in the surroundings of the immission

location on the route side of the measurement for up to three times the measuring distance.

The measuring locations used shall only be sections in which the route runs straight (R >

10.000 m). Guideway banking of ≤ 2° is permitted. In the area of the measuring location the

guideway must be constructed from the identical guideway type over a “long” extension. A

“long” extension means that the same guideway type is present for at least 125 m on either

side of the measurement cross-section.

The measuring location shall be selected so that the backg2round noise can be ignored during

all vehicle passes. For this the A- and FAST-rated sound pressure level caused by interfering

sound sources shall be at least 15 dB(A) below the maximum sound level measured during a

pass and also the third-octave levels relevant to the maximum level shall be at least 15 dB(A)

above those of the backg2round noise. Should it be impossible to comply with the requisite

sound level difference of 15 dB(A) due to an unforeseen sound event (e.g. overflying aircraft)

during an individual pass, the measurement in question shall be discarded and the pass repea-

ted as a matter of principle.

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Where the guideway to be tested is of the “long” extension type, the measurement cross-

section shall without exception be located centrally between two adjacent supports. The

measurement distance between guideway support centre and immission location projected

vertically to the ground in the measurement cross-section shall be 25 m.

The height of the immission location shall be:

•

3.5 m above ground at TGE heights of up to 7.0 m above ground,

•

3.5 m below TGE at TGE heights over 7.0 m above ground.

Requirements for vehicles and their passes

When taking measurements to determine the D_Fz sound level differences, the vehicle shall be

in the acoustic condition corresponding to the operational application, or for which the DF_z

sound level differences pursuant to /MSB-LSV/ are to be determined. As part of the determi-

nation of the D_Fb sound level difference the vehicle may also have a different acoustic condi-

tion during measurement, as prior to determining D_Fb’ the D_FzH auxiliary variables (see Chap-

ter 0) of the current vehicle must he measured and then used. The vehicle length and number

of sections during the measurements described here are optional.

NB: Corrections in respect of number of sections are allowed for in the D_Fz determination in

Chapter 0.

In all the measurements taken here the requirement is for passes at a constant velocity, in each

case in the range of 125 m plus half the vehicle length on either side of the measurement

cross-section. As previous experience has shown that the direction of travel, the section actu-

ally in front, the facing side of the vehicle and the loading condition of the vehicle have no

influence on the sound pressure level measured at the immission location, runs in different

directions and at different loadings may be used when determining D_Fz and D_Fb. However, a

record shall be made of the direction of travel, the forward section, the facing side of the ve-

hicle and the loading.

With new vehicles a test shall be conducted (e.g. using design documentation and/or measu-

rements) to determine whether their sound emission is the same on both sides of the vehicle.

Where emissions differ according to vehicle side, the D_Fz values of the vehicle shall be deter-

mined for the side of the vehicle with the higher sound emission. When emissions differ ac-

cording to vehicle side, the auxiliary variable D_FzH pursuant to Chapter 0 and the D_Fb value of

the guideway shall always be determined on the same side of the vehicle.

Velocity rating and number of passes

Each of the velocity ranges required to determine DF_z and D_Fb sound level differences is gi-

ven in Chapters 0 and 0. In every case, however, pass velocities shall be graduated in steps of

10 km/h. At least two runs shall be measured for each velocity step. At least three measure-

ments shall be taken at maximum velocity.

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Weather requirements

Wind speeds for immission location measurements shall not exceed 5 m/s. There shall be no

snow on the ground within the measuring point area. No measurements shall be taken when it

is raining.

Measurement variable and measuring equipment

The measurement variable is the sound pressure p at the immission location. In each case the

measurement variable shall be recorded either as the time curve of the sound pressure p(t) or

as the time curve of the A- and FAST-rated sound pressure level L_A(t) over a sufficient mea-

surement period T_M. Measurement commences when the noise of passage starts to be clearly

distinguishable from the backg2round noise, and ends when the noise of passage is once again

masked by the backg2round noise. The p(t) and L_A(t) time curves obtained for the individual

vehicle passes shall be evaluated as specified in Chapter 0.

The requirements for measuring equipment and the calibration thereof shall be those specified

in /DIN EN ISO 3095/. The entire equipment chain and the sound level meter shall be calibra-

ted on each measuring day before and after measurement. If the equipment chain is modified,

fresh calibrations shall be carried out before and after the modification. The calibration signals

shall be stored and the calibration process logged.

Additional measurement conditions for the

determination of D_Fz

When taking measurements to determine the D_Fz sound level differences, the following mea-

surement conditions shall be met in addition to the general requirements for measurements

stipulated in Chapter 0:

• The vehicle passes shall be measured at a measuring location at which the route comprises

the reference concrete guideway of construction phase 1 or 2 of the TETF, i.e. construc-

ted prior to 1989. A D_Fb value of 0 dB(A) is set for this type of guideway in /MSB-LSV/.

• Passes in the velocity range from 130 to at least 400 km/h shall be measured, i.e. subject

to the criteria of Chapter 0 the number of runs shall be at least 57.

Additional measurement conditions for the

determination of D_Fb

The following measurement conditions shall be met in addition to the general requirements

for measurements in accordance with Chapter 0 when taking measurements to determine the

D_Fb sound level difference:

• It is permissible to give the D_Fb value of a guideway type for limited velocity ranges, na-

mely up to and including 300 km/h, from > 300 km/h up to and including 400 km/h and

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from > 400 km/h up to the maximum authorised guideway velocity. Passes on the guide-

way test specimen may therefore only be required in commensurately restricted velocity

ranges. Hence from case to case the velocity range in the measurements for the determina-

tion of D_Fb may extend from 130 to 300 km/h, from 130 to 400 km/h or up to the maxi-

mum authorised velocity for the guideway. The relevant minimum numbers of passes are

obtained according to Chapter 0.

• Determination of the D_Fb value assumes knowledge of the D_FzH, i.e. D_FzH,me and D_FzH,ae

auxiliary variables of the vehicle which carried out the passes on the guideway test speci-

men. The D_FzH values may actually be calculated from this vehicle’s existing measurement

data taken during the measurement of passes on the reference concrete guideway, but they

should preferably be determined by a new measurement taken just beforehand with this

vehicle on the reference concrete guideway (cf. Chapter 0). If relevant modifications were

carried out on the vehicle since the last sound emission measurement, the D_FzH auxiliary

variables shall be re-determined. When determining D_Fb, D_FzH values shall refer to the ve-

locity range of up to at least 400 km/h, irrespective of any restricted velocity range.

Additional measurement conditions when

determining D_Fb on short laid lengths of

guideway test specimen

With a guideway test specimen of “short” laid length, the D_Fb value shall be determined by

means of the single microphone method at a reduced measuring distance and by means of the

array method, the stipulation being to take these measurements by both methods simultane-

ously.

