EMC for European Railways
Study to collect and document rules, processes and procedures to verify
the Electromagnetic Compatibility (EMC) of railway vehicles in Member
States of the European Rail Area
for European Railway Agency
November 2010
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Document History and Authorisation
Issue
Date
Changes
01
May 2010
Initial Report
02
June 2010
Updates from ERA comments to include reference numerical data
03
September 2010
Updates from Country feedback and additional data from recent changes to
operations within member states
04
October 2010
Updates from Country feedback and additional data from recent changes to
operations within member states
05
November 2010
Compiled by:
Updates with final comments from ERA
John Molyneux
Esig: 10/JMO/017 ............................ Date:5th November 2010............
Signed:
Verified by:
David Jamieson
Esig: 10/DJA/022 ...................... Date: 5th November 2010...........
Signed:
Approved by:
Phil Bebbington
ESig: 10/PBB/044................ Date: 5th November 2010...........
Signed:
Distribution List
Name
From
(Issue)
Organisation
To
(Issue)
Peter Mihm
ERA
01
Current
Benoit Debusschere
ERA
01
Current
This document was prepared for European Railway Agency. The information herein is
confidential and shall not be divulged to a third party without the prior permission of Peter
Mihm.
Lloyd’s Register Rail, its affiliates and subsidiaries and their respective officers, employees or
agents are, individually and collectively, referred to in this clause as the ‘Lloyd’s Register Group’.
The Lloyd’s Register Group assumes no responsibility and shall not be liable to any person for
any loss, damage or expense caused by reliance on the information or advice in this document
or howsoever provided, unless that person has signed a contract with the relevant Lloyd’s
Register Group entity for the provision of this information or advice and in that case any
responsibility or liability is exclusively on the terms and conditions set out in that contract.
© European Railway Agency 2010
EMC for European Railways
Contents
1
Introduction........................................................................................................ 4
1.1 Scope of the Study ..............................................................................................4
1.2 Electromagnetic Compatibility ..............................................................................5
1.3 Status .................................................................................................................6
2
Project ............................................................................................................... 7
2.1 Preparatory Stage ................................................................................................7
2.2 Interim Stage.......................................................................................................8
2.3 Final stage.........................................................................................................10
3
Common Standards for Electromagnetic Compatibility in Member States.................... 11
4
Scope of the EMC Systems in the European Railway Area......................................... 12
4.1 Internal Electromagnetic Compatibility ................................................................12
4.2 Corrosion ..........................................................................................................12
4.3 Touch Potential..................................................................................................12
4.4 Electromechanical Systems .................................................................................12
4.5 Train Position/Orientation/Consist Sensors...........................................................13
4.6 Telematics .........................................................................................................13
4.7 Automatic Train Protection.................................................................................13
4.8 Train Radio Systems ...........................................................................................13
5
Country Specific Demonstrations of Electromagnetic Compatibility ............................ 14
5.1 The Demonstration of Electromagnetic Compatibility in Austria............................14
5.2 The Demonstration of Electromagnetic Compatibility in Belgium ..........................18
5.3 The Demonstration of Electromagnetic Compatibility in Bulgaria ..........................24
5.4 The Demonstration of Electromagnetic Compatibility in the Czech Republic..........25
5.5 The demonstration of Electromagnetic Compatibility in Denmark .........................29
5.6 The Demonstration of Electromagnetic Compatibility in Estonia............................32
5.7 The Demonstration of Electromagnetic Compatibility in Finland ...........................34
5.8 The Demonstration of Electromagnetic Compatibility in France ............................37
5.9 The Demonstration of Electromagnetic Compatibility in Germany.........................40
5.10 The Demonstration of Electromagnetic Compatibility in Greece............................46
5.11 The Demonstration of Electromagnetic Compatibility in Hungary..........................48
5.12 The Demonstration of Electromagnetic Compatibility in Ireland ............................52
5.13 The Demonstration of Electromagnetic Compatibility in Italy ................................58
5.14 The Demonstration of Electromagnetic Compatibility in Latvia..............................62
5.15 The Demonstration of Electromagnetic Compatibility in Lithuania.........................65
5.16 The Demonstration of Electromagnetic Compatibility in Luxembourg....................68
5.17 The Demonstration of Electromagnetic Compatibility in the Netherlands...............71
5.18 The Demonstration of Electromagnetic Compatibility in Norway...........................79
5.19 The Demonstration of Electromagnetic Compatibility in Poland ............................82
5.20 The Demonstration of Electromagnetic Compatibility in Portugal..........................86
5.21 The Demonstration of Electromagnetic Compatibility in Romania .........................90
5.22 The Demonstration of Electromagnetic Compatibility in the Slovak Republic .........91
5.23 The Demonstration of Electromagnetic Compatibility in Slovenia ..........................91
5.24 The Demonstration of Electromagnetic Compatibility in Spain ..............................91
5.25 The Demonstration of Electromagnetic Compatibility in Sweden ..........................91
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5.26 The Demonstration of Electromagnetic Compatibility in Switzerland.....................91
5.27 The Demonstration of Electromagnetic Compatibility in the United Kingdom ........91
6
Analysis............................................................................................................ 91
6.1 Overview...........................................................................................................91
6.2 Processes...........................................................................................................91
6.3 Train Detection..................................................................................................91
6.4 Lineside Systems................................................................................................91
6.5 Energy Supply....................................................................................................91
6.6 Radio Frequency Systems ...................................................................................91
6.7 Other Systems ...................................................................................................91
7
Conclusion ....................................................................................................... 91
8
References........................................................................................................ 91
Appendix A
UIC Leaflets pertaining to Electromagnetic Interactions on the Railways
within Europe.................................................................................................... 91
Appendix B
Electromagnetic Interactions With Rolling Stock As The Primary Source...... 91
Table of Figures
Figure 1 - Austrian Interactions for Type EMC Approvals...............................................................14
Figure 2 – Traction Return Current Limits ...........................................................................................15
Figure 3 – Austrian Radio Frequency Usage.....................................................................................17
Figure 4 - Belgian EMC Approval Interactions for Part B................................................................19
Figure 5 - Susceptibilities for Belgian Train Detection .....................................................................20
Figure 6 - Audio Frequency Limits.......................................................................................................21
Figure 7 - Psophometric Limits.............................................................................................................22
Figure 8 - Czech Interactions for EMC Approvals ...........................................................................25
Figure 9 – Track Circuit Frequencies ..................................................................................................26
Figure 10 - Limits on the Traction Power Supply...............................................................................27
Figure 11 - Danish Interactions for EMC Approvals.........................................................................29
Figure 12 – Track Circuit Frequencies ................................................................................................30
Figure 13 – Harmonic Current Limits...................................................................................................31
Figure 14 - Estonian Interaction for EMC ...........................................................................................32
Figure 15 - Finnish Interactions for EMC .............................................................................................34
Figure 16 – Track Circuit Current Limits ..............................................................................................35
Figure 17 – Permitted Inrush Current Limits .......................................................................................36
Figure 18 – Field Limits ...........................................................................................................................36
Figure 19 - French Interactions for EMC Approvals.........................................................................37
Figure 20 – Frequency / Interference Current Gabarits.................................................................38
Figure 21 - German interactions for EMC Approvals......................................................................41
Figure 22 - German Technical Documentation Changes.............................................................42
Figure 23 – Track Circuit Current Limits ..............................................................................................43
Figure 24 - Greek EMC Approval Interactions .................................................................................46
Figure 25 - Hungarian Interactions for EMC Approvals ..................................................................48
Figure 26 - Train detection systems for the Hungarian Railway....................................................50
Figure 27 - Interactions in Irish EMC Approvals ................................................................................53
Figure 28 - DC Track Circuit Evaluation.............................................................................................54
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Figure 29 - Track Circuit Parameters ..................................................................................................54
Figure 30 - CAWS Location ..................................................................................................................55
Figure 31 - Lineside Communications Systems.................................................................................56
Figure 32 – Organisational Process from Convocation Data .......................................................58
Figure 33 - ALSTOM Digicode Circuits................................................................................................59
Figure 34 – 50Hz and 83Hz on Italian Railway ..................................................................................60
Figure 35 - Permissible Probabilities ....................................................................................................60
Figure 36 - Interactions in Latvian EMC Approvals..........................................................................63
Figure 37 - Lithuanian Interactions in EMC Approval Process.......................................................66
Figure 38 - EMC Approval Interactions in Luxembourg .................................................................68
Figure 39 – Track Circuit Limits.............................................................................................................69
Figure 40 – Train Detection under 1500V DC: GRS 75Hz (50Hz to 100Hz, t > 0.2s) .....................73
Figure 41 – Applied Track Circuits in the Netherlands ....................................................................74
Figure 42 - Dutch Current Limits at Low Voltage.............................................................................76
Figure 43 - Dutch Regeneration Limits...............................................................................................76
Figure 44 - Norwegian Interactions for EMC Approvals.................................................................79
Figure 45 - Line Current Measurement Method ..............................................................................80
Figure 46 – Permissible Harmonic Voltages ......................................................................................81
Figure 47 - Polish Interactions for EMC Approvals ...........................................................................83
Figure 48 Table of Approved Bodies in Polish process. ..................................................................83
Figure 49 – Portuguese Acceptance Procedure ............................................................................87
Figure 50 – Measurement Filter Characteristics...............................................................................88
Figure 51 - Romanian Interactions for EMC Approvals ..................................................................90
Figure 52 - Slovakian Interactions for EMC Approvals....................................................................91
Figure 53 - Spanish Interactions for EMC Approvals .......................................................................91
Figure 54 - Swedish Interactions for EMC Approvals.......................................................................91
Figure 55 - Swiss Access Process .........................................................................................................91
Figure 56 – Swiss Track Circuit Limits covered by document J78 .................................................91
Figure 57 - Input Impedance Requirements ....................................................................................91
Figure 58 - Frequency/Power Limits ...................................................................................................91
Figure 59 - Speed/Power/Frequency Curves...................................................................................91
Figure 60 - Approvals Interactions in the UK.....................................................................................91
Figure 61 – List of Infrastructure Manager Standards .....................................................................91
Figure 62 – Conducted Limits for UK Train Detection .....................................................................91
Figure 63 - EN Standards Quoted by Respondents as used in EMC Compatibility
Demonstration................................................................................................................................91
Figure 64 - Universal Train Detection Gabarit...................................................................................91
Figure 65 - Measurement Points for differing Infrastructures .........................................................91
Figure 66 – List of UIC Standards .........................................................................................................91
Figure 67 - Potential Interactions between Rolling Stock and other parts of the Railway......91
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1
Introduction
This study is required to examine the processes, procedures and methods of ensuring Electromagnetic
Compatibility between rolling stock and infrastructure in the 27 members of the European Railway
Area. The 27 include the 25 member states of the EU which have railway links to others; Cyprus and
Malta, being islands, are excluded. Norway and Switzerland are also members as they have direct rail
links with neighbouring EU states. The channel tunnel railway authority is included as it operates this
link independent of either the British or French national authorities.
1.1
Scope of the Study
The European Railway Agency requires an overview of the different requirements, current regulations,
practice and criteria applied by each one of the Member State Authorities of the European Rail Area to
verify the Electromagnetic Compatibility (EMC) of a railway vehicle to the network.
The study attempts to provide a picture of the current processes and procedures for granting the
authorisation for putting into service of railway vehicles which are in place as of December 2009.
Aspects of Electromagnetic compatibility necessarily change over time as new techniques/ standards are
created and new equipment is introduced onto the railway. Where possible this information is included
in the study. The aim is to use the information as input to TSI’s.
This document encompasses, where information has been made available to the study, the procedural
methods used, the roles of participants in the process and technical evaluation criteria relevant to each
aspect of compatibility. All aspects of the process are needed to give a clear understanding of how the
relevant bodies in each member state are involved.
Information in this study comes from data that has been made available to the study by the member
states or where such information is in the public domain. Some aspects of the information remain
proprietary to the individual member states.
In general, the study assesses:
•
The current rules, processes and procedures to be applied for the verification of the EMC of
the railway vehicle to the network .This includes, if applicable, instances where approvals in
one member state may reduce the effort needed to prove compatibility in another.
•
The technical range of interactions: by reference to the processes/tests and technical criteria
needed to establish compatibility with conducted, (e.g. traction return), induced (magnetic
fields) and radiated (radio frequency) phenomena.
•
The participants and their roles/degree of involvement in the process: legislative bodies,
manufacturers, third parties, experts, infrastructure managers, owners and operators.
•
The documentation delivered; its reporting methods and the technical standards used in
the assessment.
•
Whether acceptance criteria are to International, European or local standards.
•
An estimation, where information is available, on costs and timescales of the process.
It is a requirement of the Interoperability Directive 2008/57/EC that EMC criteria be examined for their
impact on safety and operation of the system. Interactions between equipment is also the subject of
the EMC directive 2004/108/EC. In practice, this latter directive is often used in parallel with the
Interoperability Directive to assess compatibility and hence it is logical to include reference to the EMC
directive within this scope.
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This study focuses on the technical methodologies which underlie the requirement for compatibility
demonstration contained in the second part. In particular, it focuses on the demonstration of
Electromagnetic Compatibility of rolling stock with the requirements of the operating infrastructure.
.
1.2
Electromagnetic Compatibility
Directive 2008/57/EC on the interoperability of the railway system within the Community defines the
railway as a series of subsystems:
•
infrastructure
•
control command and signalling
•
energy
•
rolling stock
•
operation and traffic management
•
maintenance
•
telematics.
However, the national railway system in every country consists of two physical parts; the mobile part
(rolling stock, telematics) and the static part (infrastructure, control command and signalling and
energy).
The mobile part can be further sub-divided into two categories defined by its power source; electric or
non-electric. The electrically powered mobile part must comply with all the physical requirements of the
non-electric mobile part e.g. gauge, loadings, platform height etc. but must also be compatible with
electrical systems. Unlike the physical aspects, the electrical aspects do not have an easily defined or
constrained1 interface with the rest of the world and hence these are potentially more difficult to
assess.
There are three potential modes of interaction between all electrical systems; these are conduction,
induction2 and radiation. Although, in theory, all three modes take some (albeit negligible) part in every
interaction most interactions are dominated by a single mechanism. However it would not be practical
to define compatibility in terms of the pure interactions by asking general questions e.g. “How are
induced effects considered in your safety management system?”. Rather the compatibility
demonstration is specified between defined parts of the system e.g. between train return current and
corrosion of bridge supports. This reduction to specific systems, subsystems and interactions makes a
1
Electric effects can leak into ground paths causing corrosion, magnetic fields can induce current into nearby non-railway
systems and electromagnetic radiation can cause interference to non-railway systems at a considerable distance; see “The particle
now leaving platform 4 … “ New Scientist 02 December 1995 which showed that the CERN facility was disturbed by TGV traffic
a kilometre away.
2
Capacitive: induced by time varying electric fields and Inductive: induced by time varying magnetic fields. Both couple energy in
the ‘near’ field.
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generic definition for cross acceptance extremely problematic even if limited, as in this case, to
compatibility between rolling stock and infrastructure (or neighbouring systems). Indeed, during this
study, it has been found that some nations consider some electromagnetic interactions irrelevant to
rolling stock compatibility whereas others consider them important.
It is the aim of this study’s sponsors to try to explore any common consensus between the individual
country requirements and the wider generic phenomena which cause similar interactions throughout
the member states: Existing assessments may be narrowly defined or even specific to a single train or
infrastructure component. In order to achieve this goal the first step is to assess what methods and
interactions are considered significant in each member state.
1.3
Status
This document forms the final report for this EMC Study. It details the activities performed in the
Preparatory and Interim Stages of the project. It collates and details the responses given by each
member state of the European Railway Area to the questionnaire distributed to them during the
interim stage of the project and indirect information from the internet, other sources and the responses
from the delegates to the seminar meeting of 24th March 2010. From this information set, it examines
the processes methods and standards reported in this questionnaire and highlights areas of difference
and agreement which can be used as a basis of future discussion on achieving a commonly agreed
standard TSI for the various categories of interaction.
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2
Project
This work was undertaken by Lloyds Register Rail on behalf of the Cross Acceptance Unit of the
European Railway Agency. It consisted of three stages, a preparatory phase, a preliminary assessment
of data gathered from the NSAs and a final follow up and assessment phase.
2.1
Preparatory Stage
The Preparatory stage of the project encompassed the spring of 2009. The project was initiated with a
start-up meeting held between Lloyds Register and ERA representatives at Lloyds Register Rail premises
in Preston UK on 11th February 2009 during which the background to the study, initial concepts and
implementation was discussed.
First ideas were developed from reviews of relevant existing standards and prior work in this area e.g.
“Railway applications - Interference limits of existing track circuits used on European railways” (PD
CLC/TR 50507:2007) and Safety Regulations and Standards for European Railways (NERA 2000). This
enabled the development of a set of questions which, if put to the member states, would create a
knowledge base of the procedures, processes and standards used in EMC compliance demonstration
across Europe.
Subsequent to comments from ERA, the draft questions for member states and project plan were
presented to the UNIFE meeting at ERA Lille on 12th March 2009. At the meeting in Lille it was agreed
that the authorities to be contacted in the first instance should be the National Safety Authorities (NSA)
of each member state. This gave a single contact point within each state who had the authority to ask
other bodies; those underrating the tasks involved in EM compatibility assessment and review to assist
with the study. Active participation in the study by both national safety agencies and national approvals
bodies was considered essential to a proper outcome.
At this time it was agreed with ERA that the best means of kick-starting the project would be for the
ERA to organise a launch seminar to which representatives of all the NSAs concerned with EMC would
be invited. This was initially planned for April 2009, and then postponed at ERA’s request. This meeting
did not take place until March 2010.
In lieu of the meeting, Lloyds Register Rail continued to refine the questionnaire and guidance
documentation to be sent with it. This outlined the aims and objectives of the study and the likely
information requirements that would be needed to complete both the questionnaire and the structured
interviews. It also included outline project timescales and in particular, the response timescales required
for the information.
The questionnaire and guidance note were completed in May 2009.
Since generic interactions could not be targeted the initial questionnaire sought information on specific
interactions which would demonstrate the member states requirements for compliance. These covered
the basic interaction phenomena indirectly.
The questionnaire took the form of an interactive spreadsheet containing seven sheets. Each sheet
covered a different aspect of the compatibility process and included a section to gather other
information such as the timescales and costs of the activity.
The sheets were:
Processes; this sheet asks about the procedures and process required for the submission of evidence to
the authorizing body and how the authorizing body assesses the evidence presented. It included
questions designed to explore the interactions at levels below those of the general safety directive in
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particular which organisations were responsible for generating, assessing and approving the technical
and documentary evidence.
[1]
Train detection; this sheet asks about the general demonstration of compatibility with train
detection systems, track circuits, balises, and axle counters, which are peculiar to each
member state. This is intended to give sources for information on both conductive and
(locally) induced interactions. It requests references to local technical standards and
explores the various technical methods used to assess and comply with them.
[2]
Lineside; this sheet asks about the general demonstration of compatibility with lineside
systems; telecommunications, signal transmission and control, points etc, which may be use
different technologies (and hence different levels of immunity) in each member state. This
is intended to give sources for information on what (long section) induced effects are
considered in the process. It also requests references to local technical standards and
explores the various technical methods used to comply with them.
[3]
Energy; this sheet asks about the general demonstration of compatibility with the energy
supply system, AC overhead and DC overhead or third rail, which are used in each member
state. This is intended to give sources for generic information on conduction effects and
limitations/ configurations and interactions of supply systems. It requests references to local
technical standards and explores the various technical methods used to comply with them
and estimate their timescales and costs.
[4]
Radio; this sheet asks about the general demonstration of compatibility with the radio
systems on the member state railway and the general compatibility with neighbouring radio
frequency systems. This is intended to give sources for information on radiated interactions
and interference considered in the process. It requests references to local technical
standards and explores the various technical methods used to comply with them.
[5]
Other; this sheet asks about the demonstration of compatibility with the two general
European directives; The Physical Agents Directive (electromagnetic fields) 2004/40/EC and
the Electromagnetic Compatibility Directive 2004/108/EC which applies to all electrical
equipment. These two directives include requirements and standards that explore
conducted, induced and radiated phenomena. Some synergy between any compatibility
demonstration to these directives and the technical aspects of demonstrating compliance
on the railway would be expected. Hence, this may be an area where common approaches
to the basic phenomena may be established. The sheet explores the various technical
methods used to comply with them.
[6]
EN 50238; the final sheet in the series asks the simple question whether the member state
uses the technical appendix TR 50507 to EN 50238 as a method to demonstrate
compatibility. EN 50238 defines the general compatibility with railway train detection
systems and is an attempt to create a common approach to the individual methods of
assessment used to demonstrate compatibility across a wide variety of particular
components. Such a common, consensus, approach is essential for the adoption of cross
acceptance.
2.2
Interim Stage
Initial data to evaluate the various compatibility systems in each country was to be obtained from the
questionnaire whose content is outlined in Section 2.1.
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Since the European Directives mandate that the responsibility of compatibility within each member
state now lies with the National Safety Authority of that state, initial versions of the questionnaire were
distributed on 16/06/2009 by e-mail to all NSA participants in the study. The initial distribution was in
English, French and Polish with German added on 8/07/2009. Countries who required versions in
different languages were asked to request these from the author. Further versions were produced, over
the following months to include Dutch and Czech.
The study invited all members of the European Railway Area to participate. This includes all members of
the EU with the addition of Switzerland and Norway who have direct rail links with neighbouring
countries. Ireland is included in the list of participants as it has strong railway ties to the UK and a
technical land link to the UK railway through Northern Ireland even though there are no direct land
bridges to the UK mainland. Malta and Cyprus with no land bridges were excluded from the study.
Over the period June-August 2009, several contacts were made with participants, by e-mail and
telephone to assess the status of their input. Several of these communications stated that the relevant
agency could not operate the spreadsheet as it contained macros. Alternative methods of working
around this problem were suggested to the respondents culminating in a broadcast e-mail to all
participants on 8/07/2009 with general advice on the work-around and alternate methods.
One respondent declined to participate in the study:
•
The channel tunnel authorities are responsible for the technical compatibility with trains
and so form a separate logical entity within the European Railway Area. However, in
practice they fulfil this responsibility, as far as rolling stock compatibility is concerned, by
accepting the compatibility studies performed by the UK and French authorities.
In general, initial responses to the questionnaire were disappointing with many responses containing
‘cut and paste’ responses to the individual sheets. Only a third of the participants returned completed
questionnaires by the end of October 2009 despite frequent telephone and e-mail reminders. This poor
response was felt to be due to a general disinclination of the relevant agencies to participate due to
several main factors;
•
This questionnaire was one of many requests for information from various bodies and
hence did not have any particular priority.
•
The questionnaire contained both procedural and technical aspects and hence needed the
active participation of the NSAs in seeking information from technical experts.
•
There was little or no incentive to participate in the study; possibly due to the lack of the
general kick-off meeting which could have engendered some degree of ‘buy in’ to the
project.
In this phase, detailed information was obtained from 17 member states. To supplement this, data was
sought from the internet and other sources. This was necessarily diffuse and complicated by the
language barrier as much of the information was in the native language of the member states. Some
information on the technical aspects and applicable methodologies was obtained from a further five
countries, however, no procedural or verification information could be obtained by this route.
