Chapter 5 122 Figure 3. Octave-band spectra in dB SPL of the ambient noise field in six Dutch train types when driving at 80 km/h, 100 km/h, and when driving at maximum speed: 120 km/h for Sprinter and V-IRM and 130 km/h for the other trains. Additionally, the A-weighted equivalent sound pressure levels are shown. Estimation of signal detectability DSD signal The results of the Detectsound model predictions for the DSD signal are presented in Figure 4. At least three spectral elements are observed within the design window in five of the six train types when driving at 80 km/h, in four of the six train types with a driving speed of 100 km/h, and in three of the six train types when driving at maximum speed. Spectral elements exceeding the design window are observed in four train types when driving 80 km/h, in two train types with a driving speed of 100 km/h and in one train type when driving 80 km/h. The signal peaks exceeded the design window at all driving speeds in the V-IRM. For the other train types, the outcome of the Detectsound model varied between the different driving speeds. ATP signal The results of the Detectsound model predictions for the ATP signal are visualised in Figure 5. At least three spectral elements are observedwithin the designwindow in two of the six train types when driving 80 km/ h, specifically the ICM and mDDm. None of the model predictions at a higher driving speed resulted in at least three spectral elements within the design window. Except from in the mDDm with a driving speed of 80 km/h, no signal peaks are observed exceeding the design window.
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