There should be a slight deviation from the requirement that the measurement cross-section be

located exactly centrally between two adjacent supports if there is a reflecting object centrally

between the supports.

Measurement method with single microphones at a re-

duced measuring distance

When taking measurements with a single microphone on a “short” laid length of guideway

test specimen, the measuring distance shall be reduced in order to minimise the influence of

adjacent guideways of a different type; the measuring distance between the centre of the gui-

deway support and immission location in the measurement cross-section projected vertically

to the ground shall be 12.5 m if the laid length of the test specimen is ≥ 49 m and < 250 m,

and 6.5 m if the test specimen length is > 24 m and < 49 m. Furthermore, allowance shall be

made for the vertical directional characteristic of guideway and vehicle by means of simulta-

neous measurement at the required distance at two immission locations of different height, so

that two sound pressure signals p(t) and two sound level patterns L_A(t) must be recorded. The

heights of the immission locations shall be fixed as follows:

• the top immission location is at TGE level,

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• the bottom immission location is 3.5 m below TGE, but at least 1.0 m above ground.

Due to the “short” laid length of the guideway test specimen, the minimum range of the vehic-

le’s constant pass velocity is reduced to the actual length of the test specimen plus half the

vehicle length before and after the test specimen.

As the determination of the D_Fb value in Chapter 0 is based on a comparative measurement at

the reference concrete guideway, the measurements at the most recent measuring location

must be taken at the same reduced measuring distance as at the guideway test specimen, at

two immission heights corresponding to the TGE height of the reference concrete guideway.

NB: During passage of the vehicle, particularly at high velocities, instantaneous pressure fluctuations occur at the nose and rear

end area of the vehicle; these may produce signal saturation at immission locations 6.5 m away, so for this measuring distance

it is recommended that if necessary a high-pass filter with a limit frequency of approx. 20 Hz be inserted at the signal amplifica-

tion input.

Measurement method with a microphone array

To determine the D_Fb value of a guideway test specimen with a “short” laid length, a measu-

rement method with a microphone array is specified in addition to the method described in

Chapter 0. The array method serves to measure the D_Fb value of the immission location at a

distance of 25 m from the guideway support centre, i.e. at

• a height of 3.5 m above ground for TGE levels of up to 7.0 m above ground and

• a height of 3.5 m below TGE for TGE levels above 7.0 m above ground.

During measurement a linear, hence one-dimensional, array in horizontal and parallel orienta-

tion to the guideway is used, the central microphone of which is located in the measurement

cross-section. While the sound emissions of adjacent guideways of different design are cut out

by the strong horizontal directivity of this array, such an array has the characteristics of a sin-

gle microphone in the vertical direction, i.e. influences on the immission level are correctly

reproduced during measurement due to the vertical directional characteristic of guideway and

vehicle as well as due to ground reflection.

Lateral, and hence unwanted, portions of sound are sufficiently reduced by the array on recep-

tion if, when straight focussing centrally between two supports, the array resolution and the

width of the array main lobe in the object plane is a maximum of 5 m at a distance of 25 m.

Furthermore, with such a resolution for the suppression of the emissions of adjacent carriers, a

distance between the array main lobe and the secondary lobes, i.e. an array dynamic of at least

10 dB is required, as is obtained by a linear array even without shading.

As the resolution of an array depends greatly on the frequency, and the main lobe width

when straight focussing in the whole frequency range evaluated should deviate by no more

than ±20 % relative to a mean value, the array configuration used here is a “box array”, i.e.

an array in which there are a number of sub-arrays. Each sub-array is designed for a definite

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frequency range, each of which has a mean resolution of 4 m in the object plane at a dis-

tance of 25 m.

Here the use of the array described below, the “WH10x array”, is mandatory as the implemen-

tation of an array satisfying the above requirements. By multiple use its total 27 microphones

are split into groups for 10 sub-arrays. Each sub-array comprises seven microphones, only the

sub-array with the smallest microphone distance of 4 cm comprises nine microphones.

Table 3 lists the microphone positions in the WH10x-Array, with microphone number 14 re-

presenting the array centre.

Microphone number

Position [m]

Microphone number

Position [m]

3.52

-0.04

2.56

-0.08

1.92

-0.12

1.28

-0.16

0.96

-0.24

0.64

-0.32

0.48

-0.48

0.32

-0.64

0.24

-0.96

0.16

-1.28

0.12

-1.92

0.08

-2.56

0.04

-3.52

•

Table 0-1: Microphone positions in the WH10x array

As in measurements with single microphones, the requirements formulated in Chapter 0 apply

to the array microphones and their calibration. Because of the limited frequency range in array

measurements (125 to 8000 Hz in the WH10x array, see Chapter 0), the criteria in respect of

constancy and consistency of the amplitude and phase characteristics of the individual array

microphones must only be met in this limited frequency range.

Owing to the simultaneous signal detection of the 27 microphones in the WH10x array and at

least one further time signal which, due to a trigger mechanism (e.g. by means of a light bar-

rier), receives information on the vehicle position relative to the time signals of the array mic-

rophones and on vehicle velocity, at least a 28-channel, i.e. usually a 32-channel data acquisi-

tion system shall be used when taking measurements. At a minimum sampling frequency of

25 kHz per channel, required because of array technology, the storage capacity of the data

acquisition systems shall be designed to allow the continuous recording of signals over a time

span of up to 15 s. The deep pass filters required for each channel in A/D conversion shall be

designed at least as 2nd order filters with a limit frequency corresponding to the sampling

frequency selected.

The data acquisition system must allow the recorded signals to be checked immediately after

each measurement, i.e. vehicle pass (monitoring saturation, interference, adequate vehicle

pass lead time and wake time, etc.), so that the doubtful pass can be repeated if necessary.

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The data loss of at most one channel or microphone during recording can be tolerated, as

long as it is not microphone number 14 or the channel with the trigger signal.

As in the measurement procedure in Chapter 0, the array measurement shall also be carried

out both at the measuring location with the guideway test specimen and at the measuring loca-

tion with the reference concrete guideway, as the comparative data are needed for the deter-

mination of D_Fb according to Chapter 0.