Hence, at the end of the interim stage of the study some information for the study was available from
23 of the 27 member countries for further analysis and evaluation. Where responses in the
questionnaire needed clarification this was sought by writing to the country’s representative asking
specific questions referencing their statements. Although clarification was sought from fourteen states
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only two direct responses were received. This is consistent with the general reaction to the initial
questionnaire.
2.3
Final stage
Since the data available after the interim stage was incomplete it was decided that the best way of
obtaining more data was to gather the NSAs and EM experts from each member state together at an
expert convocation. This meeting also fulfilled the initial desire of the project to have a face to face
kick-off meeting to establish personal contacts. The meeting took place in Lille on the 24th March 2010.
Prior to the meeting potential participants were given briefing notes and information packs to inform
them of the aims and activities that would take place.
The meeting was organised so that, after initial presentations by ERA on the “EMC road map” and
Lloyds Register on the project progress and aims for the convocation, the attendees were split into two
groups. One group attended further presentations on EMC whilst the second divided into smaller
groups organised by country who participated in detailed interviews with Lloyds Register staff on the
process and practice of EMC acceptance in their country. These interviews centred around eight posters
that graphically represented Documentation, Participation and EMC phenomena in the process.
Participants were encouraged to add notes to these posters detailing the various aspects of the process
pertaining to electromagnetic compatibility demonstration in their country. After the lunch break the
two groups swapped activities with the first group participating in the interview process and the
second group attending the EMC presentations.
The format of having the interviews around the posters was deliberately chosen to invite open
responses from the participant stressing that they should highlight the parts of electromagnetic
compatibility demonstration that were important to their own understanding of the process. This
format, although not as prescriptive as requiring answers to closed questions, elicited more discussion
and brought out some interesting observations that were used later in the study: for example, the fact
that some states did not consider compatibility with the supply to be part of EMC.
There were 62 attendees at the convocation including 5 from Lloyds Register Rail and 8 from the ERA.
The remaining 49 attendees represented 17 countries and many of these were countries where there
had been no direct response to the questionnaire. In addition, many of the attendees were EMC
experts and hence had a greater knowledge of the technical aspects of the acceptance process.
The information gained at the convocation, and the subsequent communications with several of the
participants gave a much greater coverage of the information needed for the project. Hence, at the
end of this stage only two countries had given no details of their processes. These were Bulgaria and
Slovenia.
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3
Common Standards for Electromagnetic Compatibility in Member States
At the time of writing only two technical standards are directly mentioned in the EU directives in
relation to the demonstration of electromagnetic compliance of rolling stock as it applies in this study.
These are EN 50121 and EN 502383. Two other standards, EN 50388 and EN 50122, have
consequential effects in relation to emissions.
EN 50121 applies to radiated and conducted emissions and immunities between the rolling stock and
itself and between the rolling stock and other parts of the railway. It does not give technical details
which are applicable to demonstration of compatibility with specific equipment neither is it a
comprehensive document in terms of the full coverage of the electromagnetic spectrum. In particular, it
does not deal with safety and offers no assurance of safe operation.
It also does not deal with interactions between interference and several items of safety critical
equipment and controls on the railway. These include train detection (of all types), signalling systems,
warning and automatic train control systems, telecommunications (both land and air based) or any
equipment operated on or near to the rails.
Currently interactions with train detection are tentatively covered by EN 50238 and local national
standards. EN 50238 is currently under revision/expansion however, the only part which is officially
published in the journal (and hence universally applicable) is Part 1. Part 1 deals with general procedural
aspects responsibilities and techniques but contains no specific engineering data that may be used in a
demonstration of compatibility. All other aspects of interaction are presently covered by national
standards.
Many electromagnetic interactions are dependent upon the electrical supply to the rolling stock. The
energy TSI deals with the power supply and specifies a standard that has an indirect effect on
electromagnetic compatibility demonstration. This is EN 50388 which includes aspects of line resonance
effects. Whilst not specifically applicable to the demonstration of electromagnetic compatibility the
resonances in the system may alter the emissions from the rolling stock in a potentially deleterious way.
EN 50122 concerns the protection of systems and personnel by correct application of earthing and
bonding. Again, this does not have a direct relationship to EMC but does have implications in EMC
effects on other systems.
Sections relating to train detection and EMC of EN 50215 are not cited in any TSI.
Many of the local standards quoted by the respondents in the study refer to UIC leaflets. These leaflets
contain technical specifications and limits concerning various parts of the railway. Many of the leaflets
have sections that potential deal with electromagnetic interactions between components. A list of UIC
leaflets that contain potential requirements for electromagnetic compatibility is given in Appendix A.
3
It is noted that EN 50238 Part 2 Compatibility Between Rolling Stock and Track Circuits and EN 50238 Part 3 Compatibility
Between Rolling Stock and Axle Counters are due to be published in the near future. However, at the current time they cannot
be considered for inclusion into this report as they have not yet been published.
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4
Scope of the EMC Systems in the European Railway Area
The rolling stock TSIs refer to electromagnetic compatibility in several sections. In many of these
sections electromagnetic compatibility is deferred to the corresponding control-command and
signalling subsystem TSI. Here there are many open points and it is difficult to define the exact
technical scope of the systems which are defined for electromagnetic compatibility.
Electromagnetics is the study of electrical and magnetic interactions and it is commonly understood to
be governed by Maxwell’s Equations. These describe electromagnetic phenomena at all frequencies
and by all modes of interaction from conduction through to the propagation of electromagnetic
travelling waves. Hence, strictly, any investigation of electromagnetic compatibility should encompass
all modes and all frequencies. However the scope of EMC:- Electromagnetic Compatibility as
understood by the technical participants in the study is often restricted to a fairly narrow range of
interactions and in many cases it is limited to interactions from radio frequency interference.
This study initially considered any electrical or electromagnetic interaction that is documented as a
significant phenomenon within the scope of a safety assessment on the railway as being included in its
scope. However there are some interactions that, although involving rolling stock and without which
the interaction would not occur, are only peripherally considered as belonging to a rolling stock
assessment4. A list of potential electromagnetic interactions on the railway is given in Appendix B
Therefore, these interactions are considered in this section but are not generally documented in the
country specific sections.
4.1
Internal Electromagnetic Compatibility
Electric trains are covered by the general directive for Electromagnetic Compatibility (2004/108/EC) as
are all other items of electrical equipment offered for sale within the EU. In addition to the elements of
external electromagnetic compatibility considered in the country descriptions it also requires internal
electromagnetic compatibility to be demonstrated between components on the train itself. This internal
electromagnetic compatibility demonstration is considered to be outside the scope of this study.
4.2
Corrosion
Electrically induced corrosion is not generally considered as part of rolling stock compatibility. It only
occurs on DC systems and it is normally controlled by the correct design of earthing and bonding.
4.3
Touch Potential
Induction into lineside structures that are not part of the railway operation e.g. fences and third party
cabling and which can create significant voltages are not generally considered analytically in any
assessment. Touch potentials are normally controlled by the correct design of isolation, segregation,
earthing and bonding of structures. Similar controls are used on the train to control shock hazards to
passengers.
4.4
Electromechanical Systems
Signal lights, point machines and other electromechanical systems generally use high-power simple
on/off drives. Since they are not directly connected (electrically) to the running rails, they are
substantially immune to induced effects. Compatibility with these is assured by correct design of the
insulation/isolation systems of the infrastructure.
4
A list of potential interactions was given to the participants in the convocation to stimulate areas for discussion. See Appendix B
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4.5
Train Position/Orientation/Consist Sensors
These systems include correct side door control, platform position loops etc. They are generally
considered to be part of the infrastructure rather than the rolling stock system. Since the orientation,
spacing and mode of operation of these systems is variable and undefined with respect to the general
rolling stock they are usually assessed separately on a case by case basis.
4.6
Telematics
Telematics predominantly concerns the tracking and logistics associated with freight, particularly
containerised freight. Cargo is identified by passive or active radio-frequency tags similar to those used
to prevent theft from shops. These are considered to be a separate component of the railway and are
assessed by a separate TSI. (Commission Regulation (EC) No 62/2006 December 2005)
4.7
Automatic Train Protection
Automatic Train Protection systems are normally considered to be part of the control-command and
signalling subsystem of the infrastructure and are assessed accordingly. Often these systems are not
intrinsically fail-safe and hence are not considered to form part of the safety system. Some
electromagnetic compatibility studies include these systems as part of the rolling stock assessment and
many are documented in the TSI. Where the particular system is considered directly in the rolling stock
assessment a note has been included in the relevant country description. ETCS will, in the future,
replace many of these individual systems and this is assessed as part of the control-command and
signalling subsystem TSI.
4.8
Train Radio Systems
Although train radio systems are obviously part of the radio-frequency assessment of any railway each
state has notified these to the agency and they are included in the TSI. Hence, only a general reference
to the TSI is made in the relevant country descriptions.
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5
Country Specific Demonstrations of Electromagnetic Compatibility
5.1
The Demonstration of Electromagnetic Compatibility in Austria
Austria returned a completed questionnaire. The compatibility and procedural assessment is derived
from the questionnaire responses, feedback from interview at the convocation of experts and from
other indirect sources. Austria belongs to a group of countries who have certain common requirements
for international inter-operation These are documented in the International Requirements List available
from www.irl-rail.eu
5.1.1
Processes
The responsibility for rolling stock acceptance in Austria lies with the Bundesministerium für Verkehr,
Innovation und Technologie (Bmvit). There is a procedure for acceptance Eisenbahngesetz 1957
available from www.bmvit.gv.at and also an international requirements list This organisation interacts
in a tripartite form with two other organisational groups within the approvals process. These are OBB
(Österreichische Bundesbahnen) SAB Rolling-stock Homologation (which are the approval group) and
OBB with a NoBo (PR) which constitute the inspection/evaluation and measuring group (Figure 1).
Analysis
/
Approval
Certification
Bmvit
OBB
SAB
Evidence
Measurement
Inspection
Evaluation
OBB
+ NOBO
Figure 1 - Austrian Interactions for Type EMC Approvals
The process for acceptance involves any railway undertaking applying to BMVit for a licence to operate.
It must demonstrate that it has a suitable SMS (Safety Management System) in accordance with the
directives and within this management system is a requirement for the demonstration of technical
compatibility to the TSI. It must also have a certificate of vehicle inspection and type approval. Type
approval is granted if the rolling stock has been accepted in another EU state and can demonstrate
compatibility with local Austrian technical requirements. Responsibility for type approval lies with
BMVIT. There is also a requirement for a Network compatibility check to be made. This is the
responsibility of the infrastructure arm of Österreichische Bundesbahnen. In addition to the general
requirements of the TSI, electromagnetic compatibility is part of this network compatibility requirement
and it is documented on the OBB website (infrastructure manager) (www.oebb.at/infrastruktur) under
the Anforderungskatalog (requirements catalogue). Access requirements (Netzzugang) documents are
available in German on the same website.
Evidence in the process is given from internal and third party testing, expert opinion (approved under
the Eisenbahngesetz 1957 rules), examination of design documentation for electrical electronic and
software systems. It was stated that the overall cost could not be given however an estimate for the
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overall timescale was between 1 and 24 months: a test campaign for a new vehicle would cost
approximately €60,000 and take two weeks to complete.
5.1.2
Train Detection
It is the responsibility of the Railway Undertaking to incorporate compatibility demonstration with the
TSIs in his safety management system. This is performed in conjunction with the measurement group of
ÖBB Traction GmbH and NoBos/ competent bodies from accredited agencies within and outside
Austria. Evidence is by measurement testing and the assessment is performed by comparison with limits
and reported in a detailed technical submission. The TSI refers to EN 50238. Austria is working towards
the implementation of ERTMS and GSM-R.
For other lines, the requirements catalogue gives limits for traction return current. These follow several
frequency bands, some of which correspond to known axle counter frequency bands limits are shown
in Figure 2. Evidence is collected via testing and evaluated by the OBB/NoBo.
Frequency
Bandwidth
Limit
96-110 Hz of
Inclusive
2 A over 2 s *)
4.15 kHz
+/-0.15 kHz
100 mA
5.06 kHz
+/-0.15 kHz
100 mA
9.85 kHz
+/-0.25 kHz
60 mA
28-30 kHz
300 mA
36 kHz
+/-2 kHz
10 mA
43 kHz
+/- 1.5 kHz
60 mA
56 kHz
+/2 kHz
10 mA
Figure 2 – Traction Return Current Limits
The ATP system used in Austria is called INDUSI/PZB (Induktive Zugsicherung/ Punktförmige
Zugbeeinflussung). This system uses magnetically resonant track-side circuits operating at 500Hz,
1000Hz and 2000Hz.
Austria also uses LZB (Linienförmige Zugbeeinflussing). The system uses 36kHz (to the train), 56kHz
(from the train).
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5.1.3
Lineside Systems
It is the responsibility of the Railway Undertaking to incorporate compatibility demonstration with
lineside systems. This may be performed in conjunction with OBB and NoBos. Assessment is by third
party testing to standards, simulation, test data and expert opinion to various standards including
CENELEC 50126, 50128, 50129; 50238. Evidence is provided by certificates of conformance or by
detailed technical reports. The requirements catalogue gives a limit of 1.5A for psophometric current
with measurement to the guidance provided in EN 50121. Evidence is collected via testing and
evaluated by the OBB/NoBo.
5.1.4
Energy Supply
It is the responsibility of the Railway Undertaking to incorporate compatibility demonstration with the
supply systems. Demonstration of compatibility is to the requirements of EN50388 and the ÖBB
requirements catalogue for locomotives operating in the network of the ÖBB. Evidence is by testing
and reported in a detailed technical report. The requirements catalogue gives limits for permissible
current during dynamic braking to less than 500A and shows permissible load currents of 600A for
system voltages above 15kV. From 15kV to 9kV current must be limited to a ramp of slope 100A/kV. In
addition in recognition of the line resonance phenomena, there is a requirement that the input
impedance of the rolling stock is passive above 120Hz. (The real component must be greater than zero
and the phase between -90 and +90 degrees). Evidence is collected via testing and evaluated by the
OBB/NoBo.
5.1.5
Radio Frequency Systems
It is the responsibility of the Railway Undertaking to incorporate compatibility demonstration with radio
frequency systems. The requirements of EN 50121-3-1 are followed and are accepted by a
manufacturer’s declaration of conformity to the standard. Other requirements are placed on local
emissions with a limit value for the radio disturbance field strength of 4dBµV/m at 10m in the
frequency ranges shown in Figure 3.
Frequency range [MHz]
79.800 - 81.025
Notes
shunting radio 4 m band
80.000 MHz excluded
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165.600 - 171.375
technical services 2 m band
410.000 - 470.000
70cm-Band including, speech,
data and train radio
876.000 - 880.000
GSM-R Upl
921.000 - 925.000
GSM-R DnL
880.200 - 914.800
GSM 900 UpL
925.200 - 959.800
GSM 900 DNL
1710.200 - 1748.800
GSM 1800 UpL
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Frequency range [MHz]
1805.200 – 1879.800
Notes
GSM 1800 DnL
Figure 3 – Austrian Radio Frequency Usage
This may be performed in conjunction with OBB and NoBos. The requirements catalogue gives limits for
psophometric traction return current with measurement to the guidance provided in EN 50121.
Evidence is collected via testing and evaluated by the OBB/NoBo. Austria uses UIC Radio Chapter 1 – 4
+ 6 for ground to train radio (UIC leaflet 751-3). Details of this system may found in the TSI CCS
Annexe B.
5.1.6
Other Systems
Austria does use information from the assessment of conformity to the requirements for Human
exposure to EM radiation and the general EMC directive in its overall assessment of railway systems.
5.1.7
EN 50238
The technical appendix to EN 50238 is employed in the assessment.
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5.2
The Demonstration of Electromagnetic Compatibility in Belgium
The Belgian NSA declined to fill in the questionnaire but gave a response in an e-mail. The e-mail gives
some generic information but directs the project to examine a website and the associated crown
legislation. Additional information was obtained at the convocation of experts. The following
information is derived from these sources.
5.2.1
Processes
The Belgian NSA is the DRSI (Department of Railway Safety and Interoperability) part of the Federal
Government Department of Mobility and Transport Directorate-General for Land Transport (Mobilit)
From an examination of the website it is possible to answer some of the questions posed by the
procedural aspects of the questionnaire and hence complete part of the input to the database. Railway
undertakings in Belgium are limited to those holding a railway undertaking licence. This is granted to
companies that provide passenger or freight services or those providing rolling stock. A separate
provision of the licence is that the railway undertaking must have its activity based in Belgium thus this
would exclude any company solely based in another country from operating within Belgium. Licences
are obtained from the Federal Government Department of Mobility and Transport.
Actual safety certification, which may only be issued to undertakings with a licence, consists of two
parts Part A and Part B.
Part A of the Belgian process follows the European directive in that it requires any railway undertaking
to demonstrate that it has a suitable safety management process in place. This process must have been
approved by the Belgian Safety Authority or by an equivalent safety authority in another EU Member
State. It proves that the organisation and the arrangements put in place by the railway undertaking are
sufficient to ensure that any activity performed by the undertaking is conducted in a safe manner.
Part B of the certificate requires that the railway undertaking has demonstrated conformity to the
specific requirements of the Belgian railway to the safety authority. These may include conformity to
Belgian national technical requirements and Belgian-specific safety requirements for personnel and
rolling stock. In Belgium there is a separation between the admission of a Railway Undertaking and the
technical admission of Rolling stock. For technical acceptance the rolling stock manufacturer, not the
undertaking is responsible for preparing a technical file which is analysed /approved by the
Infrastructure manager and Belgorail acting as technical assessor.
Belgorail issues a certificate of Compliance to the applicant (manufacturer). The applicant then issues a
declaration of conformity to the NSA. Certification is valid for a period of three years or before this time
if a substantial change to the operations or technical implementation of the undertaking takes place.
After three years the certificate must be renewed.
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Declaration of Conformity
Belgorail
(Interoperability
and Conventional
Com ponents)
DRSI
Manufac turer
DEBO
Certificate
of
Compliance
Infrastructure
m anager
(Infrabel)
Duplicate or minor case
Certification
Approval
Analysis
Evidence
Measurement
Inspection
Evaluation
Figure 4 - Belgian EMC Approval Interactions for Part B
Application for a certificate must be submitted with a supporting dossier in either French or Dutch;
authenticated submissions validated in another EU member state are accepted but must be
accompanied by a certified translation. The dossier must contain a detailed safety management system
the safety management will be scrutinised and audited by the safety authority to ensure its validity and
that it is applied correctly. Much of this dossier provides assurance of systems and processes unaffected
by EMC, e.g. operations, personnel, access rules, accident and near-miss reporting, change procedures
and risk assessment etc.
Application for a TSI compliant line may also be given if the rolling stock already has an EU inspection
declaration of fitness for use on interoperable lines or the EU inspection procedure is being carried out
by Belgorail.
Where rolling stock does not comply with the TSIs it must have a Declaration of Compliance with the
technical specifications and norms in force, issued by Belgorail (Figure 4). The technical compliance
documentation is generated by the manufacturer and this is examined and the results are collated by a
Designated Body which then issues a report to the Safety Authority. The designated body may require
further tests/simulation etc. from the Railway Undertaking and can appoint a third party to carry out
testing.
However, there are some specific requirements for technical conformity of the rolling stock which
necessarily includes EMC. For these, applicability of the technical rules depends upon whether the
rolling stock is TSI compliant. If it is then the rolling stock must be shown to meet all the conditions
within the TSIs or, where these are absent, under the conditions of ARGSI-RGUIF 2.1.1.These include
assessments for compatibility with the railway infrastructure, the power distribution, the driving of the
train, the signalling, the train traffic control and telecommunications and telematics.
In addition to these technical considerations, which must be provided in the dossier, technical advice on
the suitability for operation will be sought from NMBS Holding will also be taken into account. NMBS is
an umbrella organisation consisting of Infrabel, the Belgian Infrastructure Manager, the Société
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Nationale des Chemins de fer Belges and the Fonds de l’Infrastructure Ferroviaire which are now
separate entities created under the terms of the directive.
5.2.2
Train Detection
It is the responsibility of the Railway Undertaking to show that compliance with train detection for
interoperable lines follows the TSI requirement EN 50238. Belgium is working towards the
implementation of ERTMS: the regulations also reference RSEIF 3.2, RSEIF 3.5 and RSEIF 3.6 which
relate to in cab signalling and train protection systems for ETCS operation.
For other lines, details of compliance with the infrastructure are given in the document RGUIF2.2.1 and
the accompanying EMC document MI.01-EMC-75.2.0. These documents give details of permissible
current levels within certain frequency bands for both AC and DC traction systems (Figure 5 and Figure
6). In addition, the documents mandate the permissible levels of the shorting effect of the wheels with
reference to UIC512
Type
Low frequency
50Hz
Audio frequencies
Infrastructure
3kvDC
3kvDC
3kvDC
3kvDC
25kvAC
Frequency
>35Hz
<3kHz
35-65Hz
50Hz
See Figure 6
See Figure 6
Limit
50 A
20A
4A
Arithmetic or RSS
addition dependent
upon source
Arithmetic or RSS
addition dependent
upon source
Max duration
1s
Notes
Cumulative
Cumulative
Arithmetic
addition
Figure 5 - Susceptibilities for Belgian Train Detection
3Kv DC
25kV AC
From (Hz)
To (Hz)
Limit (A)
From (Hz)
To (Hz)
Limit (A)
1500
1555
3
1500
1540
0.5
1555
1745
0.5
1540
1560
3
1745
1855
3
1560
1640
0.5
1855
2045
0.5
1640
1660
3
2045
2155
3
1660
1740
0.5
2155
2345
0.5
1740
1760
3
2345
2455
3
1760
1840
0.5
2455
2645
0.5
1840
1860
3
2645
2755
3
1860
1940
0.5
2755
2945
0.5
1940
1960
3
2945
3000
3
1960
2040
0.5
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3Kv DC
25kV AC
2040
2060
3
2060
2140
0.5
2140
2160
3
2160
2240
0.5
2240
2260
3
2260
2340
0.5
2340
2360
3
2360
2440
0.5
2440
2460
2.2
2460
2540
0.5
2540
2560
2.2
2560
2640
0.5
2640
2660
2.2
2660
2740
0.5
2740
2760
2.2
2760
2840
0.5
2840
2860
2.2
2860
2940
0.5
2940
2960
2.2
2960
3000
0.5
Figure 6 - Audio Frequency Limits
The documents also specify input impedance, permissible rate of change of current and protection
systems that must be applied at certain frequencies: e.g. there is a requirement for an instrument to
monitor 50Hz current flowing through the catenary/return current path. The method of evaluation is by
testing of a target train and the production of a detailed technical report. The reader is referred to the
document for more details.
5.2.3
Lineside Systems
It is the responsibility of the Railway Undertaking to show that compliance with lineside systems for
interoperable lines follows the TSI requirement EN 50121.
For other lines, details of compliance with the infrastructure are given in the document RGUIF2.2.1 the
accompanying EMC document MI.01-EMC-75.2.0. The phenomena include:
•
Electromagnetic compatibility with the transmission in cables and signalling
•
Compatibility with telecommunications equipment
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•
Prohibition/limiting of emissions from Eddy current braking
•
Magnetic emissions into the track.
Compatibility with transmission cables/telecommunications is via measurement of psophometric current
(Figure 7).The methodology is in accordance to EN 50121-3-1. Limits are prescribed for differing levels
of traction current operation with some variability for transient behaviour (events below 10 seconds).
Compatibility with magnetic emissions into the track is via direct measurement of induced voltage into
a track loop. The measurement technique is described in MI.01-EMC-75.2.0. Other magnetic emissions
are assessed qualitatively.
Permissible Psophometric Currents for train
Ratio of total captured power to
total rated power of the whole
train
Classic Lines
LGV
<40%
6A
17 A
Between 40% and 70%
9A
26 A
>70%
12 A
34 A
Figure 7 - Psophometric Limits
5.2.4
Energy Supply
Demonstration of compatibility with the supply is the responsibility of the RU. This is normally
undertaken in conjunction with the infrastructure manager. (Infrabel). Compatibility is referenced to
various EN standards and to local regulations. The EN standards include EN50163, EN50388, EN 50364
and EN50119 although some parts of these relate to mechanical issues.
The website states that RSEIF 2.1 gives technical information on the fixed infrastructure and power
supply the electrical limits for the supply are contained in RGUIF2.2.1 with some reference to MI.01EMC-75.2.0. The basic standard refers to EN50163 and to UIC 600. The Belgian railway comprises two
systems DC operating at 3kV and AC operating at 25kV. Different limits apply to each system
regarding permissible current draw, voltage control etc. For the 3kV systems current is limited to 2400A
and power draw/return is limited to 4MW. Voltage limits are specified as a maximum of 3.9kV for the
DC system. Ripple on the DC system is also constrained: between 35Hz and 60Hz it is limited to 20A.
The modulus input impedance of the train on DC is limited at 50Hz to be greater than 1.3 ohms with a
phase of between 0 and π/2.There is also a limit on permissible harmonic current draw of 4A at 50Hz.
The AC system applies current limits according to UIC 660 which also contains limits on acceptable
phase variation. There is also a prescription on permissible harmonic content at multiples of the mains
frequency applied in MI.01-EMC-75.2.0.
Limits are also applied to limit rate of change of current to protect supply protection. These are
referenced in UIC 797. It should be noted that UIC leaflets are gradually being replaced by EN
standards.
Demonstration of compatibility is via testing with reporting against the various limits in a detailed
technical report.
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5.2.5
Radio Frequency Systems
Demonstration of compatibility with the supply is the responsibility of the RU usually in conjunction
with the train manufacturer. The general compatibility with radio frequency systems is assured by EN
50121 however, RGUIF2.2.1 also includes references to UIC 751. Further information on frequency
allocation/ permissible parameters for automatic vehicle identification in the 2.4 GHZ range are given in
Annex B13 Radio Interface for AVI for railways on the website of the Belgian Institute for postal and
telecommunications services (BIPT). Demonstration of compatibility is by measurement and detailed
technical report. Belgium uses UIC Radio Chapter 1 – 4 + 6 for ground to train radio (UIC code 751-3).
Details of this system may found in the TSI CCS Annexe B. From 1 Jan 2011 all trains will be equipped
with GSM-R and the UIC radio systems will come out of service.
5.2.6
Other Systems
No information is given on compliance with or synergy from other European directives concerning
EMC.
5.2.7
EN 50238
The technical appendix to EN 50238 is employed in the assessment.
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5.3
The Demonstration of Electromagnetic Compatibility in Bulgaria
A short e-mail response was received from the Bulgarian representative. No representatives from
Bulgaria attended the convocation. Various researches on the internet were hampered by the difficulty
in translation of the Cyrillic form of the Bulgarian Language.
The Bulgarian National Safety Authority is the Изпълнителна Агенция "Железопътна
Администрация (Executive Agency :"Railway Administration") of the Ministry of Transport and
Communication.
The internet research determined that the technical organization responsible for ensuring
electromagnetic compatibility between rolling stock and infrastructure is the Bulgarian State Railway
Български държавни железници (BDZ). The Bulgarian State Railways National Company was split
into two separate companies by the “Railway Transport Act” in 2002: a railway operator (BDZ EAD)
and an infrastructure company (Railway Infrastructure National Company).
The operating company website details a set of operating/technical standards for rolling stock
operation among these are several ordinances (Наредба) which pertain to the process of acceptance,
safety of operation and the electrical supply.
•
Ordinance 41 of 27.06.2001 for access and use of railway infrastructure - issued by the
Minister of Transport and Communication
•
Ordinance 47 of 28.12.2001 for equipment and security systems equipment,
communication, electrical power and rail - issued by the Minister of Transport and
Communication.
•
Ordinance 57 of 09.06.2004 years the essential requirements for rail infrastructure and
rolling stock to provide the necessary parameters of interaction, efficiency and compatibility
with the trans-European railway - issued by the Minister of Transport and Communication,
Examination of these documents from internet sources does not show any significant numerical data
and hence it is assumed that such technical data is proprietary to the railway company.
Feedback from the representative of the Bulgarian NSA states that electromagnetic compatibility on the
Bulgarian railway is demonstrated by testing, There are four main types of electrical/electronic safety
systems used. Any electromagnetic interactions with these is demonstrated by operating a train
adjacent to each system and then recording the induced disturbance voltage at the system. There are
no details available how the evaluation is performed other than by detecting an incorrect response
from the system during the test.
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5.4
The Demonstration of Electromagnetic Compatibility in the Czech Republic
The Czech participant returned a completed questionnaire. The directives have been implemented in
this country and all interoperable routes are stated to be governed solely by the requirements of the
TSIs.
5.4.1
Processes
The Czech acceptance body is the Drážní úřad (DU ; National Railway Authority). The regulations that
control acceptance are Regulation 352/94 which references Regulation 266/94 Code which in turn
references Regulation 173/95 Code, Regulation100/95 Code, Regulation177/95 Code and Directive DU
No: 1-890/06-DU which are available from the DU website www.du-praha.cz, the Ministry of the
interior website www.mvcr.cz or the Czech office of standards organisation www.unmz.cz The
standards are in Czech with some English translations.
Final
Certificate
National Safety Authority
Drazni Urfa d
Rail Authority
Ministry of Transport
Applicant
(Manufac turer,Owner,Operator)
Analysis of
the trial
operation
Operator
Issues dec ision
Clause 43 or Clause 43b
of “the railway law“ No 265/1995
Trial Operation
RST
RST
ENE
Dedicated juristic body
Poverena pravnic ka osoba
Appointed by the
Ministry of transp ort
Test Procedure Definition
Experts
Test Result Analysis
Manufacture
Trial Operation
Certificate
Tec hnical Report
Externa l
internal
Test Lab s
Externa l
ENE
internal
CCS
Externa l
internal
CCS
&
Infrastructure
Evaluation
Figure 8 - Czech Interactions for EMC Approvals
Acceptance requires the Certification of trains from third parties appointed/approved by the authority.
The third parties are registered with the ministry of transport to perform the assessment. The
questionnaire states that the authority takes evidence from test results, third party certification, and
expert opinion. The procedural flow was explained in the interview at the convocation (Figure 8).
Application is made to the national railway authority by the RU (manufacturer/owner/operator). The RU
then liaises/supplies information to various appointed expert organisations who deal with the separate
streams of expertise e.g. control-command and signalling subsystem, energy subsystem etc. These
organisations define a series of tests which are performed by various approved test laboratories. The
information is fed back to the Authority who issues a certificate for trial operation. The results of the
trial operation are evaluated by the authority which then either issues a full certificate or requests more
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testing/trials. The process may be iterated until a full certificate is obtained. Timescales and costs for the
whole procedure are 2-2.5 years and 1.5M€ these include a 12 month test period followed by a 12
month trial running period.
5.4.2
Train Detection
Compatibility with train detection is provided from legally approved third parties appointed by the
Ministry of Transport who provide expert opinion. These assessors use EN standards 50121, 50238 and
a local standard •SN 34 2613 Issue 2 (in Czech and available for purchase from www.unmz.cz) as the
basis of their assessment. Czech railway uses a system of broken rail detection (specified in the
standard) which relaxes limits on train detection systems. In general train detection via track circuits is
performed at relatively low frequencies. Both time and frequency domain analyses are performed on
measurements. The frequency ranges and outline techniques are shown in Figure 9.
Frequency
25Hz
Wide band
FOR
50Hz
75Hz
275Hz
Supply System
AC
DC
DC
DC, AC
DC, AC
Location
open
track ,
station
open track ,
station
open
track ,
station
open track
station
Operation Bandwidth
22-30 Hz
40Hz-300Hz
44 -54
Hz
68-80HZ
262-280 Hz
Phase Sensitive
No
No
yes/no
yes/no
yes
Analysis type
time
domain
time domain
time/freq
uency
domain
time/freque
ncy domain
time/freque
ncy domain
Integration time
330ms
120ms
120ms
120ms
120ms
Broken rail detection
Yes
yes
yes
yes
yes
Symmetry detection
No
no
No
no
no
Current limit
(1A)
14A
260mA
110mA
(1A*)
130mA
(1A*)
Floating comparator
time window
No
no
yes
yes
yes
Note
residual
(approx
100pc)
Old system
Old
system
perspective
perspective
* these limits, which apply to newer systems, are still subject to internal Czech review.
Figure 9 – Track Circuit Frequencies
The process results in detailed technical reports based on testing and comparison with limits. The
compatibility measurements are based on type tests which are estimated to take two days test time
and 6 weeks analysis/reporting at a cost of €25000.
The in-cab signalling system in the Czech Republic is called LS. The track-side part of the system uses
coded track circuits at one carrier frequency (75Hz).
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5.4.3
Lineside Systems
Compatibility with lineside systems is provided from legally approved third parties appointed by the
Ministry of Transport who provide expert opinion. The assessor uses EN standards 50129 and 50124
and local standards CSN 332160, Regulation 177/95 Code and Regulation 100/95 Code. EN 50129 is a
process document detailing methodologies for design and safety assurance and therefore does not
directly involve EMC assessment however it is used in assessment to provide statistical methodologies.
The assessment includes a measurement/calculation of the induced voltage in relation to ATC
equipment created by local magnetic fields. Disturbance voltage is measured in a resistor connected in
series with the ATC equipment. The nominal signal current through this resistor is 2A and compliance is
demonstrated by calculating a signal to noise ratio between this signal and the disturbance voltage.
The minimum requirement is that the signal to noise ratio is > 10 dB.
CSN 332160 provides methodologies for calculating mutual inductance between overhead line and
signalling equipment cabling.
All assessments result in detailed technical reports based on the criteria in each document. No
timescales for the process are given.
5.4.4
Energy Supply
Compatibility with the energy supply is provided from legally approved third parties appointed by the
Ministry of Transport who provide expert opinion. The opinion is based on the results of third party
tests and other test data. Basic conformance to EN standards 50153 (protective systems), 50163
(supply voltages) and 50388 (coordination between power supply and rolling stock) is required as well
as a local standard •SN 34 2613 which gives limits for DC electric heating requirements on nonelectrified lines.
The general limits applied to the DC 3kV and AC 25kV systems are shown in Figure 10. It is noted that,
on the Czech system resonance affects are not assessed on either DC or AC.
Traction System
DC 1300V
25kV 50Hz AC
Max voltage (5 min)
3900 V
29kV
Min voltage
2000 V
17.5kV
>2MVA <6MVA → 0.93
>6MVA → 0.95
Power Factor
rd
Harmonics
1% ripple
3 <5%
5th <6%
Regeneration
<3600 V
No
Current/power Limit
1600A/rectifier
10MW
Figure 10 - Limits on the Traction Power Supply
5.4.5
Radio Frequency Systems
Compatibility with radio frequency systems supply is provided from legally approved third parties
appointed by the Ministry of Transport who provide expert opinion. The opinion is based on the results
of tests to EN 50121-3-1, EN 50121-3-2 & EN 50121-4. Evaluations result in a detailed technical report
based on measurements to the limits in the standards. The Czech Republic uses its own railway radio
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communication system (compatible with UIC 751-3. Details of these systems may found in the TSI CCS
Annexe B.
5.4.6
Other Systems
The Czech Republic assesses corrosion on DC systems to EN 50122 -2.
The Czech Republic assesses exposure to EM radiation by analysis from legally approved third party
assessments appointed by the Ministry of Transport according to §43 of the Regulation 266/1994
Code. The analysis is based on measurements to EN50500 and results in a detailed technical report.
Assessment is estimated to take approximately 1 month at a cost of approximately 15000€.
The Czech Republic does not use general compatibility with the EMC directive in its assessment of
rolling stock.
5.4.7
EN 50238
The Czech Republic does use the technical documentation in appendix TR5057 of EN 50238 in its
assessment.
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5.5
The demonstration of Electromagnetic Compatibility in Denmark
The Danish participant returned a completed questionnaire.
5.5.1
Processes
Compatibility demonstration in Denmark is controlled by the National Rail Authority (Trafikstyrelsen)
however, Banedanmark performs the compatibility process on its behalf. The regulation that controls
acceptance BJ-1-5_2009 DTR is available on the web in Danish:
http://www.trafikstyrelsen.dk/~/media/Files/Databaser/Lovstof/BJ%205-1-2009%20DTR-endelig.ashx
A flowchart for the general approvals process is available in English on
http://uk.bane.dk/visArtikel_eng.asp?artikelID=1132.
Approval is in three sequential stages; application for a operating licence, obtaining a safety certificate
and type approval. All applications require an certificate of conformity from Banedanmark. Technical
requirements for general rolling stock acceptance is to the requirements of the Banedanmark drawing
QN 903 Q no 0779 with the technical rules concerning EMC related issues contained in BN2-74-1. A
summary of the main points of BN2-74-1; BN 00 00 06 01 is available in English on
http://uk.bane.dk/db/filarkiv/415/BN0000060100UK.pdf .
This document references various other standards including UIC and EN. General compatibility is by
testing and performing calculations and simulations which are assessed by expert opinion. In the case
of EMC, this is performed by the EMC system manager of Banedanmark (Figure 11).
Danish National Rail Transport
National Rail
Authority
Banedanm ark
Trafikstyrelsen
Operating Lic enc e
Applic ation for
Capac ity
Sa fety Certific ate
Dec laration of
Conform ity
Type Approval
EMC
Manufac turer Test
Inform ation
Banedanm ark
Expert Analysis
Authorisation for
putting into servic e
Figure 11 - Danish Interactions for EMC Approvals
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5.5.2
Train Detection
Compatibility with train detection is provided from test information from the train manufacturer. This is
assessed by Banedanmark who provide assessment and certification. The manufacturer provides the
results of the measurements and simulations and calculations based on the tests. Evaluation is based on
the Banedanmark specification for the declaration of conformity QN 903 Q no 0779 and EN50238.
EN50238 is available from normal EN standards websites or from Banedanmark directly. Results are
reviewed by Banedanmark to limits within these standards. The Danish system incorporates two types
of ATC. Compatibility with the system ATC ZUB 123 is one of the requirements. For the HKT system
and track circuits a summary of the conditions is shown in Figure 12.
Track Circuit
DC
77Hz
FTGS
46
FTGS
917
100kHz
HKT ( ATC)
centre frequency
-
77Hz,
170Hz,
231Hz
4.75,
5.25,5.7
5,6.25
kHz
9.516.5kHz
in 1kHz
steps
100kHz
Interharmonics
350-650Hz*
Bandwidth
0-2.5Hz
70-85Hz
300Hz
500Hz
+/- 40kHz
+/- 5Hz
Analysis
time
domain
time
domain
Freq
domain
Freq
Domain
-
-
Interference limit
<4A
continuo
us <15A
after 1.5
s inrush
<4A
2A
4A
1.4A
0.7A
0.028A
1A
Time
>1.5 s
>1s
-
-
-
-
* Interharmonics are summations over the frequencies between 50Hz harmonics with a 5Hz exclusion e.g.
355-395Hz for the 350 to 400Hz frequency range. Limits at the 50Hz harmonics are shown in Figure 13
Figure 12 – Track Circuit Frequencies
Evaluation is carried out at all stages of the process and these leads to a declaration of conformity at
the end of the testing. The process is stated to take from 2 to 3 months and the costs (excluding the
manufacturers costs for testing) are approximately €15000.
5.5.3
Lineside Systems
Compatibility with Lineside systems is provided from test information from the train manufacturer. This
is assessed by Banedanmark who provide assessment and certification. The manufacturer provides the
results of the measurements and simulations and calculations based on tests. Evaluation is based on
limits within the Banedanmark specification QN 903 Q no 0779 and EN 50121-3-1.
Simulations and calculations are to be performed by the manufacturer to the requirements of
EN50388. Hence, it is implied that compatibility is assured by demonstration of compatibility with the
power supply maxima (see section 5.5.4) as in many other countries. In addition, general broadband
limits on currents for interference to information systems are given over broad bands up to 5kHz.
Compatibility with voice telecommunications is by calculation of psophometric current to CCITT (ITU)
standards. Psophometric currents are defined for the train alone in normal - 2.1A >2s, 3.5A<2s and
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degraded modes:- 3.5 <2s, 5.7 >2s and for the general lineside environment (5.7A). Results are
reviewed by Banedanmark who issue a certificate of conformance. The conformance demonstration is
a single process. No timescales or costs are available
5.5.4
Energy Supply
Compatibility with the energy supply is provided by the train manufacturer and Banedanmark. The
manufacturer provides the results of the measurements and simulations to the requirements of
EN50163, EN50388 and CCITT Directives. In addition, there are a series of permissible harmonic current
levels at multiples of the supply frequency. These are shown in Figure 13.
Frequency
Permissible Current
fundamental 50Hz
500 A
100Hz
25 A
150 Hz
50 A
200 Hz
12 A
250 Hz
50 A
350-650* Hz
10 A
* cumulative harmonic levels for 50Hz
multiples in range (see Figure 12)
Figure 13 – Harmonic Current Limits
The EN and CCITT standards are available in various languages throughout the member states.
Evaluation is by comparison with limits within these standards and those in Figure 13 and it is reported
by issuing a conformance certificate.
5.5.5
Radio Frequency Systems
Compatibility with radio frequency systems is assessed by the manufacturer. Compatibility is
demonstrated by measurement to the requirements of EN 50121-3 and EN 50121-4. Testing is carried
out by the manufacturer who issues a certificate of conformance. Denmark uses UIC Radio Chapter 1 –
4 + 6 for ground to train radio (UIC code 751-3). Details of this system may found in the TSI CCS
Annexe B.
5.5.6
Other Systems
Denmark does not include assessment for compatibility with human exposure to EMF radiation in its
rolling stock evaluation. Denmark does not include assessment for compatibility with the EMC directive
in its rolling stock evaluation.
5.5.7
EN 50238
Denmark does use the technical documentation in appendix TR5057 of EN 50238 in its assessment.
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5.6
The Demonstration of Electromagnetic Compatibility in Estonia
The Estonian participant returned a completed questionnaire. This state has an established railway
which used to be part of the common Soviet republic infrastructure. As such its systems were internally
compatible with each other and, since much of the gauge differs from the European one,
interoperability over the local systems will only come over time. It is therefore reasonable to suppose
that, like its neighbours, Estonia will convert to generic European standards over time (TSIs of the
Conventional and High speed directives), hence compatibility requirements for these states are stated
to be largely to generic European norms.
5.6.1
Processes
The Estonian route to compatibility demonstration is controlled by the Tehnilise Järelevalve Amet (TJA)
the Estonian technical surveillance authority. Individual assessments for each item appear to be
assessed by departments within this organisation. The regulation that controls acceptance is given on a
web page https://www.riigiteataja.ee/ert/act.jsp?id=13217505 in Estonian. A full translation of this
page is presently unavailable however it is apparent that the process requires the registration of vehicle
types and these require proof of conformity from the technical surveillance authority. The questionnaire
states that such proof is evaluated internally by the technical authority by means of a panel within the
authority who take evidence from test results, third party certification, simulation and expert opinion.
The panel consists of members of the authority with support from an independent assessor if required.
Acceptance of a rolling stock type is signified by a letter of no objection from the panel. Timescales and
costs for the procedure are variable depending upon the level of assessment required. It is remarked
that very few such processes have been carried out to date. A further comment has been added to the
questionnaire that the flowchart of the procedure may be obtained from the TJA by direct application.
Tehnilise Järelevalve Amet
Elec tronic Communications
Division (Radio)
Application
Railway Undertaking
Tehnilise Järelevalve Amet
Assessment Panel
Certific ate
of
conformity
Authorisation
Approved Third Party
Vehic le Test Operation
Results
Tehnilise Järelevalve Amet
Industrial Safety Division
Lineside
Figure 14 - Estonian Interaction for EMC
5.6.2
Train Detection
Compatibility with train detection is provided from independent third parties who provide certification,
measurements against standards, test results and expert opinion. Certificates are reviewed by
independent assessors. It is stated that these assessors do not belong to a specific organisation but are
appointed depending upon the actual circumstance of the assessment. These assessors use EN
standards 50121 and 50238 as the basis of their assessment. The compatibility process has three
stages; Design, Testing in normal operation and in degraded modes. These lead to a declaration of
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conformity. Again no timescales or costs for the process are available as these are dependent upon the
actual tests required.
Estonia uses ALSN (GOST). This is a system of in-cab signalling and train auto-stop. This system uses
coded track circuits at 50 Hz with a minimum coding current in the rails of 1.2A. The data transmission
between coded track circuits and on-board equipment is via inductive coil pickup above the rails.
5.6.3
Lineside Systems
Compatibility with lineside systems is assessed by the Industrial safety division of the TJA from
information provided by third parties operating under instruction from the applicant (operator) or the
TJA. The TJA assess it using certificates of inspection, third party measurements and expert opinion. The
assessment is based on EN 50121-4 and compares test results to the limits contained in that document.
5.6.4
Energy Supply
Compatibility with the energy supply is from third part assessments using inspection, conformance to
standards and expert opinion. The basic standard used is EN 50121-5. Measurements are performed by
third party accredited (in Estonia) organisations and their results compared to the requirements of the
standard. The documentation supplied to the TJA is a detailed technical report.
5.6.5
Radio Frequency Systems
Compatibility with radio frequency systems is assessed by the Electronic Communication Division of the
TJA from information provided by third parties operating under instruction from the applicant
(operator) or the TJA. The organisation reviews evidence provided from third party tests, inspection
certificates and expert opinion. The basic standard for evaluation is stated as EN 50121-4. Testing is
carried out by accredited test agencies who issue a certificate of conformance. Estonia operates track
to train radio communication and area (regional – stations). Details of these systems may found in the
TSI CCS Annexe B.
5.6.6
Other Systems
Estonia does not assess for compatibility with human exposure to EMF effects.
General compatibility with the EMC directive is assessed by both the Industrial safety and Electronic
Communications Division of the TJA from information provided by third parties operating under
instruction from the applicant (operator) or the TJA. The basic standards for assessment depend upon
the actual equipment under examination. Responsibility for compliance is with the manufacturer
however, the assessment includes a detailed technical report from an expert at each stage of the
design, model test, product test and certification. Basic assessment is to the EN 50121 series of
standards and the test organisation provides a conformance certificate as evidence. Again no estimates
of the timescales or costs associated with conformance to the EMC directive were given.
5.6.7
EN 50238
Estonia does use the technical documentation in appendix TR5057 of EN 50238 in its assessment.