Documentation of measurement procedure

The measurement procedure shall be logged in the measurement report. This shall describe at

least the following:

• the purpose of the measurements,

• the measuring location with its acoustically relevant boundary conditions (on both si-

des of the route),

• the guideway type and its TGE height above ground in the measurement cross-section

as well as the extension of this guideway type on either side of the measurement cross-

section,

• the position of the immission location(s) with regard to distance from the guideway

support centre as well as the height(s) of the immission location(s) above ground,

• the vehicle, its number of sections and length, its loading condition and, if necessary,

data on acoustically-relevant modifications,

• the chronological sequence of measurements and passes, giving the vehicle velocity,

direction of travel, the lead section, the facing side of the vehicle, the loading and any

problems which may have occurred,

• the meteorological data during individual vehicle passes (temperature, air pressure,

atmospheric humidity, wind speed and direction), and

• the measuring equipment used, i.e. the equipment chain from microphones to data re-

cording equipment or sound level meters, giving details of calibration and calibration

times.

Further documentation requirements relating to data evaluation are given in Chapter 0 and to

the determination of D_Fz and D_Fb in Chapter 0.

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Evaluation of measurement data

After taking the measurements in accordance with Chapter 0, analog or digitally stored time

signals of the sound pressure p(t) or time curves of the sound pressure level L_A(t) over a suffi-

cient measuring time T_M in each case (see Chapter 0) are available for the determination of

both the D_Fz sound level differences and the D_Fb sound level difference for specific numbers

of vehicle passes in each case. The evaluation of these measurement data is described in the

present chapter.

Calculation of hourly averaging level

The hourly averaging level L_Am,1h shall be calculated for each pass measured and for each

immission location. First the event level L_Am,E is calculated by averaging L_A(t) over the ave-

raging time T_E. Here T_E = t₂ - t₁ is the “event time”, which begins relative to a vehicle pass at

time t₁, when the level L_A during the vehicle’s approach is for the first time 15 dB(A) below

the maximum level during the vehicle’s passage, and ends at time t₂, when after the vehicle’s

passage the level L_A has for the last time faded by 15 dB(A) relative to the maximum level.

Figure 40 shows the measuring time T_M and the event time T_E with times t₁ and t₂ using the

example of a typical sound level curve L_A(t) during the passage of a vehicle.

Maximalpegel

Ereigniszeit T_E

Messzeit T_M

t₁

t₂

Zeit [s]

•

Figure 40: Explanation of measuring time T_M and event time T_E

•

Schalldruckpegel = sound pressure level; Maximalpegel = maximum level; Ereigniszeit = event time;

Messzeit = measuring time; Zeit = time

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The hourly averaging level follows from the event level L_Am,E by adding the term

10lg(T_E/3600 s), the result being mathematically rounded to one decimal place. The hourly

averaging levels L_Am,1h thus calculated for one pass per hour in each case constitute the basis

for determination of the D_Fz and D_Fb sound level differences in Chapter 0.

Additional terms of reference for evalua-

tions with short laid lengths of guideway

test specimen

Separate terms of reference shall be observed with regard to evaluation of the sound pressure

signals p(t) or sound level patterns L_A(t) recorded by the measurement method using single

microphones at a reduced measuring distance according to Chapter 0 and by the array method

according to Chapter 0, as described in the following two chapters.

Data evaluation in the measuring method with single mi-

crophones at a reduced measuring distance

In the present measuring method the hourly averaging level L_Am,1h is calculated in principle as

described in Chapter 0, but a reduced event time T_E,r = t_2,r - t_1,r is introduced. Here t_1,r is the

time at which the vehicle nose reaches the guideway test specimen, and t_2,r the time at which

the rear end of the vehicle leaves the guideway test specimen. This definition of times t_1,r and

t_2,r ensures that during the event time at least one part of the vehicle is travelling over the gui-

deway test specimen. By averaging over the time T_E,r, first the event level L_Am,E,r is calculated,

then the hourly averaging level L_Am,1h,r by adding the term 10lg(T_E,r/3600 s) and mathematical

rounding to one decimal place.

The hourly averaging level L_Am,1h,r for the top and bottom immission location shall be given

for each vehicle pass. For reasons of comparability, the hourly averaging levels at the measu-

ring location shall be determined with the reference concrete guideway under the same geo-

metric conditions as with measurement at the guideway test specimen, i.e. the extension of the

reference concrete guideway on either side of the measurement cross-section shall be assumed

to be identical with the extension of the guideway test specimen on either side of the measu-

rement cross-section. From this it follows that the difference t_2,r - t_1,r and therefore the event

time T_E,r are the same at both measuring locations. The hourly averaging levels L_Am,1h,r thus

calculated at the reference concrete guideway and the guideway test specimen are the input

variables for the determination of D_Fb in Chapters 0 and 0.

Data evaluation in the array measurement method

The recorded signals of the 27 microphones in the WH10x array shall be evaluated separately

without using shading factors by means of the “delay-and-sum beam forming” algorithm (see

I.E. Johnson and D. E. Dudgeon, Array Signal Processing: Concepts and Techniques, P T R

Prentice Hall, 1993) in the time range for each of the 10 sub-arrays. Table 0-1 shows the as-

signment of individual microphones to the sub-arrays. When calculating the composite array

signals, the requisite sampled values of the microphone signals shall be generated by linear

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interpolation of the real time signal sample values. The results of beam forming in the indivi-

dual sub-arrays apply to the frequency ranges listed in Table 0-1. The WH10x array conse-

quently accounts for the total frequency range of 125 to 8000 Hz sufficient for the determina-

tion of D_Fb .

Sub-array

Contains microphones numbered

Frequency range [Hz]

WH128

1, 2, 4, 14, 24, 26, 27

125 - 250

WH096

2, 3, 5, 14, 23, 25, 26

250 - 355

WH064

3, 4, 6, 14, 22, 24, 25

355 - 500

WH048

4, 5, 7, 14, 21, 23, 24

500 - 710

WH032

5, 6, 8, 14, 20, 22, 23

710 - 1000

WH024

6, 7, 9, 14, 19, 21, 22

1000 - 1410

WH016

7, 8, 10, 14, 18, 20, 21

1410 - 2000

WH012

8, 9, 11, 14, 17, 19, 20

2000 - 2820

WH008

9, 10, 12, 14, 16, 18, 19

2820 - 4000

WH004

10, 11, 12, 13, 14, 15, 16, 17, 18

4000 - 8000

•

Table 0-1: Sub-arrays of the WH10x array with associated microphones and frequency ranges

The evaluation mode chosen during beam forming shall be a fixed focus with vertical a-

lignment to the line of microphones. Here - in accordance with the positioning of the array

during measurements - the focal point shall be 25 m from the array. Data evaluation shall be

carried out at each sub-array for measuring and focal points at 1.0 m intervals along the pas-

sing vehicle, i.e. at time intervals corresponding to the progression of the vehicle by 1.0 m at

the current vehicle velocity. At each of these measuring points the composite array signal

shall again be averaged over a time which equals the progression of the vehicle by 5.0 m.

Data evaluation shall commence approx. 100 m in front of the vehicle nose and finish approx.

100 m behind the end of the vehicle. The trigger signal recorded at the same time serves to

link the vehicle position with the sound pressure signals.

The sound level patterns thus calculated and also A-rated for each sub-array in the part fre-

quency ranges of Table 0-1 shall then be energetically totalled, thus giving the time curve of

the sound pressure level in the 125 to 8000 Hz frequency range measured by the WH10x array

for the relevant vehicle pass. In the array method the determination of the associated event

level is linked to the “extended vehicle length” “(evl)”, i.e. with the length of the vehicle ex-

tended by 24.0 m: the event time T_E,evl commences at time t_1,evl, at which the nose of the ve-

hicle is still 12.0 m in front of the measurement cross-section, and finishes at time t_2,evl, at

which, once the vehicle has passed, its rear end is 12.0 m away from the measurement cross-

section. By averaging over the event time T_E,evl = t_2,evl - t_1,evl first the event level L_Am,E,evl, then

the hourly averaging level L_Am,1h,evl is calculated by adding 10lg(T_E,evl/3600 s) and mathema-

tical rounding to one decimal place.

The method of data evaluation thus described shall be applied equally to the measurements at

the vehicle test specimen as well as at the reference concrete guideway. The relevant hourly

averaging levels L_Am,1h,evl are the input variables for the determination of D_Fb in Chapters 0

and 0.

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Documentation for measurement data

evaluation

The results of the measurement data evaluation carried out in accordance with Chapters 0 and

0 shall be fully documented in tabular form in the measurement report, i.e. for each measured

pass and for each immission location the vehicle velocity, the event time T_E (and T_E,r or

T_E,evl), the event level L_Am,E (and L_Am,E,r or L_Am,E,evl) and the hourly averaging level L_Am,1h

(and L_Am,1h,r or L_Am,1h,evl) shall be given, the vehicle velocity being the velocity notified for the

measuring point by the operator of the maglev section. Results of passes in which the calcula-

ted levels appear doubtful owing to an obvious measuring error shall still be listed in the table,

but shall be highlighted. However they shall not be taken into account when determining D_Fz

and. D_Fb in Chapter 0. The causes of the measuring error shall be described.

In addition to the above documentation of the measurement results in tabular form, the curves

L_A(t) for all the passes and for each immission location shall be represented in graph form

over the measuring period T_M. In this sound level recording the times t₁ and t_1,r , t₂ and t_2,r

shall be identified for calculation of the event level. When measurements are made with the

microphone array, the time curves of the composite array signal calculated according to Chap-

ter 0 with the times t_1,evl and t_2,evl shall be logged as sound level recording L_A(t). The represen-

tation of the most recent sound level recording may be restricted to the area approx. 100 m in

front of the nose of the vehicle to approx. 100 m behind the end of the vehicle instead of the

measuring time T_M.

Furthermore, sound pressure third-octave spectra shall be compiled in absolute levels from the

25 Hz third-octave centre frequency to the 10 kHz third-octave centre frequency - but in the

array method only for the third octaves from 160 to 6300 Hz. For this the evaluation of each

run at 150, 200, 250, 300 and, depending upon the requisite velocity range, 350 and 400 km/h

is sufficient. For the third-octave spectra the time signal p(t) - in the array method the compo-

site signal of the time signals p(t) of the array microphones - shall be evaluated over the event

time of the relevant pass. The representation of unrated or A-rated third-octave spectra is

permissible; the corresponding choice shall be made clear in the ordinate labelling. Each

third-octave spectrum must, moreover, give the “linear”, i.e. unrated and A-rated total sound

level as the energetic sum of the aforementioned third-octave levels.

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Determination of D_Fz and D_Fbsound level differences

The L_Am,1h hourly averaging levels for the individual vehicle passes calculated according to

Chapter 0 are the basis for determining D_Fzsound level differences, i.e. D_Fz,me and D_Fz,ae desc-

ribed below, as well as the D_Fb sound level difference.

Determination of D_Fz,me and D_Fz,aevalues

To determine D_Fz,me and D_Fz,ae values only the measurement results for the passes on the refe-

rence concrete guideway according to Chapter 0 shall be used under the measurement condi-

tions also given in this chapter. As, according to Chapter 0, the length of the vehicle and its

number of sections is optional in measurements to determine D_Fz, with reference to the mea-

sured hourly averaging levels L_Am,1h this means a necessary correction by values ∆L_Sec, which

depend on the number of sections and the vehicle velocity and are given below for 2- to 10-

section vehicles.

NB: The compilation of /MSB-LSV/ was based on measured immission levels from passes of

the TR 07/1 comprising two sections. Values for multiple-section vehicles were predicted with

the aid of model calculations based on a sound source location on the TR 07/1. These predic-

ted values were used as substitutes for the missing measurements for multi-section vehicles

and used to compile the formulae (2.1) and (2.2) in /MSB-LSV/ for taking the vehicle length

into consideration. Within this method the immission levels during the measurement and mo-

del calculations were below the arithmetic values then laid down in /MSB-LSV/ (by up to

1.2 dB(A) for a 2-section vehicle and by up to 2.1 dB(A) for a 4-section vehicle). These diffe-

rences were accepted as a conservative assessment and are reflected in the∆L_Sec correction

values.

The ∆L_Sec values for correction of the measured L_Am,1h hourly averaging levels are given by

Equations (1a-1i), and in the calculation below shall be mathematically rounded to two deci-

mal places:

∆L_Sec(2 sections,v) = -2.7 + 16.5 ⋅ lg(v/v₀) - 17.9 ⋅ (lg(v/v₀))² [dB(A)],

(1a)

∆L_Sec(3 sections,v) = -2.5 + 17.5 ⋅ lg(v/v₀) - 18.7 ⋅ (lg(v/v₀))² [dB(A)],

(1b)

∆L_Sec(4 sections,v) = -2.4 + 18.4 ⋅ lg(v/v₀) - 19.6 ⋅ (lg(v/v₀))² [dB(A)],

(1c)

∆L_Sec(5 sections,v) = -2.4 + 19.0 ⋅ lg(v/v₀) - 19.5 ⋅ (lg(v/v₀))² [dB(A)],

(1d)

∆L_Sec(6 sections,v) = -2.4 + 19.5 ⋅ lg(v/v₀) - 19.4 ⋅ (lg(v/v₀))² [dB(A)],

(1e)

∆L_Sec(7 sections,v) = -2.4 + 19.4 ⋅ lg(v/v₀) - 18.7 ⋅ (lg(v/v₀))² [dB(A)],

(1f)

∆L_Sec(8 sections,v) = -2.3 + 19.3 ⋅ lg(v/v₀) - 18.0 ⋅ (lg(v/v₀))² [dB(A)],

(1g)

∆L_Sec(9 sections,v) = -2.3 + 18.9 ⋅ lg(v/v₀) - 17.0 ⋅ (lg(v/v₀))² [dB(A)],

(1h)

∆L_Sec(10 sections,v) = -2.2 + 18.5 ⋅ lg(v/v₀) - 16.0 ⋅ (lg(v/v₀))² [dB(A)].