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5.7
The Demonstration of Electromagnetic Compatibility in Finland
This questionnaire was returned from the ERA XG working group member from Finland.
5.7.1
Processes
The Finnish acceptance body is the National Safety Authority of Finland Rautatievirasto Järnvägsverket
(The Finnish Rail Agency). Licences to operate are issued by the Ministry of Transport and
Communications. Legislative documentation for the directives is available on the Finlex website
(http://www.finlex.fi/ in Finnish). For acceptance of new rolling stock a safety certificate must be
obtained. Certificates issued in other EU countries must be subject to validation by the Finnish Railway
Agency. A leaflet on the general application process (not EMC specific) is available on the RHK website
(http://www.rhk.fi/in_english/traffic_and_network_access/access_guide_for_railway_underta/) in
English.
The organisation requesting acceptance of their product has responsibility for presenting the evidence
to the NSA who issues a safety certificate for the equipment. This covers all aspects of the equipment
and has no separate provisions for EMC. Acceptance tests are based on IEC 61133/EN50215 and
documents EN 50121 and EN 50500. EMC is measured according to EN 50121 and EMF according to
EN50500. Evidence is assessed by a panel within the NSA consisting of representatives from the NSA,
the applicant, and the manufacturer of the equipment. A statement of compatibility from the
infrastructure manager VR-Yhtymä Oy (VR) is also required for rolling stock.
The applicant supplies all necessary documentary proofs in a technical file which includes test results,
simulations and expert opinion. The manufacturer is present to give support to the submission as he
has the detailed technical knowledge of the equipment. Many of the National standards are contained
in the document LISO 1.8 (1996). This document is stated to be somewhat out of date and it is
currently being revised.
Applic ation
Railway Undertaking
Railway Undertaking
Manufac turer
Ministry of Transport and Communications
Evidence
Tec hnical File
Safety Certificate
Rautatievirasto Järnvägsverket
(The Finnish Rail Agenc y)
Assessment Panel
+ Manufacturer and Applicant representation
EMC is only part of overall
assessment
Statement of Compa tibility
Licence to
operate
VR-Yhtym ä Oy (VR)
infrastruc ture m anager
Figure 15 - Finnish Interactions for EMC
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5.7.2
Train Detection
For train detection the evidence for compatibility is supplied by the applicant. The evidence consists of
test results and expert opinion. Expert opinion is based on the methodologies described in EN 50238
and compares the equipment to existing types and demonstrates that test results conform to
prescribed limits, both conditions are reported by a certificate of conformance. The local document for
conformance is LISO1.8 which gives details of train detection limits shown in Figure 16.
Permissible Harmonic levels
Frequency
DC
25Hz
75Hz
83Hz
125Hz
Bandwidth
+2.8Hz
+/- 2.4Hz
+/- 2.4Hz
+/- 2.4Hz
+/- 2.4Hz
Current
3.8 A
1A
1A
1A
1A
Duration
10 s
1s
1s
1s
1s
Figure 16 – Track Circuit Current Limits
The technical requirements for the train detection systems are specified by the infrastructure manager.
Analysis is performed in the time domain by integration through a band-pass filter.
Testing of the equipment is stated to be a single stage process based on a prototype. The testing is
stated to take 1 to 2 days however there is no estimate of the cost of the process given.
5.7.3
Lineside Systems
Compatibility with lineside systems is stated to be the same as the general compliance with TSI
standards and hence would defer to the EN 50121 series and EN 50238 for axle counter systems.
Specific national rules are applied to psophometric currents which are scaled to the equipment power.
Permissible values of psophometric current are given by the formula Ipsoph=2*√(power of train in MW).
Evidence supplied is by test results. The applicant has the responsibility for testing and presentation of
the results.
5.7.4
Energy Supply
Compatibility with Energy Supply systems is stated to be the same as the general compliance with TSI
standards and hence would defer to EN50388 and EN50163. Specific national rules are applied to
inrush current level referred to in LISO 1.8 (Figure 17) and the restriction of the total permissible
harmonic distortion of the supply to less than 6% based on decaying even and odd harmonic patterns
given in LISO 1.8. The inrush current is defined in terms of initial cycles and further cycles Evidence
supplied is by test results. The applicant has the responsibility for testing and presentation of the
results.
Inrush Current
3 MW
Breaker opening time
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Inrush Current
first cycle t=10ms
320A
210A
500A
210A
35th cycle t = 0.69s
190A
100A
300A
100A
RMS value t =0 to 3s
40A
40A
80A
80A
Figure 17 – Permitted Inrush Current Limits
5.7.5
Radio Frequency Systems
Compatibility with Radio Frequency systems is stated to be the same as the general compliance with TSI
standards and hence would defer to EN 50121. National rules with limits at transmission frequencies
are included in the LISO1.8 document these are shown in Figure 18. As this document is currently
under review it is uncertain whether these rules are superseded however superficially they are a more
severe constraint than the limits given in EN 50121. The feedback from the questionnaire suggests that
currently the methodologies and limits applied are those given in EN 50121. Evidence supplied is by
test results. The applicant has the responsibility for testing and presentation of the results.
Frequency
Electric Field strength at
30m (dBuV/m)
80 MHz
12
160 MHz
16
450 MHz
25
900 MHz
31
Figure 18 – Field Limits
The Finnish railway ground to train radio is a tailored VHF radio system VR Train. Details of this system
may found in the TSI CCS Annexe B.
5.7.6
Other Systems
Finland does assess the compatibility of systems to the directive relating to Human exposure to EMF. It
is stated that earlier applications were based on standards issued by the infrastructure manager which
defined the permissible electric and magnetic fields measured inside the train at 1kV/m and 100uT over
the frequency range 50Hz - 1kHz: however the basic test processes in the TSI are now applied. These
reference EN50500 and evidence is presented in the form of a certificate of conformance based on
measurements. The timescale for these measurements is given as 1 day, however, the costs are not
given.
The Safety Authority does not take into account any conformance with the EMC directive in its safety
assessment although testing and demonstration of conformance to the EMC directive for rolling stock
is required within the Finnish legal system.
5.7.7
EN 50238
Finland does use the technical documentation in appendix TR5057 of EN 50238 in its assessment.
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5.8
The Demonstration of Electromagnetic Compatibility in France
No questionnaire response was received from France. The methods, standards and levels specified in
the following sections are taken from results from the internet and the interviews during the
convocation. It was stated at the convocation that not all the electromagnetic interactions considered
in this document form part of the EMC compatibility demonstration in France. Hence, these
interactions are not available for inclusion.
5.8.1
Processes
The French acceptance body is the L’Établissement Public de Sécurité Ferroviaire (EPSF) (French public
railway safety authority) under the supervision of the French Ministry of transport. EPSF issues
authorisations, carries out audits and inspections and licences to operate. Legislative documentation for
the directives is available on the EPSF website (www.securite-ferroviaire.fr in French). Authorisation for
putting into service is defined in Decrit 2006 1279 Ancite du 31/12/2007 Autorisation de mise en
service which is available from http://www.legifrance.gouv.fr in French. As with other countries the
French system follows the issuing of a certificate in two parts. The first concerns approval for a safety
management system and the second part that requires compliance with the technical requirements of
the infrastructure and with the professional systems for approval of staff.
Compatibility for the EMC systems is given in the process described in SAMS 710 in 2X63 (Verification
of EMC between RS and Infrastructure). Approval for infrastructure is the responsibility of Réseau Ferré
de France (RFF) although almost all of the technical aspects of acceptance are devolved to SCNF as the
“Delegated infrastructure manager”. Evidence for compatibility is gathered by SNCF-CIM and
OQA(DeBo). Tests are performed by Eurailtest under manufacturer supervision. Evidence from
subsystem tests and information from suppliers and consultants is also used in the evaluation.
Ministry of Transport
Railway Undertaking
OQA
(DeBO)
ana lysis
Safety Ma nagem ent
Syste m
SNCF
Designated
Infrastructure manager
L'Établissement Public de
Sécurité Ferroviaire (EPSF)
Technical Approvals
Réseau Ferré de Franc e (RFF)
Can a lso inc lude
evidenc e from
Manufa cturer data
Sub system d ata
Consulta nts
SNCF CIM
Analysis Expert Op inion
Authorisation for
p utting into servic e
Test Op eration
Eurailtest
Und er Manufa c turer supervision
Figure 19 - French Interactions for EMC Approvals
5.8.2
Train Detection
In France, evidence for compatibility with train detection is supplied from the applicant/ manufacturer
to the results from testing to SAMS003. Details of compatibility with track circuits are given in
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document IN2724. This document is not directly available to the public however some conditions from
this and other documents available are available. These are summarised below.
Compatibility with train detection in France before normalisation is a complex process involving not
only comparisons with limits but also comparisons with duration and repetitive events. Train emissions
are assessed in both normal and degraded conditions. It is known that line conditions within France
assume a balanced return current and do not directly consider broken rail scenarios. In addition, whilst
the return current levels may be summarised in a table (Figure 20) the general shape of the
frequency/interference current gabarits in the frequency domain are complex and a simple ‘square’
centre-frequency/filter characteristic is inappropriate. To activate track circuits French standards require
minimum resistance of axles to UIC 512 and testing for track circuit compatibility should be to standard
IN 2763. It is known that certain routes in France use HVI and DC track circuits however, no published
limits are available for these.
The modulation of the TVM track circuits are also used as a means of train track-side communications
for ATC.
50Hz
C UM71/TVM
systems
83Hz
Other UM71/TVM
systems
Centre
Frequencies
50Hz
83Hz
1.7,2,2.3,2.6 kHz
1.7,2,2.3,2.6 kHz
Threshold
Limit
1.2A
0.6A
0.07A
0.5A
Bandwidth
0dB
+/-2 Hz
+/-6 Hz
+/-4 Hz
+/-3 Hz
Duration
<1s
<1s
-
-
Notes
1500V DC
V shaped
characteristic
outside
susceptibility
threshold
:Logarithmic
current to 100A
linear frequency
to 32Hz and
68Hz
25kV AC 6db
points at +/10 Hz 18db
points at +/12 Hz
Modulated carrier
gives lower
susceptibility
outside
fundamental region
of 0.02A for f o
+/ 50Hz with
complex summation
rules for
compatibility
Modulated carrier gives
lower susceptibility
outside fundamental
region of 0.1A for f o
+/ 50Hz with complex
summation rules for
compatibility
Figure 20 – Frequency / Interference Current Gabarits
The ATP system in France is called KVB. This uses track balises energised at 27Mhz and 4.5Mhz to
transmit to the train.
5.8.3
Lineside Systems
Compatibility with Lineside systems is stated to be not within the remit of electromagnetic compatibility
with the rolling stock although a psophometric current level is defined in SAMS 006. Compatibility with
axle counter systems is to the requirements of EN 50238 and to the SAMS 005 document. This was
noted at the convocation to be in accordance with IN2724: this gives susceptible frequencies of
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39.4kHz and 50.4kHz but refers to another standard IN2726 for details. This document is currently
unavailable from public sources.
5.8.4
Energy Supply
Compatibility with energy systems is stated to be not within the remit of electromagnetic compatibility
with the rolling stock. There is a limit placed on input impedance at 50Hz for DC systems of 0.3 ohms
(with inductive phase). However, during the convocation the delegate indicated that generic European
standards EN50388, EN50153 and EN50163 would apply and that SAM - T.001 (IN 2745) Regulation
of power / line voltage - T.002 (IN 2746) Power Factor - T.003 (IN 2783).
5.8.5
Radio Frequency Systems
Compatibility with Radio Frequency systems is stated to be the same as the general compliance with TSI
standards and hence would defer to EN 50121. No specific national rules are applied. Evidence
supplied is by test results. The applicant has the responsibility for testing and presentation of the
results. This implies that the methodologies and limits applied are those given in EN 50121. The French
Railways use UIC radio Chapter 1-4 + 6 + 7. This is an analogue system which consists of lineside and
mobile (train-borne) equipment. Details of this system may found in the TSI CCS Annexe B.
5.8.6
Other Systems
Although it was not stated that the compliance with the directives relating to human exposure to EMF
radiation were considered as part of electromagnetic compatibility considerations for train acceptance
it was stated that compatibility with the directives is part of the general considerations for the railway.
However, it was stated that compatibility to EN 50500 was also used in specific railway acceptances.
Testing and demonstration of conformance to the EMC directive for rolling stock is required within the
French legal system.
5.8.7
EN 50238
It was learned during the interview at the convocation that France does use the technical
documentation in EN 50238 in its assessment.
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5.9
The Demonstration of Electromagnetic Compatibility in Germany
Germany did not return an individual questionnaire. Instead the representatives on the ERA XG group
indicated that the required information should be compiled from a combined document (RTI)[3]
defining a common approach in a TFI (task force for interoperability). Germany belongs to a group of
countries who have certain common requirements for international inter-operation These are
documented in the International Requirements List available from www.irl-rail.eu giving details
requirements agreed between the five member countries of the working group. The following
paragraphs are therefore based on evaluations of the common technical standards, information
obtained during interviews at the convocation and researches on the internet.
5.9.1
Processes
The German organisation responsible for railways is the Bundesministerium für Verkehr, Bau und
Stadtentwicklung (BMVBS). Technical acceptance for railway undertakings is through the NSA
Eisenbahn-Bundesamt (EBA). In common with many other countries any new railway undertaking
needs to apply to the EBA for a licence to operate. The licence is in two parts and the second part has
similar conditions to the provision of safety management, personnel and vehicles. The vehicle section
requires compliance with “the special requirements for the safe operation of the personnel and vehicles
on the rail network or the various rail routes.” and in particular ATC, Radio and EMC compatibility.
There is also an statement that additional documentation showing compatibility with the infrastructure
is required.
The procedural aspects follow the general requirements of the directive: application must be made by
the railway undertaking and a period of 4 months is allowed for any decision to grant a certificate with
reasons for any rejection given in writing. From the convocation it was stated that assessment during
the process involves Designated Bodies (who provide expertise) and the EBA (who provide specific topic
related expertise). The infrastructure owner (Deutsche Bahn), train manufacturer and operator provide
analysis and design information/calculations with testing performed by experts and approved test
laboratories operating under the German accreditation body: “Deutsche Gesellschaft für
Akkreditierung mbH” It is understood that this permits testing on dedicated test tracks within
Germany.
The interactions between the various parties involved in the assessment process are shown in Figure 21
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Figure 21 - German interactions for EMC Approvals
Although the original documentation that was examined in this report specifies two main documents
pertaining to EMC (RIC 807.0201 and 807.0205) it has become known during the revision of this
report that these documents now form part of a new system of documentation pertaining to the
existing infrastructure. The new series of documents are named 31_Regelung_EMV_01,02,03 and 04
which are now available on the EBA website:
(http://www.eba.bund.de/cln_015/nn_309866/DE/Infothek/Fahrzeuge/Fahrzeugtechnik/EMV/)
Hence, information from these documents is incorporated alongside that from the existing RIC
documents.
The relationship between the old and new documents for the purposes of EMC are shown in the
diagram of Figure 22.
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Figure 22 - German Technical Documentation Changes
5.9.2
Train Detection
The evidence for compatibility is supplied from the applicant with support from testing laboratories and
the manufacturer. The evidence consists of test results and expert opinion. Expert opinion is based on
the methodologies described in RIC documents 807.0201 and 807.0205. Much of the German system
uses axle counter systems however, track circuits are still in use in certain areas.
15kV
16.6Hz
15kV
16.6Hz
15kV
16.6Hz
15kV
16.6Hz
type
42Hz*
100Hz*
FTGS4
6*
GLS 9/15*
EON 7*
FTGS917*
50Hz
Centre
frequencies
42Hz
100 Hz
4.75,
5.25,
5.75,
6.25
kHz
9.5, 10.5,
11.5, 12.5,
13.5, 14.5
kHz
7.0, 8.0,
10.0,
12.150,
14.6, 16.8
kHz
9.5, 10.5, 11.5,
12.5, 13.5,
14.5, 15.5, 16.5
kHz
50Hz
Bandwidth
+4
-5 Hz
+7
-10 Hz
200,20
6,214,2
20 Hz
410, 500,
535, 635,
565, 660
Hz
195, 235,
280, 330,
375, 460Hz
360, 380, 400,
425, 445, 470,
490, 510Hz
+/- 4Hz
Limit
2.8 A
2.8 A
1A
0.113 A,
0.104 A,
0.0 91A,
0.086A,
0.0 71A,
0.0 67A
0.0106,
0.095,
0.074,
0.059,
0.048,
0.044 A
0.330A
2A
Duration /
integration time
0.5s
0.5s
0.04s
0.04s
0.04s
0.04s
0.5s
Infrastructure
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15kV
16.6Hz
15kV 16.6Hz
Nonelectrified
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EMC for European Railways
Infrastructure
Notes
15kV
16.6Hz
15kV
16.6Hz
15kV
16.6Hz
15kV
16.6Hz
15kV
16.6Hz
Lower
limit for
a
single
unit of
2A
Lower
limit for
a
single
unit of
2A
* limits apply to Diesel traction which use 22Hz
electrical heating in local mode in non-electrified areas
15kV 16.6Hz
AB.C (strikethrough) indicates that these frequencies
are no longer used on DB-Netz infrastructure in
document EMV-01. No new applications of EON 7 are
permitted.
Nonelectrified
Different limits
on S-Bahn
and other
infrastructures
of 0.6A,1.5A,
2.8A
Figure 23 – Track Circuit Current Limits
The susceptibilities shown in Figure 23 are taken from the RIL document. This document gives different
limits for narrower (fixed) bandwidth measurements and stresses that the bandwidth of the
measurement is an important factor in the analysis.
A recent document ENV03 describes limits to be applied to magnetic train detection switches. These
systems use DC magnets to activate switches. The limits and methods of compatibility demonstration
for the DC flux levels are described in the document. It is a complex document giving magnetic flux
limits in various orientations in a volume bounded by a rounded rectangle some 250mm in dimension
near the rails. The track switching sensors use DC magnetic fields but appear to be susceptible to
frequencies up to 250Hz. There are several complex rules dealing with the detection of the magnetic
flux densities using a coil (with a 100mm2 cross section: DIN VDE 0848 part 1) as the sensing element
and the vehicle passage as generating an AC component and implied integration to derive a detected
level at DC. There are also some complex addition/ evaluation requirements for multi frequency and AC
fluxes superimposed on DC. However, there seems to be an overall limit of 200µT in the x direction
(along the track) below which no complexity applies and hence defines a basic compatibility. Above this
limit the waveform itself must be considered and an equivalent parameter combining the train speed
and the fundamental frequency of the detected interference used to determine the overall limit to be
used in the assessment.
Much of the German infrastructure uses axle counter systems for train detection. These are sensitive to
magnetic fields. It is stated that the requirements of EN 50238 are not currently applied in Germany.
However, it is also stated that EN50238 will apply to all new systems. The recent document ENV04
describes the interim methodology for the demonstration of compatibility with axle counters.
The document broadly requires that compatibility is demonstrated by operation of a test train over the
relevant victim circuit (whether this be axle counter, track loop or other transient magnetic system).
Evaluation is by measurement of the victim system output signal response with the train coasting
(completely unpowered) over the victim. The measurement is repeated with the train operating at full
power (including auxiliary loads). The two response signals are compared and analysed to assess
whether any anomalous behaviour is present. Several passes over the system are required (at different
speeds and powers derived from an analysis of the train design/ operating features) although no
definitive number is given other than there must be at least three repetitions at each test parameter.
The description for each victim system is complex and gives details of each type of axle counter system,
typical waveforms of expected signals and limits of susceptibility. It also details relevant filters and
instrumentation settings that should be used to determine compatibility. The individual data fore ach
system is too extensive and complex for inclusion here and the reader is referred to the relevant
document for the detail. Testing is the responsibility of the railway undertaking although it is stated
that this may be devolved to manufacturers or approved third parties.
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The ATP systems used in Germany are called INDUSI/PZB (Induktive Zugsicherung/ Punktförmige
Zugbeeinflussung) and LZB (Linienförmige Zugbeeinflussing). This first system uses magnetically
resonant track-side circuits operating at 500Hz, 1000Hz and 1500Hz. The second system uses 36kHz
(to the train), 56kHz (from the train).Compatibility is demonstrated by trial operation in a similar
manner to that described above.
5.9.3
Lineside Systems
Discussion at the convocation was that the German approvals process considered induction into
lineside systems outside of the scope of EMC for vehicles and that it was the concern of the
infrastructure to achieve compatibility by design and there was no psophometric requirement or local
induction requirement. The RIL document does however contain a reference to psophometric current
limit of <2.5A with a preferred level of <1.5A. Measurement is to the methods in the annexe to EN
50121-3-1.
5.9.4
Energy Supply
Information obtained during interviews at the convocation stated that the German approvals process
considered compatibility with supply systems outside of the scope of EMC for vehicles and that it was
the concern of the manufacturer and infrastructure to achieve compatibility by design.
Two of the recent EMV documents deal with interference from trailer sections of the train. They both
contain methods of assessing the interference from train lines for (auxiliary) power. Both documents
have the same overall limits as the RIL documents for low frequency and mains harmonic interference
with different factors used in the summation used where a very long (freight) train which may consist
of one or two locomotives and many freight wagons. A limit of fifteen wagons is mentioned in the
documentation. The document also requires compliance to UIC leaflet 626. This details limits for the
operating voltage for the train-line (nominally 1000V).
The recent EMV02 document also gives limits on impedance which must be inductive between 4 and
17kHz for limiting the return current flowing in the rail for freight systems on 16.7Hz supply
infrastructure which use a train-line to supply current to wagons. This gives condition for the supply
source impedance (inductance) during measurement of less than 1mH. An informational table of
specific permissible levels of current is given for differing types of vehicle is given in the appendix to the
document.
5.9.5
Radio Frequency Systems
In general the document details compatibility demonstration with EN 501213-1 and EN 50121 3-2.
Information obtained during interviews at the convocation suggested that local conditions were used
with respect to shunting radio but these were currently under review and hence did not have limits.
Balises and receiving antennas are unregulated. The relevant section of the RTI also specifies local
conditions particular to Munich 3à EisbG. Germany uses UIC Radio Chapter 1 – 4 + 6 for ground to
train radio (UIC code 751-3). Details of this system may found in the TSI CCS Annexe B.
5.9.6
Other Systems
Information obtained during interviews at the convocation suggested that requirements relating to
human exposure to EMF or the EMC directive are contained within the EN standard EN50500 and there
is a specific VDE standard quoted in the RTI documentation: VDE 0848 with reference to implants.
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Testing and demonstration of conformance to the EMC directive for rolling stock is required within the
German legal system however, this is considered separately to specific demonstration of EMC in the
context of approvals.
5.9.7
EN 50238
Information obtained during interviews at the convocation stated that Germany does use the technical
documentation in EN 50238 in its assessment.
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5.10
The Demonstration of Electromagnetic Compatibility in Greece
The Greek participant returned a completed questionnaire. Further details were sought by follow up.
There was no participation by Greece in the convocation.
5.10.1
Processes
The Greek acceptance body is the Ministry of Transportation and Communication. Υπουργού
Υποδομών Μεταφορών και Δικτύων (YME) YME.gr.