(1i)

•

Equations (1a-1i)

NB: Equations (1a-1i) are based on a section length of approx. 25 m. Should the section

length deviate substantially from this, the equation for the nearest vehicle length shall be u-

sed.

Accordingly the corrected L_Am,1h,corr hourly averaging levels for the measured passes at the

relevant velocity v with ∆L_Sec for the number of sections during measurement are

L_Am,1h,corr = L_Am,1h + ∆L_Sec [dB(A)].

(2)

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•

Equation (2)

The next thing to determine, on the basis of the thus corrected L_Am,1h,corr hourly averaging le-

vels available in 10 km/h steps from 130 to at least 400 km/h, is an equalising second grade

polynomial of the form

L_Am,1h,corr(v) = a + b ⋅ lg(v/v₀) + c ⋅ (lg(v/v₀))² [dB(A)],

(3)

•

Equation (3)

the coefficients a, b and c being calculated by the smallest error square method and the vehic-

le velocities of the individual L_Am,1h,corr hourly averaging levels being the velocities given by

the operator of the maglev sector. The polynomial L_Am,1h,corr(v) is the representative of the

measured values in the following. It is basically only valid within the range of the velocities

measured. An exception, however, is the velocity range below 170 km/h where, according to

the ruling in /MSB-LSV/ sub-section 2.5, the hourly averaging levels shall be set to the value

at 170 km/h. Furthermore, in cases where L_Am,1h,corr hourly averaging levels above the pass

measured at the highest velocity are required, these may be extrapolated by using the polyno-

mial up to velocities which are no more than 5 % higher than the highest measured velocity.

Determination of the values of D_Fz,me and D_Fz,ae is carried out as part of the iterative procedure

described below. Here the levels of the polynomial L_Am,1h,corr(v) are compared with those of

the total rating sound level L_r(v) calculated according to /MSB-LSV/. To do this the total ra-

ting sound level is calculated as the energetic sum of the mechanical and aerodynamic rating

sound level for different combinations of D_Fz,me and D_Fz,ae for the period of one hour for one

pass in this time by means of the part-section method for the geometric situation when taking

the measurement at the reference concrete guideway. Here part sections over a length of at

least 500 m on both sides of the measurement cross-section shall be included. When calcula-

ting the rating sound level, the correction level S allowing for the special features of railways

(see /MSB-LSV/) shall be ignored.

The iteration method comprises the following part steps:

1) Calculation of the total rating sound level L_r(v) for a combination of D_Fz,me and

D_Fz,ae values,

2) Calculation of the sound level differences ∆L_Diff(v) between the calculated total

rating sound level L_r(v) and the polynomial L_Am,1h,corr(v) in the velocity range of

170 km/h to at least 400 km/h in steps of 1 km/h according to

∆L_Diff(v) = L_r(v) - L_Am,1h,corr(v) [dB(A)],

(4)

•

Equation (4)

3) Mathematical rounding of the values of ∆L_Diff(v) to one decimal place,

4) Variation of the D_Fz,me and D_Fz,ae values in 0.5 dB steps to determine the

com-

bination of values at which both the following conditions are met:

a) The rounded sound level differences ∆L_Diff(v) ≥ 0 for all the velocities between

170 km/h and the highest velocity (at least 400 km/h, see Chapter 0); this con-

dition shall be checked at 1 km/h steps to ensure that the predicted total rating

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sound levels always lie above the measured values (represented by the values

of the polynomial L_Am,1h,corr(v)).

b) In the range from 170 km/h to the highest velocity (at least 400 km/h, see

Chapter 0), the sum of the squares of the rounded ∆L_Diff(v) sound level diffe-

rences is minimal. When calculating this sum the graduation is again 1 km/h.

The combination of D_Fz values found on completion of step 4 of the iteration process repre-

sents the values for D_Fz,me und D_Fz,ae sought for a new vehicle.

Determination of the D_Fb value

Determination of the D_Fb value assumes knowledge of the D_FzH auxiliary variables, i.e. of

D_FzH,me and D_FzH,ae, of the vehicle with which the passes on the guideway test specimen were

carried out and for which the D_Fb value is to be determined. Here the D_FzH values in principle

represent the D_Fz sound level differences; however they are determined without the ∆L_Sec cor-

rections relating to the number of sections. In general they are based on preliminary measu-

rements at the reference concrete guideway taken just prior to the actual measurements at the

guideway test specimen.

Preliminary measurements and data evaluation for determination of D_FzH values

The preliminary measurements to determine the D_FzH values on the reference concrete guide-

way are subject to the requirements given in Chapter 0. Even evaluation of the measurement

data does not differ from that for the determination of D_Fz. The calculation of D_FzH,me and

D_FzH,ae is therefore carried out analogously using the iteration method from Chapter 0. Howe-

ver four exceptions should be noted here:

• The L_Am,1h hourly averaging levels are not acted upon by the correction values ∆L_Sec,

so that the equalising polynomial from Equation (3) is derived from the values actually

measured for the hourly averaging levels.

• The rounding of ∆L_Diff(v) in step 3 of the iteration process is omitted.

• In step 4 of the iteration process the variation of the D_FzH,me and D_FzH,ae values is car-

ried out in 0.1 dB steps and

• the condition ∆L_Diff(v) ≥ 0 is not applicable.

The combination of D_FzHvalues found on completion of step 4 of the iteration process repre-

sents the values sought for D_FzH,me and D_FzH,ae.