The questionnaire responded that there are written documents that define safety certification of
railway undertakings and the safety authorisation of the infrastructure manager. The acceptance
process is available in the Decision ΑΣ.4.2/οικ.26697/2422 (Official Gazette of the Hellenic Republic
B’ 986/22.05.2009). The current acceptance process uses information gathered from test results,
simulations, expert opinion and third party certification. The evidence is assessed by a panel within the
Ministry and an external panel consisting of members from the train owners or users. The panel
supplies a letter of no objection. The process has three stages preliminary acceptance, test runs and
final acceptance. It is stated that the process takes approximately 2 weeks however no costs are given.
Ministry of Transportation
and Communication.
Υð ουργού Υð οδομών Μεταφορών
και Δικτύων (YME)
Infrastructure Manager
Tests a nd Simula tion
RU / Manufacturer
External Panel
Certific ation
Technica l reports
Evid enc e
Railway Undertaking
or Manufacturer
Evaluation
Tests and Simula tion
YME Internal Panel
of Experts
Certifica tion
Certifica tion
Technica l reports
Letter of No Objection
Third Party Testing
Licenc e to
Operate
EMC
Data from
Equipment Suppliers
Figure 24 - Greek EMC Approval Interactions
5.10.2
Train Detection
The rolling stock manufacturer or owner is responsible for supplying evidence of compatibility with
train detection. Evidence is supplied by certificates of inspection and test results. No references to
standards were supplied for these. Testing was stated to take 1 week but no costs were given.
Other information suggests that one relevant standard is EN 50238, however, there is also information
that other local standards are applied clarification was sought on these but no reply was received.
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5.10.3
Lineside Systems
The rolling stock manufacturer or owner and infrastructure manager (in collaboration with the lineside
equipment manufacturer) are together responsible for supplying evidence of compatibility with lineside
systems. Evidence is provided by certificates of inspection, calculations and test results generated by the
rolling stock manufacturer or owner. The evidence is assessed by conformance to relevant EN and UIC
standards and it consists of certificates of compliance and detailed technical reports assessment is by
testing and comparison with existing types. No specific references to standards are quoted however,
other information suggests that the relevant standards are EN 50121.1-5.
5.10.4
Energy Supply
The rolling stock manufacturer or owner and infrastructure manager are together responsible for
supplying evidence of compatibility with the energy supply. Evidence is provided by certificates of
inspection, calculations and test results generated by the rolling stock manufacturer and infrastructure
owner. The evidence is assessed by conformance to relevant EN and UIC standards and it consists of
certificates of compliance and detailed technical reports No specific standards are quoted.
5.10.5
Radio Frequency Systems
The rolling stock manufacturer or owner and infrastructure manager are together responsible for
supplying evidence of compatibility with radio frequency systems. Evidence is provided by test results
generated by the rolling stock manufacturer and infrastructure owner. No specific standards are quoted
although other information suggests that tests are performed to EN 50121. The ground-to-train radio
system is partially compatible with UIC-751-3. Details of this system may found in the TSI CCS Annexe
B.
5.10.6
Other Systems
The Greek authorities do take into account an assessment of human exposure to EMF. Assessment is
performed by the rolling stock manufacturer from the results of testing and is reported in a detailed
technical report. No standards are quoted although reference is given to ‘relevant EN and UIC
standards’ It is presumed that these include EN50500.
Compatibility with the EMC directive is not a consideration in the Greek assessment process.
5.10.7
EN 50238
Greece states that it does not use the technical information contained in TR 50507.
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5.11
The Demonstration of Electromagnetic Compatibility in Hungary
The Hungarian acceptance body is the National Traffic Authority of Hungary (Nemzeti Közlekedési
Hatóság : NKH). Licences to operate are issued by the Authority and there is a written procedure
however no reference to the procedure was given. Subsequent investigation appears to comprise of an
adherence to the directives with the Railway undertakings being responsible for demonstrating that
they operate a safety management system and accident reporting system. From the NKH website
(http://www.nkh.hu/) it is understood that the approvals are granted and reviewed on a yearly basis.
The relevant implementation of the directive is 40/2006. (VI. 26.) GKM available from the NKH website.
It is understood that there are different processes applied to the interoperable rail corridor and other
national and local railways. Most of the documentation is available only in Hungarian. The Hungarian
representative also provided sample test documentation in Hungarian. Much of the technical detail
given in the following paragraphs is taken from an analysis of this documentation.
5.11.1
Processes
There are no details of the procedural aspects given; other than that the application and approval are
to the National Railway Authority according to the implementation procedure 28/2003 (V.8) GKM
available on the NKH website. This document is in Hungarian and a partial machine translation
indicates that the process involves testing. The test methodology consists of examining the
performance of systems during operation of a test train. Hence, there is little information on
prescriptive limits. Most evaluation is by expert opinion on the results of the trials. Further information
suggests that the process takes from between 3 to 6 months but no estimates of the costs could be
obtained.
National Traffic Authority
of Hungary
Nemzeti Közlekedési Hatóság
(NKH)
RU / Manufacturer
Provides Test Vehic le
MÁV TEB
Magyar Államvasutak TEB
Safety Management
System
Vehic le Ap proval
(Hungarian Railways Telecom,
Power Supply and Signaling Centre)
Evaluation
Internal Tests over
/ alongside susc eptible
Test
Equipment
Results
Licence
Licenc
e toto
Operate
Operate
EMC
Figure 25 - Hungarian Interactions for EMC Approvals
5.11.2
Train Detection
Compatibility with train detection is determined by the MÁV TEB Központ (Hungarian Railways
Telecom, Power Supply and Signalling Centre). There are no specific standards quoted, evaluation is by
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expert opinion/analysis of the measured response of the equipment. The sample test documentation
lists several different types of train detection. These are listed in Figure 26. Examination of the
documentation shows that the train is operated over a typical installation of each type of equipment.
The internal signal of each equipment is measured in the time domain as the train passes. The
measured response (taken from a signal internal to the system) is evaluated with the train present and
absent. A typical assessment compares the ratio of signal levels with either a threshold level or with
itself. Where a threshold response was indicated in the sample test data this is recorded in Figure 26
otherwise the evaluation used in the sample documentation can be ascertained from the comment
provided.
Type
SIEMENS
122 RSR
Axle
Counter
SIEMENS 180
RSR Axle
Counter
GANZ QDA
Axle counter
ALCATEL Axle
counter
Typical output
level (train
absent)
2.2V
1.5V
22V
0.1V
Typical output
level
(train/wheel
present)
<1.5V
<0.75V
0V
-0.1V
Threshold
applied
1.75V
1.3V
-
0V
Comment
Digital type
output
Type
13kHz
Track
circuit
75Hz track
circuit
400Hz track
circuit
Typical output
level (train
absent)
10V pp
6 to 10V pp
-20dBV
Typical output
level
(train/wheel
present)
<1V pp
<1V pp
-60dBV
Threshold
applied
-
-
-
Comment
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SYGTAY
FÜS-FELKA
Hot axle Box
detector
Hot axle Box
detector
Signal
evaluated
from chart
output
response no
levels given
Signal
evaluated
from chart
output
response no
levels given
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EMC for European Railways
Note: No operating frequencies are given as the response is measured at the response output of
the equipment.
Figure 26 - Train detection systems for the Hungarian Railway
The information received states that some circuits in use are of a tone detection type. There are no
specific written standards for compatibility with these circuits and testing is performed in situ on the
relevant circuit. The expertise for these tests is derived from the privatised company subsidiary of MÁV.
The railway Centre of Standardization (http://www.mavintezet.hu/szv/en/index.htm)5. Compatibility is
by a series of on-track tests lasting from 4 to 10 days. These are evaluated by expert opinion from
within the technical centre and reported to NKH as a simple declaration of compatibility. Hungary uses
an in-cab signalling system called EVM. This system uses 75Hz coded track circuits.
5.11.3
Lineside Systems
Compatibility with lineside systems is determined by the MÁV TEBK (Hungarian Railways Telecom,
Power Supply and Signalling Centre). The basic standard for compatibility is quoted as EN
50121however the response mentions other tests. Examination of the sample test documentation
provided shows that these tests require the measurement of induced differential voltage in core pairs
of lineside cables. The typical cables quoted in the tests are 17km in length and typical induced voltage
is of the order of a few mV differential psophometrically weighted) and ten volts in series mode. The
tests are evaluated by expert opinion from within the technical centre.
5.11.4
Energy Supply
Compatibility with the energy supply is determined by the MÁV TEBK (Hungarian Railways Telecom,
Power Supply and Signalling Centre). The basic standard for compatibility is quoted as EN 50388
although test documentation provided also indicates that EN50163 is also used. Measurements include
voltage, current phase power, power-factor THD and transient evaluation. Again, evaluation is by
expert opinion from tests performed to assess the behaviour of the system with the train active and the
opinion is reported in a detailed technical report.
5.11.5
Radio Frequency Systems
Compatibility with radio frequency systems is determined by Nemzeti Hírközlési Hatóság (the National
Communications Authority ) (http://webold.nhh.hu/hirszolg/szolg/). The reference standard given is to
Decree No. 5/2004. (IV.13.) IHM of the Minister of Informatics and Communications on radio
equipment and telecommunications terminal equipment and the mutual recognition of their
conformity, MSZ ETS 300 086_1993. This standard is specific to analogue voice communication on
mobile system. In Hungary this applies to 160MHz and 45MHz radios. In addition, TEBK inspect the
functionality of onboard radio equipment according to specification of UIC 450 systems or MÁV, and’
in situ’ compatibility with operating line radio systems of MÁV.
Evidence is provided by a certificate of inspection provided by MÁV (Hungarian state railways company
telecommunication, electrification and signalling centre). Hungary uses UIC radio Chapter 1- 4 + 6 (Irish
System). Details of these systems may found in the TSI CCS Annexe B.
General compatibility with the limits ob EN50121 is also required. This is also measured by MÁV TEB on
a test track.
5
Unfortunately this website is available only through subscription.
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5.11.6
Other Systems
The Hungarian assessment does not require consideration of compatibility with human exposure to
EMF effects or compliance to the EMC Directive.
5.11.7
EN 50238
The Hungarian demonstration does not use the technical appendix to EN 50238 in its evaluation.
Instead the response states that the evaluation requires special site conformance tests which result in
certificates of inspection conforming to a technical checklist issued by MÁV .The technical requirements
for inclusion in EN 50238 are being developed by Budapesti Műszaki és Gazdaságtudományi Egyetem
(Technical University Budapest http://portal.bme.hu/default.aspx) and are due by the end of this year.
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5.12
The Demonstration of Electromagnetic Compatibility in Ireland
The Irish respondent returned a completed questionnaire. No Irish representatives attended the
convocation. The following information is based on the questionnaire, documentation supplied by The
Irish representatives, internet researches and telephone conversations with the Irish NSA and other
parties.
5.12.1
Processes
The Irish NSA is the Railway Safety Commission (RSC). Under Irish Law the RSC is responsible for
assessing the acceptance of new rolling stock as part of the Railway Safety Act 2005 section 45. This
requires all undertakings to submit a safety management process for audit by an independent third
party. Part of this process is the presentation of a safety case which is reviewed by the RSC.
The Irish compatibility demonstration process is twofold. It consists of an initial (internal) assessment by
the Railway Undertaking and a second assessment by the Safety Authority; the Railway Safety
Commission (RSC). Hence, there are two procedures for acceptance:
•
Conformance to Railway safety standard 56
•
Conformance to RSC-G-009 and RSC-G-015
•
Conformance to RSC-G-020
These latter guidance documents are available on the RSC website (www.rsc.ie)
Safety is assessed by a panel within the NSA made up of RSC experts. The assessment uses test results,
calculations and simulations, expert opinion and third party certification as evidence in its evaluation.
The panel provides certification to the Railway Undertaking. The Railway Undertaking is encouraged to
interact with Irish Railways on technical matters during the initial stages. The process is completed in 5
stages; Specification, Procurement, Construction, Testing and Operation. The overall timescales for the
process are given as 2.5 years however these include two years for the first three stages. No estimates
were made of the cost of the process.
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Initial Stage
Manufacturer
Safety Management
System
Railway Undertaking
Railway Safety Commission
(RSC)
Independent Third Party
Safety Case
Inc ludes Testing, Simulation,
Calc ulation and Design
Vehic le Approval
Technical Assessment
RSC -RSTand -CCS experts
rolling stock (RSCG-015, sec tion 18)
signalling systems (RSCG-020, item 2.13)
Can also inc lude
evidenc e from/
dialogue with
Infrastruc ture Manager
Irish Railways Experts
Consultants
EMC is only part of overall proc ess
Sec ond Stage
Authorisation for
putting into servic e
Figure 27 - Interactions in Irish EMC Approvals
5.12.2
Train Detection
The Railway Undertaking and Manufacturer are responsible for supplying evidence for compatibility
with train detection. The evidence presented includes certificates of inspection, third party
measurements, manufacturer tests, simulations and calculations and expert opinion all are contained
within a general safety case assessment. Evidence is to European standards (EN 50121 and EN 50238)
and to local rules. The local rules are available in a document ”Traction and rolling stock interference
specification” available from Iarnród Éireann (IE : Irish Railways) . Assessment is by expert
opinion/evaluation of test data by CCS and rolling stock experts. The evidence consists of a comparison
with the limits in the standards supported by a detailed technical report with analysis of hazards and
prediction of emissions behaviour under all normal and credible fault conditions.
Several track-based systems are in operation on the 1500V dc and non-electrified network. The
documentation states that, where no feasible intrinsic design alternative is available, safety-validated
monitoring systems may be included in the design to prevent the generation of unacceptable harmonic
levels. Transients and credible failures are included as part of the assessment. Measurements must be
carried in both the time and frequency domains with time domain measurements analysed by 2nd order
bandpass filtering and frequency domain measurements taken at various bandwidths (with peak hold
over varying sample numbers) depending upon the track circuit type under consideration. Detailed
specifications are documented in the reference document.
DC track circuits are used on the non-electrified railway. The measurement criterion for a D.C. track
circuit in the time domain is second-order low-pass filter with -3 dB points at 2.4 Hz. The criterion for
compatibility is by evaluation/calculation of any voltage generated by local current flow on nonelectrified equipment. The principal D.C. track relays in use on IE are shown in Figure 28.
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Type
QTA2
QTA2
NT2
PN150BH
Coil Resistance
9 ohm
20 ohm
9 ohm
0.5 ohm
Pick up
0.12 A
0.081 A
0.039 A
0.153 A
Drop away
0.081 A
0.055 A
0.026 A
0.125 A
Figure 28 - DC Track Circuit Evaluation
For the electrified railway the track circuit limits are shown in Figure 29. These include two other pieces
of equipment susceptible to conducted interference: the CAWS/ATP system and the Insulated joint
failure detection system. The CAWS compatibility is tested by operating the train directly over the
system and measuring the response.
US&S
T.C.
Type
Sasib
US&S
ATT20
(solid state)
Safetran
SMTC
71010
Defetive
joint
Detector
CAWS
CAWS
Centre
frequency(ies
)
83.3Hz
83.3Hz
12.28
kHz,15
kHz,20 kHz
11.5 kHz,
15.2 kHz,
20.2 kHz
18 kHz
50 Hz
Bandwidth
-
±0.15Hz
390 Hz
modulated
± 1% of
carrier FSK
120Hz,
900Hz
On/off modulated at
0.83,1.25,2,2,4.5
and 7Hz
Limit
0.86 A*
2.46 A
1.35 A
0.132,
0.131,
0.129 A
0.132,
0.131,
0.129 A
0.04
A**
0.6A
#
#
Duration/inte
gration time
5s
4.5 s
4.5 s
4.5 s
-
-
-
test type
Notes
83.3Hz
Bandpass
*lower susceptibility applies to Westinghouse Impedance bonds
**lower level is for lower bandwidth: assumes joint is breached by 1 ohm resistor
#on-board detection through loop antennas of current shorted by leading axle.
Requires 1A and 3A signal levels in differential mode. Normally evaluated by active
test
Figure 29 - Track Circuit Parameters
The Irish railway also uses axle counter systems of types Alcatel AZLS (ZP30CA) and Alcatel AZLM
(ZP30H) operating at 27-32 kHz: compatibility is tested by active running over axle counter system.
There is a further criterion which is applied:
“No electrical system on the train shall, even in credible fault conditions, cause a longitudinal
voltage along the running rail, between any two axles of which are electrically interconnected
and in contact with the running rail that exceeds 0.35 times the drop-away voltage of the track
circuit receiver at its operating frequencies.”: This limitation can also apply to diesel stock
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containing on-board electrical generation. Drop away voltages are defined in the Technical
Specification”.
5.12.3
Lineside Systems
The Railway undertaking and Manufacturer are responsible for supplying evidence for compatibility
with lineside systems. The evidence presented includes certificates of inspection, third party
measurements, manufacturer tests, simulations and calculations and expert opinion. Evidence is to
European standards (EN 50121 and EN 50238) and to local rules given in the technical specification
(para 5.12.2). The evidence consists of a comparison with the limits in the standards supported by a
detailed technical report.
Both longitudinal (series mode) and transverse (differential mode) voltage limits are specified for
lineside cables these are 60V and 1mV respectively made on lineside copper cable pairs whilst the train
is operating.
General compatibility with signalling and telecommunications interference is by measurement of
psophometric current. Limits of 10A (20s) 12.2A (4s) and 13A (instantaneous) are given for cumulative
CCITT weighted current harmonics measured in the traction supply. A table of the communications
systems is shown in Figure 31. Compatibility with the higher frequency systems is by proof of operation
whilst the train is running.
270mm
115m m
Interference limits from magnetic fields are also specified for compatibility with the CAWS and for
rolling stock fitted with AWS magnet detection6. The limits for DC flux is 24mT and for AC flux is
24x10-6/t2 (Where t is the period of the interference if t< 10ms. The levels are measured at points on the
railway corresponding to the positions of the CAWS and AWS system sensors. (An example is shown in
Figure 30).
800mm
1600mm
1970mm
1600m m
Figure 30 - CAWS Location
6
Although Irish Railways do not use track-mounted AWS magnets certain of the rolling stock operating on the railway is fitted
with the system.
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Lineside Communications Systems
Type
Ericsson
CCTV
Platform
Information
SSI (trackside)
SSI (long)
HABD
Frequency
2M bit/s
baseband
video
9600 baud
20k bit/s
64k bit/s
256 and
2Mbit/s
Mode
Carrier
-
RS485
-
Carrier
RS485
modulation
PCM
-
square
half duplex
PCM
square
Type
DATAC
DATAC
ABB
Lineside Base
stations
Vital FDM
Frequency
1.32 kHz
2.76 kHz
2kHz
300Hz-3.4kHz
4010 to 4160 Hz , 10 Hz
intervals
Mode
Carrier
Carrier
Carrier
audio/control
tones
multiplex
modulation
+/- 210
Hz FSK
+/- 210
Hz FSK
+/- 400 Hz
FSK
FDM
Figure 31 - Lineside Communications Systems
5.12.4
Energy Supply
The Railway undertaking and Manufacturer are responsible for supplying evidence for compatibility
with the Energy supply system. The evidence presented includes certificates of inspection, third party
measurements, manufacturer tests, simulations and calculations and expert opinion. Evidence is to
European standards (EN 50121 and EN 50238) and to local rules. The evidence consists of a
comparison with the limits in the standards supported by a detailed technical report.
Specific values are given for fault currents and transient voltage on the infrastructure :
The traction equipment shall not generate an electrification fault current of peak value 44
kA for longer than 0.1 s and rate of rise of 2.82 A/μs in the vicinity of a substation.
To avoid problems to SSI signalling equipment, the T&RS operating from the electrical
system shall not produce transients exceeding 1 kV peak on the rail with respect to remote
earth in any credible service conditions, including pantograph up/down operations and loss
of contact due to pantograph bounce.
5.12.5
Radio Frequency Systems
The Railway undertaking and Manufacturer are responsible for supplying evidence for compatibility
with radio frequency systems. The evidence presented includes certificates of inspection, third party
measurements, manufacturer tests, simulations and calculations and expert opinion. Evidence is stated
to be to European standards (EN 50121 and EN 50238) and to local rules. The evidence consists of a
comparison with the limits in the standards supported by a detailed technical report. Ireland uses an
analogue ground to train radio system according to UIC radio Chapter 1 - 4 + 6 (Irish system). Details of
these systems may found in the TSI CCS Annexe B and in the technical specification (para 5.12.2).
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5.12.6
Other Systems
The Irish process includes an assessment compatibility of systems to the directive relating to human
exposure to EMF effects. The Railway Undertaking and Manufacturer are responsible for supplying
evidence for compatibility. The evidence presented includes certificates of inspection, third party
measurements, manufacturer tests, simulations and calculations and expert opinion. Evidence is to
EN45502-2-1 and Council Recommendation 1999/519/EC and Directive 2004/40/EC. The evidence
consists of a comparison with the limits in the standards supported by a detailed technical report.
In addition: “Magnetic fields in areas visited by members of the public and by railway stall in the
normal course of their duties shall not exceed 10 gauss (1mT). Within the train the level shall not
exceed 10 gauss (1mT) at train floor level and 5 gauss (0.5mT) at height of 2 m above floor level.”
The process also includes an assessment compatibility of systems with the EMC directive. The Railway
undertaking and Manufacturer are responsible for supplying evidence for compatibility. Evidence is to
the requirements of the directive. The evidence consists of a comparison with the limits in the
standards supported by a detailed technical report.
5.12.7
EN 50238
Ireland does use the technical documentation in appendix TR5057 of EN 50238 in its assessment.
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5.13
The Demonstration of Electromagnetic Compatibility in Italy
The Italian respondent did not return a completed questionnaire. Hence, information in the following
paragraphs has been derived from the interviews at the convocation, the internet and Italy’s
participation in the TFI (task force for interoperability). Italy belongs to a group of countries who have
certain common requirements for international inter-operation. These are documented in the
International Requirements List available from www.irl-rail.eu giving details requirements agreed
between the five member countries of the working group. During the convocation feedback indicated
that the Italian approach to compatibility demonstration uses a different approach to that used in other
countries due to the strict requirements imposed by the Italian legal system on risk. The Italian
assessments are based on probabilistic methods with adherence to specific test thresholds being only
one part of the evaluation. Other factors used include risk assessments from the (local) infrastructure
e.g. the probability of broken rails, number of trains permitted in section etc. The Italian representatives
were insistent that this approach should be borne in mind when comparing the methodologies across
Europe.
5.13.1
Processes
National Safety Authority is the Agenzia Nazionale per la Sicurezza delle Ferrovie – (ANSF) a part of the
Italian department of transport. The safety assessment is established in Legislative Decree The process
follows a similar pattern to others whereby a safety certificate is issued on the basis of demonstration
of a safety management system and safety reporting targets/procedures. The ANSF is now the primary
contact for any Railway Undertaking which supersedes the original requirement which referred
compatibility assessment to Rete Ferroviaria Italiana (RFI: Infrastructure manager) although RFI still has a
technical role in the process and must agree the technical verification.
As far as electromagnetic compatibility assurance is concerned feedback from the convocation
interviews summarised the organisational process in a diagram (Figure 32):
RU/Supplier
NSA
Homologisation
ISA/NOBO
IM
Network Access
Figure 32 – Organisational Process from Convocation Data
Evidence of compatibility is supplied from testing and technical analysis.
Concern was expressed at the convocation that any envisaged changes to the process, requirements or
standards at European level should not affect current projects in progress.
5.13.2
Train Detection
The Railway undertaking and Manufacturer are responsible for supplying evidence for compatibility
with train detection. The evidence presented is from measurements undertaken by an approved test
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laboratory. Evidence is to European standard EN 50238 and to local rules FS. The evidence consists of a
comparison with the limits in a probabilistic fashion given in the standards and is supported by a
detailed technical report. Compatibility with conventional track circuits, high frequency track circuits
and Digicode circuits are to limits provided in FS96 (Under revision: FS 2007 not yet published).
Digicode circuits have a susceptibility across a wide range of frequencies with a wide bandwidth
(400Hz) and these are shown in Figure 33. These are stated to be under revision although no further
information is available at the time of writing.
Susceptibility of Digicode track circuit
1000
Permissible Current Amps
100
10
1
10
100
1000
10000
100000
0.1
Frequency Hz
Figure 33 - ALSTOM Digicode Circuits
For the DC infrastructure both 50 Hz and 83Hz track circuits are used however, the susceptibility is
defined differently. The levels for four train units are shown in Figure 34. The basic allowance for each
track circuit type is 1.6A defined over -4Hz to +15Hz (+12Hz) about the centre frequency. Outside this
frequency range higher and lower limits are defined according to the curves shown in Figure 34 which
have a common structure outside the basic susceptibility.
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Gabarits for 50 and 83Hz on the Italian Railway
Permitted Interference Current 4 trains mA
100000
10000
1000
100
10
1
10
100
1000
10000
Frequency Hz
50 Hz
83 Hz
Figure 34 – 50Hz and 83Hz on Italian Railway
The limits are defined for four trains in section and the basic susceptibility per train is the limit/4 i.e.
400mA at 50Hz or 83Hz (FFT; spectral resolution 1Hz 50% overlap). However, each train is permitted
to exceed the basic limit during testing as long as the exceedance occurs with less than a certain
probability. The permissible probabilities for the ‘per train’ limit scaled by a factor k is given in Figure
35.
k
Permissible Probability
<=1
-
>1,<=1.5
7.77E-02
>1.5,<1.75
2.62E-03
>1.75,<2.5
3.46E-05
>2.5,<3.5
7.96E-11
Figure 35 - Permissible Probabilities
As an example, during testing a train may create a harmonic at 50Hz of 730mA for a certain amount of
time. This exceeds the basic limit of 400mA by a factor of 730/400= 1.825. From Figure 35, a factor of
1.825 would lie within the range >1.75, <2.5 and hence would be permitted and be compatible as
long as its probability of occurrence is less than 3.46-05. The actual calculation of the normalised
probability from a series of measurements is a complex process depending upon the band of
frequencies measured, the number of measurements containing an exceedance of the basic limit and
the total number of measurements within the test period.
There is also a requirement (on 3kV DC) for a device which open circuits the main contactor if a current
of more than 1A at 50Hz continues for more than 3 seconds.
The FS network uses the BACC in-cab signalling system. This system utilises conventional coded track
circuits at 50Hz and 75Hz and uses inductive coils above the rails for pickup.
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5.13.3
Lineside Systems
The Railway Undertaking and Manufacturer are responsible for supplying evidence for compatibility
with lineside systems. No specific limits are given. Information from the convocation stated that
compatibility is achieved by means of specifying the signal to noise ratio of systems with respect to the
train. No psophometric disturbance limit was mentioned.
5.13.4
Energy Supply
The Railway Undertaking and Manufacturer are responsible for supplying evidence for compatibility
with the Energy supply system. No specific limits were given. The documentation in the RTI states that
at frequencies above 32Hz the input impedance of the system should be inductive.
5.13.5
Radio Frequency Systems
The Railway Undertaking and Manufacturer are responsible for supplying evidence for compatibility
with radio frequency systems. Evidence is stated to be to European standard EN 50121. The evidence
consists of a comparison with the limits in the standards supported by a detailed technical report.
FS uses the services of the public operator on the analogue (ETACS) and the digital (GSM). Details of
these systems may found in the TSI CCS Annexe B.
5.13.6
Other systems
No details were given of whether compatibility with human exposure to EMF effects was evaluated.
5.13.7
EN 50238
Italy does use the technical documentation in appendix TR5057 of EN 50238 in its assessment.
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5.14
The Demonstration of Electromagnetic Compatibility in Latvia
The Latvian participants returned a completed questionnaire. This state has an established railway
which used to be part of the common Soviet republic infrastructure. Information received during
interviews at the convocation was that the network is robust and there would be no substantial
changes undertaken in the near future. Latvian systems are internally compatible with each other and
substantially the same as those of neighbouring countries. Since much of the non-interoperable track
gauge is different to other European gauges interoperability over the local systems will only come over
time. It is therefore reasonable to suppose that, like its neighbours, Latvia will convert to generic
European standards over time (TSIs of the Conventional and High Speed Directives), hence,
compatibility requirements for these states are stated to be to generic European norms. At the
convocation, the Latvian representative stated that the existing standards are under process of being
harmonised. The harmonization process is going on ERA/OSJD working group where all standards are
examined and compared with European standards.
5.14.1
Processes
The responsible body for safety assessment in Latvia is the State Railway Technical Inspectorate (Valsts
dzelzceja tehnisk• inspekcija). The State Railway Technical Inspectorate is subordinate to the Ministry of
Transport, which is realised in the form of supervision The Inspectorate assesses compatibility under the
rules laid down in the state legislature in accordance with the railway directives [1]. These rules are
available (in Latvian) on the website http://www.likumi.lv. The acceptance body requires evidence in the
form of test results, calculations and simulations, expert opinion, comparison with existing trains and
third party certification. For rolling stock, safety is assessed by a panel within the Inspectorate made up
of representatives from the inspectorate, the manufacturer, the rolling stock keeper (railway
undertaking) and the infrastructure manager. The panel uses information from a panel of external
parties, conformance to a technical check list, third party recommendation and expert opinion
certificate.
The manufacturer is responsible for creating a technical file for review by the panel containing test
results, calculations and comparisons with existing trains according to the document Cabinet rule
Nr.713 "Rules on putting into service of rolling stock" (available in Latvian from http://www.likumi.lv ).
The infrastructure controller approves conformity by issuing a letter of no objection.
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Ministry of Transport
(Satiksmes ministrijas).
RU / Manufac turer
Tests Design, Simulation
Evidenc e in
Tec hnica l Report
State Railway
Tec hnic al Inspec torate
(Valsts dzelzc eïa
tehniskâs inspekcijas )
Evalua tion
Panel of Experts
from
State Railway Inspectorate
Railway Undertaking
Infrastructure Controller
Manufac turer
Third Party Testing
Certifica tion
Tec hnic a l reports
Letter of No Ob jection
Infrastruc ture Controller
Licenc e to
Op erate
Figure 36 - Interactions in Latvian EMC Approvals
The conformity checklist is according to Cabinet rules Nr.148 "Technical operational rule" which
assesses the contents of a technical file containing the required assessment parameters. Third party
assessment is provided by an accredited certification body which assesses the evidence in accordance
with Cabinet rules Nr.713 "Rules on putting into service of rolling stock" and then issues a certificate
of conformance to the inspectorate. The reply also states that specialist technical advice may be sought
in the compatibility demonstration to Cabinet rules Nr.713 "Rules on putting into service of rolling
stock" if it is considered necessary.
For infrastructure the State Railway Inspectorate is responsible for assessing the compatibility with train
detection. The evidence is supplied from tests performed by the manufacturer who issues a declaration
of conformity to Cabinet rules Nr. 483 "Rule on electromagnetic compatibility of equipment". The
assessment is done during issuing of building permits and putting into service of railway objects. All
systems are assessed according to the Cabinet rules Nr.3 “Railway building rules”.
The evidence is supplied from tests performed by the manufacturer who issues a declaration of
conformity to Cabinet rules Nr. 483 Rule on electromagnetic compatibility of equipment 20.06.2006.
This rule appears to mirror the EMC directive for general component assessment.
General compatibility with the EMC directive is assessed by the consumers' rights protecting authority
when the authority get the complain.. Basic assessment is to the EMC Directive 2004/108/EC from tests
to EN 50121 series of standards.
The timescale for the process is stated as a minimum of one month and no estimates of cost could be
made.
5.14.2
Train Detection
The State Railway Inspectorate is responsible for assessing the compatibility with train detection.
Feedback during interviews at the convocation indicated that the current standards are based on the
former soviet (GOST) standards and that there was a separate working group of the ERA/OSJD (under
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Interoperability Unit) undertaking the task of integration / harmonisation. Currently the recognized
standard for train detection for new rolling stock approval against train detection criteria is EN 50238.
Latvia uses ALSN (national). This is a system of in-cab signalling and train auto-stop. This system uses
coded track circuits at 25Hz, 50Hz with a minimum coding current in the rails of 1.2A & 75Hz will be
used in future. The data transmission between coded track circuits and on-board equipment is via
inductive coil pickup above the rails.
5.14.3
Lineside Systems
The infrastructure manager (JSC Latvijas dzelzcels) is responsible for assessing the compatibility with
lineside systems. The infrastructure manager issues a declaration of conformity to the inspectorate
during the process of issuing of building permits.
No details of the local technical standards, evaluation or reporting method were provided from the
questionnaire. Feedback from the convocation indicated that ALSN and EN 50121 (psophometric
compatibility) standards are used for new rolling stock approvals.
5.14.4
Energy Supply
The infrastructure manager (JSC Latvijas dzelzcejs) is responsible for assessing the compatibility with
lineside systems. The infrastructure manager issues a declaration of conformity to the inspectorate
during the process of issuing of building permits.
No details of the local technical standards, evaluation or reporting method were provided from the
questionnaire. Feedback from the convocation indicated that the current ex-soviet system was self
compatible as it had an integrated design of rolling stock and infrastructure. No major infrastructure
changes were envisaged in the near future and hence there was no requirement to consider
compatibility with the supply.
5.14.5
Radio Frequency Systems
The Electronic Communications Office (elektronisko sakaru direkcija) of the Latvian Republic is
responsible for assessing the compatibility with radio frequency systems. The office issues a certificate
of conformity assessment to the applicant. No details of the local technical standards, evaluation or
reporting method were provided from the questionnaire. Feedback from the convocation indicated that
the TSIs (EN 50121) would be used when approving new rolling stock. Latvia uses the LDZ radio
system. Details of this system may found in the TSI CCS Annexe B.
5.14.6
Other Systems
General compatibility with the EMC directive is assessed by the consumers' rights protecting authority.
Basic assessment is to the EMC Directive 2004/108/EC from tests to EN 50121 series of standards.
5.14.7
EN 50238
Latvia does use the technical documentation in appendix TR5057 of EN 50238 in its assessment.
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5.15
The Demonstration of Electromagnetic Compatibility in Lithuania
The Lithuanian participants returned two questionnaires on different dates. These consisted of one
dealing with the procedural aspects and a second, provided by the state railway on the technical
aspects. No representatives from Lithuania attended the convocation hence clarification on technical
details could not be sought directly. This state has an established railway which used to be part of the
common Soviet republic infrastructure. Lithuanian systems are internally compatible with each other
and substantially the same as those of neighbouring countries such as Latvia. Since much of the noninteroperable track gauge is different to other European gauges interoperability over the local systems
will only come over time. It is reasonable to suppose that, like its neighbours, Lithuania will convert to
generic European standards over time.
5.15.1
Procedures
The responsible body for safety assessment in Lithuania is the State Railway Inspectorate under the
Ministry of Transport and Communications. The Inspectorate assesses compatibility under the rules laid
down in the state legislature in accordance with the railway directives [1]. These rules are available ( in
Lithuanian) on the website http://www.lrs.lt and from Valstybinės Geležinkelio Inspekcija (VGI:
Http://www.vgi.lt) The acceptance body requires evidence in the form of test results, calculations and
simulations, expert opinion, comparison with existing trains and third party certification. Safety is
assessed by a panel within the Inspectorate made up of 5 experts elected from within the inspectorate.
The panel examines the documentation and reports to the head of the inspectorate who then
authorises the certificate.
The process is in two levels. A railway undertaking applies to the inspectorate giving details of the
proposed project (e.g. the introduction of new rolling stock) the inspectorate determines whether an
authorisation for putting into service is needed or not. If an authorisation is needed then a second
stage is required. This involves the railway undertaking submitting a technical file and official
application to the inspectorate who then assesses the information as described in the paragraph above.
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Ministry of Transport
Railway Undertaking
Initial Stage
Project Proposal
Sta te Railwa y
Insp ec torate
Valstybinës Geležinkelio
Insp ekc ija (VGI)
Approval
Needed
Ra ilway Undertaking
Simulation,
Calculation and Design
Technical File
No
Approval
Needed
Vehic le Approval
Panel of 5 Tec hnic al
Experts from within
Ra ilway Inspec torate
Approved Testing
Laboratory
Testing
Test Results
Authorisation for
putting into servic e
Figure 37 - Lithuanian Interactions in EMC Approval Process
The timescale for the first stage of the process is approximately 30 days. The timescale for the second
part of the process is 60 days. The two timescales may run consecutively or not depending upon the
availability of results etc.
5.15.2
Train Detection
The State Railway Inspectorate is responsible for assessing the compatibility with train detection. The
evidence is supplied from third party test laboratories that are authorised to perform such services in
the EU. No standards references are given. Evaluation is by running results from track tests which are
stated to take from several weeks to several months however no information on costs is available.
Lithuania uses ALSN (GOST). This is a system of in-cab signalling and train auto-stop. This system uses
coded track circuits at 25Hz, 50 Hz & 75Hz with a minimum coding current in the rails of 1.2A. The
data transmission between coded track circuits and on-board equipment is via inductive coil pickup
above the rails.
5.15.3
Lineside Systems
The State Railway Inspectorate is responsible for assessing the compatibility with lineside systems. The
evidence is supplied from third party test laboratories that are authorised to perform such services in
the EU. No standards references are given. No details of the reporting method, timescales or costs are
provided.
5.15.4
Energy Supply
The State Railway Inspectorate is responsible for assessing the compatibility with Energy supply systems.
The evidence is supplied from third party test laboratories that are authorised to perform such services
in the EU. No standards references are given. No details of the reporting method, timescales or costs
are provided.
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5.15.5
Radio Frequency Systems
The Communications Regulatory Authority of the Lithuanian Republic is responsible for assessing the
compatibility with Radio frequency systems. The evidence is supplied from tests performed by the
regulatory authority who issue a certificate of inspection on satisfactory assessment of test results. No
standards references are given. Lithuanian Railways has its own train radio system and a separate
shunting radio communication system. Details of these systems may found in the TSI CCS Annexe B.
5.15.6
Other Systems
Lithuania does not assess for compatibility with human exposure to EM effects.
General compatibility with the EMC directive is assessed by the supplier of equipment. Basic assessment
is to the EN 50121 series of standards and the manufacturer provides a technical evaluation of tests as
evidence. The timescale of this process is estimated as 4 days and cost estimated as €500.
5.15.7
EN 50238
Lithuania does use the technical documentation in appendix TR5057 of EN 50238 in its assessment.
Reference:
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5.16
The Demonstration of Electromagnetic Compatibility in Luxembourg
The Luxembourgian participant returned a completed questionnaire. No representatives from
Luxembourg attended the convocation.
5.16.1
Processes
The responsible body for safety assessment in Luxembourg is the Administration des Chemins de Fer
(ANS (NSA)). Assessment is to the requirements of IF-PE.STC-VF.01, VF.01 and VF.03 which are
available in French from the NSA or their website. The NSA requires evidence in the form of test results,
calculations and simulations, third party certification and expert opinion. Safety is assessed by
conformance to a technical checklist given in the requirements and by expert opinion from within the
ANS. Evidence is presented is by the submission of a technical file containing test results, calculations
and simulations, third party certification to examinations of compatibility with EN 50388, EN 50238,
series of EN 50121, IF.PE.STC-VF-01 to VF.03 or UIC 737-4 and 797. Third party evidence is received
from a competent body (Notified body) in the form of a certificate of compliance. The assessment
process is stated to be compliant with the directives [1] and adheres to the prescribed time limits within
the directives. Costs are stated to be variable depending upon the number of tests required etc.
Départem ent des transp orts Direction des c hemins de fer
Test Operation
tra in
Third Party
Testing
Railway Undertaking
Administration des
Chemins de Fer
(ACF...........NSA)
Tec hnical File
Certifica tion
Evid ence Collation
Expert Opinion
Tec hnica l Checklist
Expert Op inion within ACF
Statement of Com pa tibility
Docum entation
Certifica tion
Test Data
Notified Body
Com petent Body
Infrastruc ture m anager
Licenc e to
operate
Figure 38 - EMC Approval Interactions in Luxembourg
5.16.2
Train Detection
Compatibility with train detection is assessed by a notified/competent body in conjunction with the
Infrastructure manager Chemins de fer Luxembourgeois (CFL www.cfl.lu). The process involves
evidence from certificates of inspection, third party measurements to standards, test data,
simulations/calculations and expert opinion. The assessment is based on documents UIC 541-4 annexe
J, UIC 737-2, UIC 550, EN 50238, IF.PE.CEM.STI-CCS.01, IF.PE.STC-VF.01 to 03 and the annexe to the
TSI for control-command and signalling subsystem. The method of assessment requires comparisons
with limits and comparison with existing types. The notified/competent body issues a certificate of
conformance to the ANS. The assessment process is stated to be compliant with the directives [1] and
adheres to the prescribed time limits within the directives. Costs are stated to be variable depending
upon the number of tests required etc.
Reference:
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The method for demonstration of compatibility with track circuits is stated to be by both time and
frequency domain analysis of train emissions and comparison with the gabarits appropriate to the track
circuit type. Transient phenomena are not considered. For track circuits the nominal levels and
bandwidths are shown in Figure 39. Train input impedance at 50Hz must be greater than 1.3 ohms.
Luxembourgian Track Circuits
Infrastructure
25kv
25kV
3kVdc
3kV
Type
83 1/3Hz
125Hz
50Hz*
83 1/3Hz
Centre frequency
83 1/3Hz
125Hz
50Hz
83 1/3Hz
Bandwidth
+/-3.3Hz;
20dB 54Hz126Hz
+/-5Hz
+/-3Hz,
20dB 37Hz58Hz
+/-3.3Hz;
20dB 54Hz126Hz
Limit
8A
0.7A
3.75A*
8A
Duration/integration
time
1s
1s
1s
1s
Notes
* A hardware detector is included that detects 10 transient
exceedances of the limit then isolates the supply
Figure 39 – Track Circuit Limits
Compatibility with axle counter systems is by testing whilst running on both AC and DC infrastructure.
There are no specific levels or susceptibilities given however, the axle counters in use occupy frequency
ranges from 27kHz to 32kHz and 43kHz. The reference documents (IF.PE.STC-VF01-03) specify that no
false triggering should occur and that any false triggering should be investigated and corrected before
compliance is accepted.
5.16.3
Lineside Systems
Compatibility with lineside systems is assessed by a notified/competent body in conjunction with the
Infrastructure manager. The process involves evidence from certificates of inspection, third party
measurements to standards, test data and expert opinion. The assessment is based on European
standards EN 50121, EN 50238 and the IF.PE.STC-VF.01 to VF.03 documents. The method of
assessment requires comparisons with limits and comparison with existing types. The
notified/competent body issues a certificate of conformance to the ANS.
Compatibility with lineside systems is specified for general lineside telecommunications on either
infrastructure type as being by the measurement of equivalent psophometric current which should be
less than 8A during any 1 second period. There is also a requirement for compatibility with inductive
loops within the track bed. No limits for the radiated fields are given, however, the operating
frequencies of the system (BUES2000) are stated as between 45kHz and 110kHz. Compatibility testing
is by track running and any anomalies detected must be investigated and corrected before compliance
is accepted.
5.16.4
Energy Supply
Compatibility with the energy supply is assessed by a notified/competent body in conjunction with the
Infrastructure manager. The process involves evidence from certificates of inspection, third party
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measurements to standards, test data and expert opinion. The assessment is based on European
standards EN 50163, EN 50388 and the IF.PE.STC-VF.01 to VF.03 documents. The method of
assessment requires comparisons with limits and comparison with existing types. The
notified/competent body issues a certificate of conformance to the ANS.
General compliance with the infrastructure; voltages, currents, power factor, resonance phenomena
(on both 3kV and 25kV) is taken from the EN standards. There are additional requirements placed on
the systems by the IF.PE.STC-VF.01 for harmonics at fundamental, 150Hz, 250Hz and for total
harmonic distortion across the harmonic range on 25kV AC systems. The requirement for the
fundamental is that no harmonic at 83Hz must be present in the supply. Levels for 150Hz and 250Hz
are specified at 5 amps maximum over 1 second duration and the total harmonic distortion of the
system must be less than 30A over 1 second. Inrush current on the AC system is limited to 1000A
peak.
5.16.5
Radio Frequency Systems
Compatibility with the radio frequency systems is assessed by a notified/competent body in conjunction
with the Infrastructure manager. The process involves evidence from certificates of inspection, third
party measurements to standards, test data and expert opinion. The assessment is based on European
standards EN 50121 (and UIC 751-3). The method of assessment requires comparisons with limits and
comparison with existing types. The notified/competent body issues a certificate of conformance to the
ANS. Luxembourg uses an analogue ground to train communication system as per UIC Radio Chapter 1
– 4 (UIC Code 751-3). Details of this system may found in the TSI CCS Annexe B.
5.16.6
Other Systems
Compatibility with human exposure to EM effects or compliance to the EMC directive is covered by
"Loi du 25 mars 2009 relative à la compatibilité électromagnétique".
5.16.7
EN 50238
The Luxembourgian assessment does not use the technical annexe to EN 50238 in its assessment
process rather it uses compliance with the conditions of EN 50238-1 and internal compliance with the
IF.PE.STC-VF.01 to VF.03 documents using third party measurements to standards and test results.
Reference:
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5.17
The Demonstration of Electromagnetic Compatibility in the Netherlands
The Dutch respondent returned a completed questionnaire in Dutch. There were Dutch representatives
at the convocation. The following information is collated from all sources. Holland belongs to a group
of countries who have certain common requirements for international inter-operation These are
documented in the International Requirements List available from www.irl-rail.eu
5.17.1
Processes
The responsible body for the Netherlands is the Ministerie van Verkeer en Waterstaat (Ministry of
Transport). Assessment is to the requirements of an admissions guide which is available in Dutch from
the IVW-TER (Inspectie Verkeer en Waterstaat Toezichteenheid Rail), the NSA (part of the Ministry of
Transport and is responsible for the supervision of the Dutch Railway sector in order to ensure safety).
The organisation and parties involved in the acceptance process of rolling stock in the Netherlands are:
•
•
•
•
•
Ministerie van Verkeer en Waterstaat (Ministry of Transport)
◦
Sets the Dutch national requirements RKS (Reglement Keuring
Spoorvoertuigen).