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Determination of D_Fb value on the basis of D_FzH values

To determine the D_Fb value of the guideway test specimen, the differential curve ∆L_Am,1h(v) is

first created from the L_Am,1h,test hourly averaging levels measured at the measuring location

with the guideway test specimen and from the L_Am,1h,ref sound levels measured at the reference

location with the reference concrete guideway in the velocity range common to both measu-

ring locations, namely

∆L_Am,1h(v) = L_Am,1h,test(v) - L_Am,1h,ref(v) [dB(A)],

(5)

•

Equation (5)

where L_Am,1h,test(v) and L_Am,1h,ref(v) are equalising polynomials to be determined according to

Equation (3). The curve path ∆L_Am,1h(v) is therefore representative of the sound level diffe-

rence determined at the immission location with the guideway test specimen relative to the

immission location with the reference concrete guideway subject to the velocity. Knowing the

auxiliary variables D_FzH,me and D_FzH,ae of the current vehicle, i.e. the vehicle with which the

passes on the guideway test specimen were carried out, the D_Fb value of the guideway test

specimen, i.e. D_Fb,test, is calculated using Equation (6):

(∆L

Am,1h

−C)/10

(∆L

Am,1h

−C+L

E,ae

−L

E,me

)/10

E,ae

−L

E,me

)/10

(v)

=10lg(0

+10

−10

)

[dB(A)]

Fb,test

(6)

•

Equation (6)

where L_E,me = 40 + D_FzH,me + 10lg(l/100 m) + 20lg(v/v₀) + D_Fb,ref [dB(A)],

L_E,ae = 24 + D_FzH,ae + 10lg((0.6⋅l + 40)/100 m) + 60lg(v/v₀) [dB(A)],

D_Fb,ref = 0

C = C_test - C_ref [dB(A)],

k,test

/10

=10lg

test

∑10∆

where

[dB(A)] (according to the part-section method of

/MSB-LSV/),

∆L

k,ref

/10

10lg

∑

ref

[dB(A)] (according to the part-section method of

MSB-LSV/),

where ∆L_k,test = 18 + 10lg(l_k,test) + D_s,k,test + D_L,k,test + D_BM,k,test [dB(A)],

∆L_k,ref = 18 + 10lg(l_k,ref) + D_s,k,ref + D_L,k,ref + D_BM,k,ref [dB(A)].

NB: The terms C_test and C_ref allow for different above-ground heights of the guideway top

edge and of the immission location at the measuring point of the guideway test specimen and

the reference concrete guideway. If the heights of the top guideway edge at both measuring

locations are the same, the difference C_test - C_ref is zero, so that term C in Equation (6) is not

applicable.

Equation (6) applies expressly only to the boundary conditions to be observed during measu-

rements under the terms of reference in Chapter 0. It should again be noted that in (6) part-

sections over a length of at least 500 m on either side of the measurement cross-section must

be included within the framework of the part-section method.

The maximum value of D_Fb,test determined according to Equation (6) in the velocity range

from 170 km/h onwards shall be rounded up in 0.5 dB steps. The resultant value represents

the sought D_Fb value of the guideway test specimen. According to Chapter 0 it is permissible

to give the D_Fb value of the guideway test specimen in velocity ranges, namely up to and inc-

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luding 300 km/h, from > 300 km/h up to and including 400 km/h and in the range above that,

so the determination of D_Fb by means of Equation (6) shall if necessary be carried out separa-

tely in the individual velocity ranges. The D_Fb values thus obtainable shall be identified in

relation to their scope.

Additional terms of reference for the determina-

tion of D_Fb on short laid lengths of the guide-

way test specimen

The greater value determined in each case from the single microphone method at a reduced

measuring distance and the array method is set as the D_Fb value of the guideway test speci-

men. This rule applies to the total velocity range from 170 km/h onwards, and also separately

for the partial velocity ranges possible according to Chapter 0. The following details should

also be noted:

• The determination of D_Fbby the single microphone method at reduced measuring di-

stance is effected in principle as described in Chapter 0. However, for the ∆L_Am,1h(v)

sound level differences in Equation (5), when calculating the polynomials L_Am,1h,test(v)

and L_Am,1h,ref(v) according to Equation (3), all the L_Am,1h,r hourly averaging levels de-

termined at one measuring point, i.e. the levels from both immission heights, are inc-

luded at the same time. If term C in Equation (6) has to be taken into account due to

the different heights of the immission locations at both measuring locations, the height

of the immission location for each measuring location required to calculate C_test and

C_ref shall be averaged from both immission location heights of each measuring locati-

on.

• The determination of D_Fb by the array method is effected congruently as described in

Chapter 0. The L_Am,1h,evl hourly averaging levels are used when calculating the poly-

nomials L_Am,1h,test(v) and L_Am,1h,ref(v) according to Equation (3).

NB: By taking into account the hourly averaging levels measured in two immission location heights by the single microphone

method, the averaging obtained in the polynomial calculation for each measuring location reduces the errors caused by the

vertical directional characteristic of guideway and vehicle.

Documentation for determination of D_Fz and

D_Fb sound level differences

The documentation relating to the values for D_Fz,me and D_Fz,ae for a new vehicle found by the

iterative method in Chapter 0 comprises two graphs intended to illustrate the “best” ad-

justment of the total rating sound levels calculated according to /MSB-LSV/ to the corrected

hourly averaging levels measured at the reference concrete guideway. The first graph shall

compare:

• the individual corrected L_Am,1h,corr hourly averaging levels,

• the equalising polynomial L_Am,1h,corr(v) derived from these values, and

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• the curve of the total rating sound level L_r(v) calculated according to /MSB-LSV/.

Plotted in the second graph is the curve of the ∆L_Diff(v) sound level difference according to (4)

which led to discontinuation of the iteration process.

As part of the determination of the D_Fb value for the guideway test specimen, a graph is first

drawn by analogy with the determination of D_Fz values in respect of the values for D_FzH,me and

D_FzH,ae resulting from the iteration process according to Chapter 0. This graph shall show

• the individual measured hourly averaging levels L_Am,1h,

• the equalising polynomial L_Am,1h(v) derived from these values, and

• the curve of the total rating sound level L_r(v) calculated according to /MSB-LSV/ with

D_FzH,me for D_Fz,me and D_FzH,ae for D_Fz,ae

for the case of “best” adjustment of the total rating sound level to be calculated and the hourly

averaging levels measured. This “best” adjustment shall be illustrated by another graph in

which is plotted the curve of the ∆L_Diff(v) sound level difference according to (4) which led

to discontinuation of the iteration process.

Furthermore, the measured values at the guideway test specimen shall be recorded in a graph

• the individual measured L_Am,1h,_test hourly averaging levels and

• the equalising polynomial L_Am,1h,test(v) derived from these values.

To record the D_Fb value determined by means of Equation (6), two graphs shall be drawn

showing

• the measured ∆L_Am,1h sound level difference as a function of velocity, and

• the calculated D_Fb,test values as a function of velocity

in the velocity range from 170 km/h onwards. On the one hand the latter graph illustrates the

dependence of the D_Fb,test values on the velocity of the vehicle, on the other it shows the velo-

city at which the maximum value of D_Fb,test, and hence ultimately the D_Fb value, of the guide-

way test specimen was determined.

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Annex

In this Annex an example is used to illustrate the determination of D_Fz-, D_FzH- and D_Fb values

and the result documentation. Table 0-1 lists hypothetical L_Am,1h hourly averaging levels

which should have been measured under conditions according to Chapter 0 at the reference

concrete guideway and determined according to the terms of reference given in Chapter 0.