◦
Provides accreditation of Notified Bodies and Vehicle Acceptance Bodies
Inspectie Verkeer en Waterstaat, Rail en Wegvervoer, IVW (the National Safety Authority)
◦
Acceptance of rolling stock
◦
Authorization to put rolling stock into service
◦
Advice to the Ministry of Transport on the requirements for the acceptance of
rolling stock
◦
Supervises Notified Bodies and Vehicle Acceptance Bodies
◦
Supervises safety of the railway systems and carries out accident investigations
◦
Approves and supervises maintenance workshops for rolling stock
ProRail (Infrastructure Manager) with respect to rolling stock acceptance:
◦
Assesses rolling stock on compliance with the infrastructure compatibility
◦
Provides means of demonstrating compliance with infrastructure compatibility
requirements which are listed in ProRail guidelines
Notified Bodies
◦
KEMA Rail Transport Certification
◦
Lloyd’s Register Nederland B.V.
◦
Luxcontrol Nederland
◦
Railcert
◦
Deltarail.
Vehicle Acceptance Bodies (Keuringsinstanties)
◦
Reference:
Issue:
VAB’s assess rolling stock on compliance with Dutch national rules
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•
•
Rolling stock operators, manufacturers or lease company
◦
Initiate acceptance process of rolling stock
◦
Obtain type acceptance certificates showing compliance with infrastructure and
safety
Rolling stock manufacturers and rolling stock engineering/ consultancy companies
◦
Usually provide evidence that the rolling stock complies with the requirements
The party that applies for the type acceptance of the particular rolling stock type is
responsible for providing the required information.
The admission requires several processes to be completed:
1. Obtain a licence according to the Directive 95/18/EU for performing passenger and goods traffic.
2.
The demonstration of a satisfactory safety management system to the requirements of the
directive.
3. A certificate of vehicle approval of use which complies with one of :
RIC or RIV system for cross acceptance of railway vehicles in Europe
TSIs laid down by the EU
The requirements of the Convention concerning International Carriage by Rail (COTIF).
An application guide, Toelatingsgids, for the admission and registration of Rolling Stock is available at
the website. The admission and registration is a four phase process:
1.
2.
3.
4.
assessment of construction based on TSIs or RKS, a certificate of approval from a notified body or
competent body;
assessment of compatibility with the specific infrastructure, usually this assessment is performed
by a Dutch competent body, because of knowledge of and experience with the Dutch
requirements and measurement methods;
registration in the Dutch Register of Rolling Stock, the Register is administered by the IVW;
assessment by the operator on which specific lines or even tracks the Rolling Stock is to be used.
Phase 1 focuses on safety and is assessed by a notified/competent body, when conformity with the
requirements in the RKS is given no further interactions with the Infrastructure Manager are required.
In case of deviancy of RKS requirements in phase 2 safety and compatibility are assessed in conjunction
with the Infrastructure Manager ProRail, the use of the Guidelines (Richtlijn RLN) of the Infrastructure
Manager, their technical opinion and a technical file demonstrating compliance with the origin of the
requirement from the RKS.
The assessment process is stated to take approximately 1 year but no estimate of cost could be made.
Safety is assessed by notified bodies or competent bodies designated by the IVW.
The assessment takes place in two stages:
•
Prototype assessment on a temporary admission basis and
•
After deployment for full operations.
Evidence is presented is by the submission of a technical file containing description of behaviour of the
systems, calculations, simulations and test results, third party certification to examinations of
compatibility with EN 50388, EN 50238, series of EN 50121, and the RKS, and third party evidence in
form of a certificate of approval from a competent body (Notified body).
At the website of IVW the concept of the new RKS (ATIV) is published already, this new RKS is stated to
be compliant with the directives and fills the open points (for the Dutch situation) from the TSI.
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5.17.2
Train Detection
Approvals for train detection compatibility are provided by the notified body who assesses running tests
to approved standards EN 50238 and local documentation RKS.
The detection systems and the EMC requirements are related with the Energy Supply systems. In the
Netherlands applied energy supply systems are documented by ProRail.
Section 20 of the RKS documentation gives details of compatibility with interference currents. This
specifies limits on conducted currents over the frequency range from 50Hz to 100Hz for compatibility
with 75Hz track circuits. This is shown in Figure 40.
Frequency (Hz)
Maximum permissible
current (A)
50
6.9
55
4
60
3
65
1
70
0.5
75
0.5
80
0.5
85
1
90
2.5
95
3.2
100
4.7
Figure 40 – Train Detection under 1500V DC: GRS 75Hz (50Hz to 100Hz, t > 0.2s)
In RKS article 20.1.e is prescribed that the maximum AC content of the line current, of the maximum
configuration, of the rolling stock should be less than 50A.
RKS article 20.1.h prescribes input impedance for a whole train at frequencies of 75Hz ± 3Hz to be
greater than 0.4 ohms and inductive.
The method for demonstration of compatibility with track circuits is stated to be by both time and
frequency domain analysis of train emissions and comparison with the gabarits appropriate to the track
circuit type. Transient phenomena are not considered when originating from sources outside rolling
stock e.g. gaps, current collector bouncing etc. For track circuits the nominal levels and bandwidths are
shown in Figure 41.
Applied Track Circuits in the Netherlands
Reference:
Issue:
Infrastructure
1500Vdc
25kVac
3kVdc
15kVac
Type
GRS
Jade
GRS
FTGS
Centre frequency
75Hz
Note 3
75Hz
Note 4
Bandwidth
Note 1
na
Note 1
na
Limit
500mA
na
500mA
na
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Applied Track Circuits in the Netherlands
Duration/integration
time
0,2 sec
Note 2
Note 1
No bandwidth is specified, see table article 20.1.g
In the ATIV the bandwidth is specified.
Systeem / type
GRS (ATBEG)
na
F0
[Hz]
75
0,2 sec
Note 2
Δf
[Hz]
n.a.
na
I0
Δf3dB Δf20dB 2*N [-]
T
RMS [Hz]
[Hz]
[s]
[A]
0,5
20
40
6
0,2
Ti
[s]
1,7
Note 2
Accepted integration for measurement 1 sec
Note 3
At present there are no requirements available for
compatibility with Jade.
In the ATIV the bandwidth, limits and times are specified.
Jade 2 / 16
1 575
40
I0
RMS
[A]
0,87
50
500
-
0,04
0,68
Jade 2 / 19
1 874
40
0,72
60
500
-
0,04
0,68
Jade 1 & 2 / 22
2 186
40
0,62
50
400
-
0,04
0,68
Jade 1 & 2 / 25
2 480
40
0,54
60
500
-
0,04
0,68
Jade 1 (HS) / 28 2 821
40
0,56
60
350
-
0,04
0,68
Jade 1 (HS) / 31 3 137
40
0,47
80
400
-
0,04
0,68
Jade 1 (HS) / 49 49 082 400
0,20
8k
10k
-
0,04
0,68
Jade 1 (HS) / 67 67 232 400
0,14
8k
10k
-
0,04
0,68
Systeem / type
Note 4
f0
[Hz]
Δf
[Hz]
Δf
Δf
3dB
[Hz]
2*N
[-]
20dB
[Hz]
T
[s]
Ti
[s]
At present there are no requirements available for
compatibility with FTGS.
Figure 41 – Applied Track Circuits in the Netherlands
Transient phenomena such as switching on/off of heating elements, bouncing of current collector or
running through gaps normally causes exceedance of the limit that are accepted. Generally, the
interference source is measured at two positions; the line current and the internal voltage after the line
filter. The transfer from internal voltage towards line current is then used to demonstrate that the
interference source is not the inverter voltage.
Testing is estimated to take 6 months but no estimation of costs was possible.
The Netherlands uses ATB signalling system. There are two versions of this system. The original system
uses 75Hz coded track circuits. The new generation uses consists of trackside balises and on-board
equipment. The transmission frequency is FSK 100kHz +/-10kHz.
Train detection under 25kV AC:
At present there are no requirements for demonstrating compatibility with Jade systems at 25kVAC.
At the BetuweRoute and Havenspoorlijn Jade type track circuits are used.
The concept of the new RKS (ATIV) contains requirements for compatibility with Jade with working
frequencies from 2144-3878Hz and 48-68kHz. See Figure 41.
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Train Detection under Axle Counters:
At present the RKS defines no requirements or tests for demonstrating compatibility with axle counters.
There are axle counters used in the Netherlands both on 1500VDC and 25kVAC.
The concept of the new RKS (ATIV) contains requirements for compatibility with axle counter with
working frequencies from 27-32kHz.
Type
5.17.3
Az L90-4
Count
head
Sk30C
Az LM
Sk30H
freq.
[kHz]
~ 28
~ 30,7
~ 28
~ 30,7
Bandwidth
[kHz]
27,0 … 29,0
29,7 … 31,7
27,0 … 29,0
29,7 … 31,7
Limit
[A]
0.075
0,075
0,165
0,180
Lineside Systems
In RKS article 20.1.a is stated that Rolling Stock should fulfil the general requirements for EMC
formulated in EN 50121-1, EN 50121-3-1, EN 50121-3-2 and EN 50238.
The requirements for compatibility with line side telecommunication systems are described in RKS
article 20.1.f: The psophometric content of the line current, as meant in EN 50121-3-1, of the
maximum configuration of the Rolling Stock should be less than 10A.
Additional information is given in ProRail Guideline RLN00024, this guideline describes EMC,
interference current and impedance considerations and can be considered as EMC requirements.
ProRail Guideline RLN00018 describes the normal requirements for correct operation of the detections
systems. These Guidelines are not incorporated in the law RKS.
General compatibility with lineside systems is by measurement of psophometric current (ITTU). The limit
is specified in the RKS document as 10A.
5.17.4
Energy Supply
Approvals for Energy systems compatibility are provided by the notified body measurements to
approved standards. The Dutch require compliance with EN50163 and EN50388. for supply voltages of
25kV 50Hz and 1.5kV DC.
For 1500V DC the assessment is based on RKS article 21 and the European standards EN50163 and EN
50388. This article contains no EMC requirements.
Additional information is given in ProRail Guideline RLN00015, this guideline references to stability of
the control systems onboard the Rolling Stock and can be considered an EMC requirement. These
Guidelines are not incorporated in the law RKS.
The concept of the new RKS (ATIV) contains no EMC requirements for compatibility with the 1500V
energy supply system.
There are specific conditions for 1500V DC supply which are given in the RKS documentation: the
power is reduced automatically between 950 V and 1350 V in accordance with the graph of Figure 42.
Reference:
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Current
am ps
4000
Auxiliary only
Consum ption
950V
1000V
1350 V
perm itted
Voltage
Volts
Figure 42 - Dutch Current Limits at Low Voltage
There are also limits imposed on regeneration into the DC supply given in the RKS document. These are
shown in the diagram of Figure 43.
Current
amps
- 4000
1200V
1950 V
perm itted
Voltage
Figure 43 - Dutch Regeneration Limits
For 25kV AC the assessment is based on RKS article 23 and the European standards EN50163 and
EN50388.
RKS article 23.1.e. prescribes the power factor to be conform with the EN50388. There are no other
EMC requirements.
The ProRail Guideline RLN00016 describes a general compliance with the infrastructure; voltages,
currents, power factor, resonance phenomena 25kV taken from the EN50388 standards. There are
additional requirements placed on the harmonics. Inrush current on the AC system is limited to 1000A
crest.
5.17.5
Radio Frequency Systems
Approvals for radio frequency systems compatibility are provided by the notified body measurements to
approved standards. In RKS article 20.1.a is stated that Rolling Stock should fulfil the general
requirements for EMC formulated in EN 50121-1, EN 50121-3-1, EN 50121-3-2 and EN 50238.
Reference:
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No timescales or costs were given.
The Netherlands uses UIC Radio Chapter 1 – 4 + 6 for ground to train radio (UIC code 751-3). Details
of this system may found in the TSI CCS Annexe B.
5.17.6
Other Systems
An interference monitoring device should be installed when the 75Hz interference limits can be
exceeded due to failures in the Rolling Stock.
The requirements for an interference monitoring device are described in RKS article 13.c.
13 c1
Comply with EN 50155
13 c2
Measurement of line current with given frequency characteristic:
- till turnover at 68Hz ± 1Hz: increasing with 96dB/oct ± 3dB/oct;
- from 68 till 82Hz: flat ± 0.5dB;
- after turnover at 82Hz ± 1Hz: decreasing with 120dB/oct ± 3dB/oct;
13 c3
If the effective value of the line current within the given frequency area exceeds the limit, the detector
generates a switch-off command. The line current is to be measured with a maximum inaccuracy of 5%
of the specified maximum threshold, adjustable with fixed steps;
13 c4i
The range and the step size of the line current is rolling-stock dependent, and is adjustable on the basis
of the following criteria: the risk of influence of the state of the track relay by interference levels is
acceptably small;
13 c4ii
the range and the step size of the line current is rolling-stock dependent, and is adjustable on the basis
of the following criteria: the risk of adverse influence by interference currents on the correct transfer of
signals from the train control system is acceptably small; .
13 c4iii
the range and the step size of the line current is rolling-stock dependent, and is adjustable on the basis
of the following criteria: the risk of a blockage of train functions is acceptably small;
13 c5
The detector only generates a switch-off command after a continued excess of limit during a given time;
13 c6i
The duration as referred to in subcomponent 5 is adjustable in fixed steps, where the range and the step
size are rolling-stock dependent and are set according to the following criteria: the risk of influence of the
state of the track relay by interference levels is acceptably small;
13 c6ii
The duration as referred to in subcomponent 5 is adjustable in fixed steps, where the range and the step
size are rolling-stock dependent and are set according to the following criteria: the risk of adverse
influence by interference currents on the correct transfer of signals from the train control system is
acceptably small;
13 c6iii
The duration as referred to in subcomponent 5 is adjustable in fixed steps, where the range and the step
size are rolling-stock dependent and are set according to the following criteria: the risk of a blockage of
train functions is acceptably small;
13 c7
The minimum time of the switch-off command is vehicle specific;
13 c8
The switch off command is blocked or disabled in case of malfunction of the interference current monitor;
13 c9
The disable switch should be easily reached by the train driver;
13 c10
The total response time of the detector is 500ms maximum;
13 c11
The detector must be a factor 10 less sensitive to interference sources originating in the catenary system
than for sources located inside the vehicle in which the detector is placed;
13 c12
Depending on the vehicle type one ore more detectors are present per train set;
In the concept of the new RKS (ATIV) the requirements for an interference monitoring device are
slightly different.
Ad c3: the requirement on the inaccuracy of the measurement is deleted.
Ad c10: The maximum response time is 1000ms
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The Dutch assessment does not use compatibility requirements relating to Human exposure to EMF or
the EMC directive in its assessment of EMC. However the Arbowet refers to the exposure of workers as
stated in the directive EC/2004/40, the values are not yet implemented in the law.
5.17.7
EN 50238
The RKS refers to the EN 50238 in article 20.1.a. In the concept of the new RKS (ATIV) parts of the
FprTS50238-2 and FprTS50238-3 are cited in the annexes.
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5.18
The Demonstration of Electromagnetic Compatibility in Norway
The Norwegian respondent did not return a questionnaire; however, Norway was represented at the
convocation. The following sections are from information obtained during interviews at the
convocation separate documentation supplied by Norway and from subsequent follow up.
5.18.1
Processes
The responsible body for safety assessment in Norway is Veg- og baneavdelinga (VB) the Nowegian
department of Department of Public Roads and Rail Transport who devolves the responsibility of the
NSA to the Norwegian Railway Inspectorate (Statens jernbanetilsyn). The inspectorate enforces the
railway law and regulations and safeguards the public with respect to safety. Authorisation for putting
into service of infrastructure and rolling stock is granted by the Railway Inspectorate. Authorisation of
NoBo’s also falls under the Railway Inspectorate.
A new railway undertaking is required to seek approval from the NSA by submitting the results of
testing from the individual rolling stock suppliers (manufacturers) together with a compatibility
statement from the infrastructure manager Jernbaneverket (JBV). In practice, compatibility tests are
assessed by infrastructure manager and then approved by the NSA.
Norway and Sweden have a joint document NES TS02 (Nordic Electric Power Co-operation Technical
Specification 02) called “Requirements on rolling stock in Norway (JD590) and Sweden (BVS
543.19300) regarding EMC with the electrical infrastructure and co-ordination with the power supply
and other vehicles”. This document also gives details on measurement and test methods.
iVeg- og banea vdelinga (VB)
Department of Public Roads
and Rail Transport
Technical File
Certific ation
Railway Undertaking
Statens Jernbanetilsyn
Evidence Collation
Norwegian Railway Inspectorate
Statement of Compatibility
Jernbaneverket (JBV).
Doc umentation
Certification
Test Data
Infrastructure Manager
Evaluation
Licence to
operate
Manufac turer
Test Operation
train
Third Party
Testing
Figure 44 - Norwegian Interactions for EMC Approvals
5.18.2
Train Detection
JD 590 (same document as BVS 593.19309 Sweden). On electrified lines AC track circuits are used,
either double rail or jointless. Most common are 95Hz and 105Hz uncoded track signalling circuits with
a 1A, 1s limit. On newer sections of line FTGS track circuits (Siemens) operating at 4.75 – 6.26kHz and
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9.5 – 16.5kHz are used with a 1A 40ms limit. DC track circuits are only used on non electrified railway
stations (no specific limits). TI21 track circuits (Adtranz/ Bombardier) are also used with a nominal
100mA 1.5s limit although the 100mA is derived from BR GS/ES1914 and is probably not correct for
16.67Hz supply systems.
As well as the specific systems there are general limits placed on broadband emissions. These are
general limits placed on the maximum single harmonic integrated over 1 second at each frequency step
in an FFT analysis with 8.3Hz bin separation (120ms measurement interval). The broadband limit is in
three steps the lower frequency limit on the first range is yet to be decided (TBA). Over the range TBA
to 7kHz a maximum 1A rms harmonic is permitted; Over the range 7 – 9kHz a maximum of 0.5A rms is
permitted and for frequencies >9kHz a maximum of 0.33A rms is permitted.
The method to be used to measure line current is given along with the filter requirements such as two
2nd order Butterworth filters, +/-2Hz bandwidth, moving RMS 60ms time window for electromechanical
vane relays. A typical measurement setup is shown in Figure 45.
Figure 45 - Line Current Measurement Method
5.18.3
Lineside Systems
Psophometric current is measured in accordance with the ITU-T standard and must not exceed 1.5A.
5.18.4
Energy Supply
JD 590 (BVS 543.19300 Swedish Standard) requires compliance with EN50163. Nominal voltage is
15kV 16.67Hz. Harmonic limits for fundamental frequencies and total harmonic distortion are
specified. Requirements are also in accordance with EN 50388.
Limits are given for harmonic distortion. These are shown in Figure 46.
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Figure 46 – Permissible Harmonic Voltages
5.18.5
Radio Frequency Systems
Basic conformance with EN 50121 is required. Deviations based on further evaluation may be
acceptable based on a case by case basis.
Norway uses UIC Radio Chapter 1 – 4 + 6 (Irish system), This is an analogue ground to train radio
system. Details of this system may found in the TSI CCS Annexe B.
5.18.6
Other Systems
No restriction on vehicle for local induced interference.
5.18.7
EN 50238
The main Norwegian document JD590 is based on the requirements on EN 50238.
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5.19
The Demonstration of Electromagnetic Compatibility in Poland
The Polish participant returned a completed questionnaire. Other information is from the Polish
representatives who attended the convocation and from additional review comments supplied by the
Member State.
5.19.1
Processes
The competent authority in matters of railway safety and technical supervision over the operation and
maintenance of railway lines and railway vehicles is the Office for Railway Transport (UTK). In order to
obtain authorisation to enter service under the national or directive mode, an application for
authorisation of a railway vehicle must be submitted along with the following documents:
• For the national mode:
- technical conditions for manufacturing and approval
- technical-operational documentation
- in case of rail traffic control devices - the proof of safety or verification of that proof,
- for new types of rail vehicles, equipment designed for rail operation or in case of necessity to carry
out performance tests - the agreement on the carrying out of performance tests, and their program,
- for the types of railway vehicles or equipment intended for rail operation after the performance tests
have been conducted - a technical opinion issued respectively by the infrastructure manager, the rail
carrier or user of the railway siding,
- technical opinions issued by other infrastructure managers, railway carriers or users of railways sidings
- in the case of types of equipment and railway vehicles already in exploitation
- the opinion of designated body
-
• For the directive mode:
declaration of verification of the subsystem compliance
certificate of compliance of the subsystem
documentary evidence of progress of the compliance assessment
declaration of conformity of the interoperability constituents included in the subsystem
certificate of conformity of the interoperability constituents included in the subsystem
The application with the full documentation attached is considered by the panel of experts, the person
who leads on the case draws up a protocol that is submitted for preliminary approval to the Head of
the Department, then the outcome of the application is decided by the President of the Railway
Transport Office. The documentation must meet the criteria set out in the Regulations, to which
references are given below.
In the Polish legal system, matters related to certificates of release to service and release of subsystems
to exploitation are governed by the Act of 28 March 2003 on railway transport (unified text: Journal of
Laws of 2007 No. 16 pos. 94, as amended). Moreover, the procedures regulating the matters of issuing
of certificates of release to service and release of subsystems to exploitation are governed by the
following acts:
• The Ministry of Infrastructure’s Regulation of 26 September 2003 on the list of types of buildings or
installations designed for railway traffic operation and types of railway vehicles for which licences for
exploitation are issued (Journal of Laws of 2003 No. 175 pos. 1706, as amended)
• The Ministry of Infrastructure’s Regulation of 30 April 2004 on the licences for exploitation of types
of buildings or installations designed for railway traffic operation and types of railway vehicles
(Journal of Laws of 2004 No. 103 pos. 1090, as amended)
• The Ministry of Infrastructure’s Regulation of 12 October 2005 on the scope of necessary tests to
obtain the licenses for exploitation of types of buildings or installations designed for railway traffic
operation and types of railway vehicles (Journal of Laws of 2005 No. 212 pos. 1771, as amended)
• The Ministry of Infrastructure’s Regulation of 29 February 2008 on the activities performed by the
President of UTK for which fees are collected, the amount of these fees and the method of their
collection (Journal of Laws of 2008 No. 47 pos. 276, as amended)
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• The Ministry of Transport Regulation of 5 September 2006 on essential requirement concerning
interoperability and conformity assessment procedures for trans-european conventional railway
system (Journal of Laws of 2006 No. 171 pos. 1230, as amended)
The Ministry of Infrastructure’s Regulation of 29 of June 2004 on essential requirement concerning
interoperability and conformity assessment procedures for trans-european high speed railway system
(Journal of Laws of 2004 No. 162 pos. 1697, as amended)
Figure 47 - Polish Interactions for EMC Approvals
Notified Bodies
Designated Bodies
Movares Polska
Institute of Electric Engineering*
Radom Technical University*
- Rail Vehicles Institute „Tabor”
Movares Polska Ltd.*
Silesian Technical University*
- Transport Technical Supervision
„Tabor” Rail Vehicles Institute*
Warsaw University of
Technology*
- Railway Science and Technical
Centre (Railway Institute)
Railway Scientific and Technical
Centre*
Poznan Technical University
Cracow Technical University*
Gdansk Technical University
* Bodies designated for train EMC approvals.
Figure 48 Table of Approved Bodies in Polish process.
The process ending with the issuance of a certificate of release to service takes up to 3 months from
the date of submission of the full set of required documentation; the price of the certificate depends
on the number of hours devoted to examining the application and shall not exceed EUR 25,000.