The present example assumes the following boundary conditions and hypothetical readings:

• single microphone at a distance of 25 m from the guideway support centre

• “long” extension of guideway,

• top guideway edge in the measurement cross-section at a height of 6.7 m above the

ground,

• vehicle of 79.2 m in length.

L_Am,1h

[km/h]

[dB(A)]

[km/h]

[dB(A)]

[km/h]

[dB(A)]

129.9

41.9

229.2

46.6

330.1

53.6

130.0

42.5

230.3

46.8

330.5

53.8

139.9

42.5

240.1

47.4

339.9

54.4

140.1

42.2

240.3

47.9

340.3

54.8

150.1

41.9

249.9

48.2

349.7

55.3

150.4

42.5

250.3

48.5

350.1

55.1

160.0

42.3

260.2

48.8

360.1

55.6

160.1

42.7

260.5

49.2

360.4

55.2

170.1

42.6

269.8

49.7

369.7

56.5

170.4

43.4

270.2

50.3

370.1

56.3

180.1

43.5

280.0

50.2

379.7

56.8

180.2

42.7

280.2

50.5

380.1

56.7

190.1

43.6

289.9

51.2

390.0

57.0

190.3

44.4

290.2

51.5

390.2

57.4

200.1

44.4

300.2

51.9

400.1

58.0

200.3

44.7

300.6

52.3

400.3

57.7

210.2

44.9

310.5

52.3

409.6

58.4

210.4

45.1

310.8

52.6

409.9

58.9

219.8

45.9

319.9

52.8

410.3

58.6

220.2

45.5

320.1

53.1

•

Table 0-1: Hourly averaging levels hypothetically determined at the measuring location with the reference

concrete guideway

Title

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Complete System Annex 5, Sound

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Design Principles

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Example for determination of D_Fz sound level

differences D_Fz,meand D_Fz,ae

The L_Am,1h hourly averaging levels from Table 0-1 are first corrected with regard to the num-

ber of sections of the vehicle according to Equation (2). The resultant L_Am,1h,corr hourly avera-

ging levels are entered in Figure 41 (in accordance with Chapter 0). From the L_Am,1h,corr levels

the equalising polynomial L_Am,1h,corr(v) is then formed according to Equation (3) and added to

Figure 41 (see Chapter 0). In the present example the values a = 38.90, b = 12.62 and

c = 35.70 are obtained for the coefficients of the equalising polynomials.

By applying the iteration process set out in Chapter 0, the D_Fz,me and D_Fz,ae values are determi-

ned which deliver the “best” adjustment of the L_r(v) total rating sound level calculated in ac-

cordance with /MSB-LSV/ to the equalising polynomial L_Am,1h,corr(v), special note being taken

of the fact that the calculated total rating sound level must always be above the equalising

polynomial. In this example the values determined are D_Fz,me = -0.5 dB(A) and D_Fz,ae = -

0.5 dB(A). The curve of the total rating sound level for both these values is also entered in

Figure 41 (see Chapter 0).

For the rest, the value for C_ref needed for calculation of the total rating sound level at the refe-

rence concrete guideway based on the geometric conditions given above and the part sections

taken into consideration over ± 500 m on either side of the measurement cross-section is

0.0218 dB(A).

Corrected reading

Equalising polynomial

Total rating sound level

100

150

200

250

300

350

400

450

500

Velocity v [km/h]

•

Figure 41: Corrected L_Am,1h,corr hourly averaging levels, equalising polynomial L_Am,1h,corr(v) and total rating

sound level L_r(v) based on the D_Fz values determined by the iteration method

According to the terms of reference in Chapter 0, in Figure 42 the curve of the ∆L_Diff sound

level differential according to Equation (4) is shown as the difference of the total rating sound

level and equalising polynomial curves from Figure 41. Figure 42 serves as proof that in the

determination of D_Fz,me and D_Fz,ae the condition ∆L_Diff ≥ 0 was complied with the total velocity

range from 170 km/h to the maximum velocity.

Title

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Complete System Annex 5, Sound

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Design Principles

Complete System

0.5

0.4

0.3

0.2

0.1

0.0

-0.1

-0.2

-0.3

-0.4

-0.5

100

150

200

250

300

350

400

450

500

Velocity v [km/h]

•

Figure 42: Sound level difference ∆L_Diff(v) of total rating sound level and equalising polynomial from

Figure 41

Example for determination of sound level

difference D_Fb

In a first step, measurements are taken at the reference guideway to determine for the vehicle

the auxiliary variables D_FzH,me and D_FzH,ae at which the runs on the guideway test specimen

were carried out. The sound level difference D_Fb is then determined from the difference bet-

ween the hourly averaging levels measured at the guideway test specimen and at the reference

concrete guideway.

Determination of auxiliary variables D_FzH,me and D_FzH,ae

First, in accordance with Chapter 0, the hourly averaging levels L_Am,1h = L_Am,1h,ref from Table

0-1 determined at the reference concrete guideway are represented by a graph (see Figure 43).

No correction is made in respect of the number of vehicle sections. An equalising polynomial

L_Am,1h,ref(v) is adjusted to these values using Equation (3) and also represented by a graph (see

Figure 43). In the example the values given for the coefficients of this equalising polynomial

are a = 41.43, b = -4.81 and c = 54.38.

Using the iteration method modified according to Chapter 0, the auxiliary variables D_FzH,me

and D_FzH,ae are determined by the “best” adjustment of the L_r(v) total rating sound level to the

equalising polynomial L_Am,1h,ref(v) calculated according to /MSB-LSV/. In accordance with

Chapter 0, the curve of L_r(v) in Figure 43 predicted by the values found for D_FzH,me and D_FzH,ae

is added. In the present example the iteration method gives the values D_FzH,me = -1.6 dB(A)

and D_FzH,ae = -2.2 dB(A). For the D_FzH values thus determined the curve of the ∆L_Diff sound

level differential according to Equation (4) is shown in accordance with Chapter 0 in a separa-

Title

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Complete System Annex 5, Sound

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High-speed Maglev System

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Design Principles

Complete System

te graph (see Figure 44) as the difference of the total rating sound level and equalising poly-

nomial curves from Figure 43.

Readings

Equalising polynomial

Total rating sound level

100

150

200

250

300

350

400

450

500

Velocity v [km/h]

•

Figure 43: L_Am,1h,ref hourly averaging level, equalising polynomial L_Am,1h,ref(v) and L_r(v) total rating sound

level based on the D_FzH values determined by the modified iteration method

0.5

0.4

0.3

0.2

0.1

0.0

-0.1

-0.2

-0.3

-0.4

-0.5

100

150

200

250

300

350

400

450

500

Velocity v [km/h]

•

Figure 44: ∆L_Diff(v) sound level differential of total rating sound level and equalising polynomial from Figure

Title

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Complete System Annex 5, Sound

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Design Principles

Complete System

Determination of D_Fb value for a guideway test specimen

with long extension

Once the auxiliary variables D_FzH,me and D_FzH,ae are determined, the D_Fb value of the

guideway test specimen can be calculated using Equation (6). For this Table 0-2 lists hypothe-

tical L_Am,1h hourly averaging levels which should have been measured under conditions ac-

cording to Chapter 0 on the guideway test specimen and determined according to the terms of

reference in Chapter 0.

The present example assumes the following boundary conditions and hypothetical readings:

•

single microphone at a distance of 25 m from the guideway support centre,

•

“long” extension of guideway,

•

Top guideway edge in the measured cross-section at a height of 6.5 m above

ground.

L_Am,1h

[km/h]

[dB(A)]

[km/h]

[dB(A)]

[km/h]

[dB(A)]

130.1

44.6

229.7

49.4

329.8

55.0

130.3

45.0

230.1

49.7

330.4

55.4

139.8

44.9

240.0

50.2

340.0

55.6

140.0

44.6

240.2

50.6

340.4

56.1

149.8

44.3

249.8

50.6

349.9

56.5

150.2

44.8

250.1

51.0

350.3

56.2

159.9

44.6

260.1

51.3

359.8

56.7

160.1

45.0

260.5

51.6

360.3

56.4

170.0

44.9

269.7

51.7

369.7

57.6

170.3

45.6

270.1

52.3

370.3

57.3

179.9

45.8

279.5

52.4

379.9

57.7

180.1

45.1

280.1

52.8

380.2

57.5

189.8

46.0

289.8

53.1

390.1

57.7

190.1

46.9

290.2

53.3

390.4

58.2

199.9

47.0

299.7

53.7

399.8

58.6

200.3

47.4

300.3

54.0

400.4

58.4

210.0

47.8

310.1

54.1

409.6

59.0

210.4

48.1

310.5

54.3

410.0

59.3

219.7

48.8

319.9

54.4

410.4

59.1

220.2

48.5

320.3

54.6

•

Table 0-2: Hypothetical hourly averaging levels determined at the measuring location with the guideway

test specimen

Title

High-speed Maglev System Design Principles

Complete System Annex 5, Sound

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72963

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The equalising polynomial L_Am,1h,test(v) is first formed from the hourly averaging levels

L_Am,1h = L_Am,1h,test in Table 0-2, and in accordance with Chapter 0 represented together with

the L_Am,1h,test sound levels (see Figure 45). In the present example the values for the coeffi-

cients of the equalising polynomial are a = 42.62, b = 6.06 and c = 34.69.

Readings

Equalising polynomial

100

150

200

250

300

350

400

450

500

Velocity v [km/h]

•

Figure 45: L_Am,1h,testhourly averaging level and equalising polynomial L_Am,1h,test(v)

With the polynomial L_Am,1h,ref(v) already calculated above, Equation (5) is used to obtain the

∆L_Am,1h(v) sound level differential which represents the input variable for Equation (6) resul-

ting from the measurements. The curve of ∆L_Am,1h(v) is represented in a separate graph accor-

ding to Chapter 0 as an important intermediate variable in the determination of D_Fb (see Figure

46).

100

150

200

250

300

350

400

450

500

Velocity v [km/h]

•

Figure 46: ∆L_Am,1h(v) sound level differential

Title

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The next step is to determine D_Fb,test(v) from ∆L_Am,1h(v) using Equation (6). Here the term

C = C_test - C_ref must be calculated at both measuring locations with due regard to the geometric

circumstances. The value 0.0218 dB(A) was already determined for C_ref in Chapter 0 . Due to

the slightly changed geometric situation relative to the reference concrete guideway at the

measuring location with the guideway test specimen (see above) this gives

C_test = 0.0144 dB(A), so that for C a value of -0.0075 dB(A) is obtained.

In Figure 47, as a result of the calculations using Equation (6), the values of D_Fb,test(v) are

plotted as a function of vehicle velocity. The D_Fb value of the guideway test specimen is now

obtained from the maximum value of D_Fb,test rounded up in 0.5 dB steps, either in the total

velocity range from 170 km/h onwards or in the part ranges possible according to Chapter 0.

In the present example these are:

•

D_Fb = 4.5 dB(A) in the total velocity range up to 410 km/h,

•

D_Fb = 4.5 dB(A) in the part range up to 300 km/h,

•

D_Fb = 4.5 dB(A) in the part range 300 < v ≤ 400 km/h,

•

D_Fb = 3.5 dB(A) in the part range 400 < v ≤ 410 km/h.

100

150

200

250

300

350

400

450

500

Velocity v [km/h]

•

Figure 47: Calculated D_Fb,test values of a guideway test specimen for hypothetical measurements on a

specimen with a “long” extension

Title

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Determination of D_Fb value for a guideway test specimen of

short laid length

Finally, for a guideway test specimen of “short” laid length, Figure 48 shows the example of a

D_Fb determination result using the single microphone method at a reduced measurement di-

stance and the array method, whereby the terms of reference in Chapter 8.3 shall be noted.

These stipulate in particular that the D_Fb value of the guideway test specimen shall be the

greater of the two values determined by both methods, both in the total velocity range from

170 km/h onwards and separately in the part velocity ranges. Consequently the D_Fb value in

the present example after being rounded up in 0.5 dB steps is

•

D_Fb = 6.0 dB(A) in the total velocity range to 410 km/h, determined from the

single microphone measurement,

•

D_Fb = 4.0 dB(A) in the part range up to 300 km/h, determined from the array

measurement,

•

D_Fb = 6.0 dB(A) in the part range 300 < v ≤ 400 km/h, determined from the

single microphone measurement,

•

D_Fb = 6.0 dB(A) in the part range 400 < v ≤ 410 km/h, determined from the

single microphone measurement.

Array method

Single microphone method

100

150

200

250

300

350

400

450

500

Velocity v [km/h]

•

Figure 48: Calculated D_Fb,test values of a guideway test specimen for hypothetical measurements on a

specimen of “short” laid length

NB: Re the very different curves of D_Fb,test as a function of velocity in Figure 47 and Figure

48, it should be noted that Figure 47 reflects a possible case in which the increased sound

emission of the guideway test specimen is based solely on an additional proportion with a

Title

High-speed Maglev System Design Principles

Complete System Annex 5, Sound

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72963

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Design Principles High-speed Maglev System. Information (MSB, 2007) - page 4