5.19.2
Train Detection
Compatibility with train detection is assessed by Centrum Naukowo-Techniczne Kolejnictwacntk CNTK
(en.cntk.pl) fulfilling the role of an approved body (notified body). The process involves evidence from
certificates of inspection, simulations/calculations, expert opinion and evaluation of test results and
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operations. The assessment is stated to be on the basis of EN 50126, EN 50128 and EN 50129 however
two of these standards relate to software/rams process for signalling rather than EMC directly affecting
train detection. The method of assessment requires comparisons with limits and comparison with
existing types with data extrapolation for failure modes and results in detailed technical reports,
certificates of conformance. CNTK issues a certificate of conformance to the UTK. The costs are stated
to be the costs of testing plus €6000 with a timescale of the time for CNTK to do the analysis plus
approximately 3 months. EN50122 & EN 50238. Definitions of limits for track circuits on Polish Railways
are given in document PD CLC/TR50507:2007.
Gabarits are given for the frequency ranges (t>200ms):
2Hz to 60Hz for the OTL, OTS, OTZ track circuits (interference limit range 2.4A to 30A);
1380Hz to 3000Hz for the SOT-1 track circuits (interference limits range 28mA to 310mA);
6200Hz to 18000Hz for the SOT-2 track circuits (interference limits range 41mA to 170mA);
24900Hz to 32700Hz for the EOC track circuits (interference limits range 78mA to 250mA).
Poland uses an AWS system call SHP (Samoczynne Hamowanie Pociagu) which uses magnetically
coupled resonant circuits operating at 1000Hz.
The impact of the railway vehicle in the sphere of electromagnetic compatibility on the rail traffic
control systems mounted on the railway infrastructure and onto the rail network, are tested and
evaluated in the proceedings concerning the issue of a certificate of authorisation of a rail vehicle.
As to the impact of the rail vehicle on lineside systems, the rail vehicle testing must show that the
electromagnetic interference emitted by the vehicle does not exceed acceptable levels for the frequency
range from 2Hz to 37.5kHz; also the impact and cooperation with safety systems in force in Poland,
such as SHP and the dead man switch are tested.
In case of the traction network, tests are carried out on cooperation with the traction network and to
verify the emission of electromagnetic interference emitted by the electromagnetic device of the vehicle
onto the traction network, and also tests on mechanical and electrical co-operation of the pantographs
with the trolley wire of the electrical supply network.
5.19.3
Lineside Systems
The existing lineside/ trackside systems in Poland in the form of linear blocks and interlocking control
devices, automatic crossing signaling are all tested for resistance (immunity) to electrostatic interference
emitted by railway vehicles and other interferences from the rail vehicles. During the approvals, tests
are conducted and a proof of safety is developed for these devices using the requirements and test
methodologies of the standards EN 50126, EN 50128, EN 50129. Depending on the category of
equipment in the development of the safety proof, the requirements in accordance with the SIL
classification are applied. Proof of safety is developed by the manufacturer together with the Technical
Conditions of Manufacturing and Approval and Technical-Operational Documentation, while testing
and verification of the given proof of safety are conducted by an Authorized Testing Body, and testing
and evaluation of systems and devices of rail traffic control for use in the interoperational
infrastructure are carried out by the Notified laboratories.
Certificates are issued by the registered certifying bodies (Figure 48).
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5.19.4
Energy Supply
In the Polish national system, traction vehicles are powered from the traction contact line with voltage
of 3kV and rated current of 2kA; therefore energy network tested by a competent unit is assessed on
the technical requirements as set by the national standards and technical conditions of traction
network issued by the railway infrastructure manager Polish Railway Lines (PLK). In addition to basic
tests of the mechanical endurance of both carrying ropes, overhead traction wires and supporting
structures, meeting the isolation requirements, finally also the emission of harmonics generated by
railway vehicles to the energy network is tested - it is particularly necessary in the case of vehicles
equipped with processing equipment (chopper) - inverters changing DC to AC voltage, as the railway
vehicles constructed and operated in Poland are equipped with AC induction motors.
Designated bodies involved in this process are the Institute of Electric Engineering and the Railway
Scientific and Technical Centre.
The assessment is based on local regulations issued by the Infrastructure manager (PLK). The process
involves evidence from certificates of inspection, third party measurements to standards,
simulations/calculations, expert opinion. Other responses suggest that EN 50388 is considered.
5.19.5
Radio frequency systems
The process involves ‘studies on compliance with national and European standards and regulations’.
These are based on EN 50121. The method of assessment requires comparisons with limits.
Polish Railways uses the PKP radio system for ground to train radio communication. Details of these
systems may found in the TSI CCS Annexe B.
The resistance (immunity) of the radio equipment to interference from internal electromagnetic fields
emanating from devices of a railway vehicle is also tested. Examined are the characteristics of
radiotelephones in relation to undesirable emissions, channel spacing and the bandwidth of the
transmitted signal. The radiotelephone must meet the requirements for operating in the RADIOSTOP
system.
5.19.6
Other systems
The Polish assessment does require consideration of compatibility with human exposure to EM effects.
The criteria for compatibility are not directly stated but the methods used are testing and evaluation.
Compatibility with the EMC directive is also required. This involves compliance with BS EN 50121 EN
50367 Railway applications EN 50388, BS EN 60870-2-1:2002 equipment and systems. Part 2-1:
Operating conditions. Power supply and electromagnetic compatibility, PN EN 61000-4-29:2004, PN EN
61000-5-7:2005, PN EN 61000-6-3:2004, PN EN 61000-6-4:2004.
5.19.7
EN 50238
The Polish assessment does use the technical annexe to EN 50238 in its assessment process.
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5.20
The Demonstration of Electromagnetic Compatibility in Portugal
There was no response to the questionnaire from Portugal. A document was sent through giving
technical information. Since the Portuguese were not represented at the convocation and the
questionnaire was not filled in there are no details available about procedural methods and evidence
supplied to the compatibility process.
The following paragraph is taken from the Portuguese “IMTT” website which also has responsibility for
Railways and is also the NSA for Portugal.
Instituto da Mobilidade e dos Transportes Terrestres, I.P., also known by the acronym “IMTT” - the
central administration body responsible for the coordination of inland transport - is an independent
entity, endowed with administrative and financial autonomy and with jurisdiction over the national
territory.
IMTT integrates a functionally independent rail regulatory unit in charge of the economic and technical
regulation of the rail sector.
IMTT’s mission comprises the regulation, supervision, coordination and planning of inland transport.
IMTT is also responsible for supervising and regulating the activities of those who operate within this
sector, as well as for promoting safety and quality standards and ensuring the protection of consumer’s
rights.
The following partners are involved in the acceptance process:
•
REFER EPE – Infrastructure Manager (REFER EMC Lab for EMC issues)
•
Public (CP) or Private Train Operators (e.g. FERTAGUS)
•
Manufacturers – several
•
External consulatancies to support REFER
•
IMTT – Portuguese NSA
•
APNCF – Recently created Notified Body.
5.20.1
Processes
For EMC purposes REFER is the accepting body on behalf of IMTT and can also carry out the EMC
testing / report as well.
For some authorisation processes external consultancies are contracted (by REFER, by CP or both) to
complete the compatibility demonstration. These companies include Movares (formerly HollandRail
Consult), SNCF/ Eurailtest, Siemens AG and AEA Technologies.
The acceptance process in shown in Figure 49.
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Figure 49 – Portuguese Acceptance Procedure
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5.20.2
Train Detection
Compatibility with train detection is by measurement of harmonic currents in the time domain with
analysis by filters specifically designed for each track circuit or axle counter type. Filter characteristics
used in interference current measurements are shown in
Figure 50. These values include a safety factor of two.
For multiple units linear addition (synchronous) of interference currents is mandated unless it can be
proven that independent contributing sources are asynchronous.
Figure 50 – Measurement Filter Characteristics
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Notes for Figure 50.
5.20.3
Lineside Systems
No limits are given in the technical documentation. Further clarification has been sought.
5.20.4
Energy Supply
Portugal has a 25kV 50Hz traction supply system however, no methods of compatibility with the supply
are available.
5.20.5
Radio Frequency Systems
The Portuguese use EN 50121 for general compatibility with RFI systems. Portuguese railways use the
TTT radio system CP_N for voice and data communications. Details of these systems may found in the
TSI CCS Annexe B.
5.20.6
Other Systems
No levels are detailed for magnetic fields under and in the surrounding area of the vehicle (i.e. local
induction).
5.20.7
EN 50238
The Portuguese follow EN 50238.
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5.21
The Demonstration of Electromagnetic Compatibility in Romania
The Romanian participant returned a completed questionnaire. Romania did not send a delegate to the
convocation.
5.21.1
Processes
The responsible body for safety assessment in Romania is the Autoritatea Feroviara Romana (AFER).
Assessment is to the requirements of OMT 535/2008 which is available in Romanian from the AFER
website (http://www.afer.ro/). The AFER is organised into two parts; ASFR and ONFR. The Romanian
Safety Authority (ASFR) requires evidence in the form of expert opinion, certification from third party,
evaluation reports for the locomotives, maintenance, any required technical revisions of the train,
personnel assessments and declarations from personnel with specific route knowledge. Evidence is
assessed by conformance to a technical check list, third party tests and expert opinion. The technical
check list involves documentation concerning the operations and systems required for the issuing of the
certificate but does not specifically involve EMC. The third party is the specific notified body in Romania
(ONFR) who provides the registered certificate of the locomotive; the identity card of the locomotive
and evaluation reports on the locomotives under the requirements of OMTCT1193/2004 which may be
obtained from "Monitorul oficial" RA Parcului Street No.65 Bucharest. Expert opinion is provided by a
nominated person from within the Safety Certification and Authorisation Department of the Romanian
Safety Authority. The documentation process has a timescale of 30 days and it’s cost is variable
depending upon the applicants’ end use: passenger operation, freight operation etc.
Approval Request
Railway Undertaking
Autoritatea Feroviara Romana
(AFER).
Romanian Railway Authority
Approved Test Laboratories
OICPE.S.A. or ICMED S.A.
Train Detection
Tec hnical
Check List
ASFR
Romanian Railway
Safety Authority
Tec hnical File
Containing
Certfication
ONFR
Romanian
Notified Body
Nominated ASFR
Expert
Radio Frequency
and Lineside
ANCOM
(National Communication Authority)
Telecomunicatii CFR SA
(Railway telecommunication agency)
Supply
Human Exposure
SC Electificare CFR SA
(Infrastructure Controller)
Registered Certificate of the Locomotive
Institutul National Cercetare
Dezvoltare Pentru Protectia Muncii
"Alexandru Darabont"
Safety Certific ate
National Institute for R & D for Labour Protection.
Third Party Testing
Figure 51 - Romanian Interactions for EMC Approvals
5.21.2
Train Detection
Compatibility with train detection is assessed by the Romanian notified body (ONFR). The process
involves evidence from third party measurements to standards and test data. The assessment is
performed by one of two authorised testing laboratories; OICPE.S.A. or ICMED S.A. There are no
reference standards given for the tests. The assessment is documented by a detailed technical
assessment and report in two stages prototype and running tests. No fixed timescales or costs are given
for the process these are stated to be dependent upon the scope of testing required.
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5.21.3
Lineside Systems
Compatibility with lineside systems is assessed by the Romanian notified body (ONFR). The process
involves evidence from third party measurements to standards, test data. The assessment is performed
by ANCOM; the national authority for management regulation in communication of Romania, or
Telecomunicatii CFR SA – the railway telecommunication agency There are no reference standards
given for the tests. The assessment is reported by a detailed technical assessment and report.
5.21.4
Energy Supply
Compatibility with the energy supply systems is assessed by the Romanian notified body (ONFR). The
process involves evidence from third party measurements to standards, test data. The assessment is
performed by SC Electificare CFR SA. There are no reference standards given for the tests. The
assessment is reported by a detailed technical assessment and report.
5.21.5
Radio Frequency systems
Compatibility with radio frequency systems is assessed by the Romanian notified body (ONFR). The
process involves evidence from third party measurements to standards and test data. The assessment is
performed by ANCOM; the national authority for management regulation in communication of
Romania, or Telecomunicatii CFR SA – the railway telecommunication agency. There are no reference
standards given for the tests. The assessment is reported by a detailed technical assessment and report.
5.21.6
Other systems
The Romanian process includes an assessment compatibility of systems to the directive relating to
Human exposure to EM radiation. The assessment is performed by Institutul National Cercetare
Dezvoltare Pentru Protectia Muncii "Alexandru Darabont" the Romanian National Institute for Research
& Development on Labour Protection. The evidence presented includes test measurements and expert
opinion. Evidence is to European standards SR EN60950, SR EN55022:2000, SR EN55024:2001 and SR
EN61000-3-2:200. The evidence consists of a comparison with the limits in the standards supported by
a detailed technical report
The process also includes an assessment compatibility of systems with the EMC directive by the
Romanian notified body (ONFR). The process involves evidence from third party measurements to
standards and test data which is assessed by Institutul National Cercetare Dezvoltare Pentru Protectia
Muncii "Alexandru Darabont" .The evidence consists of a comparison with the limits in the standards
and if conforming the issue of a certificate of compatibility.
5.21.7
EN 50238
Romania does use the technical documentation in appendix TR5057 of EN 50238 in its assessment.
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5.22
The Demonstration of Electromagnetic Compatibility in the Slovak Republic
The Slovakian participant has returned a completed questionnaire. The Slovakian republic did not send
a representative to the convocation.
5.22.1
Processes
The Railway Regulatory Authority - Úrad pre reguláciu železni•nej dopravy (URZD) as a state
administrative body is a safety authority for railways, special tracks, cableways and for railway vehicles.
URZD is responsible for granting authorisations for placing in service of railway vehicles. Since January
1, 2010 it has been acting in accordance with a new Act No. 513/2009 Coll. on railroads and on
amendments of some acts (Act on Railroads). According to this Act URZD no longer acts as an approval
body for the railway vehicle type approval. Railway vehicle type approval has been taken over by the
Slovak Ministry of Transport, Post and Telecommunications (MDPT SR), inconsistent with Directive
2008/57/EC, Article 26 which implies that it is a safety authority which has the responsibility (URZD is
the NSA for Slovakia) approving railway vehicle type.
Implementing ordinance to the new Act on Railroads is currently subject to comments; both documents
will be published in due course on www.urzd.sk and www.telecom.gov.sk.
As a first step MDPT SR approves a type of railway vehicle. According to Article 21 of the Act on
Railroads, type approval must be carried out before the first authorisation for placing in service of a
railway vehicle (Directive 2008/57/EC, Art. 22 and 24). Based on a certificate of type-approval issued by
MDPT SR, sumbission of the documents concerning carrying out technical inspection and technical and
safety test according to Article 27 (7), and documentation as stated in Annex 4 (4) of the Act on
Railroads, URZD issues for an applicant an authorisation for placing in service of a railway vehicle. The
documentation is assessed by the URZD panel (working group).
The timescale of the process of type approval by MDPT SR is from 4 to 12 months depending upon the
complexity of the submission and the costs for the approvals certificate is €1000 (the costs are borne by
the organisation submitting an application for a railway vehicle approval).
The timescale of the process for issuing/granting an authorisation for PIS by URZD is from 2 to 4
months depending upon the complexity of the submission and the costs for the certificate of
authorisation is €40 (the costs are borne by the organisation submitting an application for PIS of
a railway vehicle).
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Úrad pre Reguláciu Železnicnej Dopravy
(URZD)
Approval Request
Railway Undertaking
Railway Regulatory Authority
Expert Panel
Výskumný a vývojový ústav Železníc
VVÚŽ
Testing
Slovakian infrastruc ture Manager
R & D Institute for Railways
Výskumný ústav dopravný
VÚD
Železnice Slovenskej
Republiky (ŽSR)
Tec hnical File
Certification
Railways Transport Researc h Inc
Statement
of
Compatibility
Výzkumný ústav kolejových vozidel
VÚKV
Rolling stock/developer/tester
Výskumný ústav zváracský
(VÚŽ)
Slovakian Welding Researc h Institute
Approval of
Rolling Stock
Expert Opinion NoBo
Person/ organisation
approved by the
ministry of Transport
Figure 52 - Slovakian Interactions for EMC Approvals
5.22.2
Train Detection
Compatibility with all EMC issues is the responsibility of the ŽSR (Železnice Slovenskej Republiky) the
Slovakian infrastructure manager. The ZSR uses evidence from certificates of inspection, third party
measurements to standards, test data, simulations/calculations and expert opinion. Inspection,
measurements and testing are performed by the Research and Development Institute for Railways
(VVڎ). Any specific simulations/ calculations are performed by personnel with an approved (legal)
status to review European standards, the TSIs and local standards. For historical reasons these mirror
those of the Czech republic. Third party and ZSR test and measurement are assessed by comparison
with limit values and existing train measurements. The analysis is reported in Slovakian by detailed
technical reports from each party. Expert opinions are given by a Competent Person. The compatibility
process is in four stages, namely:
•
Design Specification
•
Testing
•
Trial operation
•
Approval
The in-cab signalling system in the Slovak Republic is called LS. The track-side part of the system uses
coded track circuits at one carrier frequency (75Hz).
5.22.3
Lineside Systems
Compatibility with lineside issues is the responsibility of the ŽSR (Železnice Slovenskej Republiky) the
Slovakian infrastructure manager. The ZSR uses evidence from certificates of inspection and (third
party) measurements to standards performed in house. Costs and timescales are not given.
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5.22.4
Energy Supply
Compatibility with the Energy Supply is the responsibility of the ŽSR (Železnice Slovenskej Republiky)
the Slovakian infrastructure manager. The ZSR uses evidence from certificates of inspection and (third
party) measurements to standards performed in house.
Costs and timescales are not given.
5.22.5
Radio Frequency systems
Compatibility with the Radio Frequency systems is the responsibility of the ŽSR (Železnice Slovenskej
Republiky) the Slovakian infrastructure manager. The ZSR uses evidence from certificates of inspection
and (third party) measurements to standards performed in house with input from the VVڎ.
Costs and timescales are not given.
5.22.6
Other Systems
The Slovak Republic does not assess for compatibility with human exposure to EMF effects.
The Slovakian process includes an assessment compatibility of systems with the EMC directive. The
Research and Development Institute Railways (VVڎ) is responsible for assessing evidence for
compatibility. Evidence is to the requirements of the directive. The evidence consists of certificates of
inspection, third party measurements to standards and expert opinion supported by a detailed technical
report. The ŽSR are responsible for performing the measurements and producing the technical reports.
Costs and timescales are not given.
5.22.7
EN 50238
The Slovak Republic does use the technical documentation in appendix TR5057 of EN 50238 in its
assessment.
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5.23
The Demonstration of Electromagnetic Compatibility in Slovenia
The Slovenian representative did not return a questionnaire nor attend the convocation of experts.
The NSA for Slovenia is called the ažp (Javna agencija za železniški promet RS – (Public Agency for Rail
Transport of RS)) http://www.azp.si/www/index.php. No other direct information on Electromagnetic
Compatibility is available at the time of writing.
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5.24
The Demonstration of Electromagnetic Compatibility in Spain
The Spanish participant returned a completed questionnaire. Spain also sent a representative to the
convocation.
5.24.1
Processes
The Spanish assessment of compatibility is twofold the first part is performed by Ministerio de Fomento
(Ministry of Public Works, the NSA) which issues the authorisation for putting into service and the
second by the Infrastructure Manager Administrador de Infraestructuras Ferroviarias (ADIF) which issues
the operating authorisation confirming compatibility with the network. The documentation detailing
the process is also twofold. Legal processes are established by the Ministerial Orders of Material and
the Technical Specifications for Approval are established by the Especificaciones Técnicas de
Homologación.(ETH). These documents may be obtained from the webpage of the official state
bulletin. http://www.boe.es. The assessment takes evidence from test results, calculations/simulation,
comparison with existing trains and certification from third parties. The assessment is performed by an
external panel consisting of certification bodies and Notified Bodies. This panel provides a certificate of
certification based on the TSIs and the local standards (ETH). There are five stages to the process:
a
Request
b
Validation report (Issued by a Certification Body)
c
EC Verification: only first level (Issued by a NoBo)
d
Authorisation for PIS: first or second level (issued by NSA)
e
Operating authorisation (Issued by IM)
There are no details given of the timescales or costs involved in the assessment process.
Approval Request
Railway Undertaking
Ministerio de Fomento
(NSA)
Ministry of Public Works
NoBO
Test results
Design
Sim ulation
EC Verification
Administrador de
Infraestruc turas Ferroviarias
(ADIF)
Manufacturer
Eq uipm ent
Supply
Infrastruc ture Manager
Certification
Third Party Testing
Authorisation for
putting into servic e
Authoriza tion of
com patibility with
the network
Figure 53 - Spanish Interactions for EMC Approvals
5.24.2
Train Detection
The Manufacturer is responsible for supplying evidence for compatibility with train detection. The
evidence presented is from testing. The process does use the technical appendices to EN 50238 in the
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assessment. Testing is on-track type testing with detailed technical analysis and reporting. The
timescale of the process is estimated as 5 days with a cost of €9500. Definitions of limits for track
circuits on Spanish Railways are given in document PD CLC/TR50507:2007. The track circuit types
defined include 50Hz (various manufacturers), HVI, FTGS jointless, FS2000/3000/5000 jointless, TI21,
and UM71/2000 jointless. However, no detailed levels for compatibility demonstration are given.
Spain uses ASFA for in-cab signalling and ATP. This system uses magnetically coupled resonant circuits
at nine frequencies from 55kHz to 115kHz.
Spain also uses LZB (Linienförmige Zugbeeinflussing). The system uses 36kHz (to the train), 56kHz (from
the train).
5.24.3
Lineside Systems
The Equipment supplier is responsible for supplying evidence for compatibility with lineside systems.
The evidence presented is from third party measurements to standards, test data and certificates of
conformity for LEU (Lineside electronic unit) and Eurobalise. Testing is carried out by any authorised
Competent Body. No standards are quoted for the test measurements. There are no psophometric
limits for the train.
A report from the convocation stated that, there are problems with ASFA balises (no specific
information was given other than they were EMC related). The Germans also commented that they had
problems with the detection of “ghost” balises.
5.24.4
Energy Supply
Compatibility with the energy supply systems is assessed by the manufacturer who provides test data to
the ADIF. There are no reference standards given for the tests. The assessment is reported by a detailed
technical assessment and report and approved by the NSA. Standards apply are EN50153, EN50163
and EN50388. Two supply voltages – 3kV DC and 25kV 50Hz.
5.24.5
Radio Frequency Systems
Compatibility with radio frequency systems is assessed by the manufacturer who provides test data to
the ADIF. The reference standard given for the tests is EN 50121. The assessment is reported by a
detailed technical assessment and report. The Spanish Railway uses UIC Radio Chapter 1 – 4 + 6 for
ground to train radio (UIC code 751-3). Details of this system may found in the TSI CCS Annexe B.
5.24.6
Other Systems
Spain does not assess for compatibility with human exposure to EMF effects.
General compatibility with the EMC directive is assessed by the supplier of equipment. Basic assessment
is to the EN 50121 series of standards and the manufacturer provides a technical evaluation of tests as
evidence. The timescale of the process is estimated as 5 days with a cost of €13000.
5.24.7
EN 50238
Spain does use the technical documentation in appendix TR5057 of EN 50238 in its assessment.
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5.25
The Demonstration of Electromagnetic Compatibility in Sweden
The Swedish participant returned a completed questionnaire and representatives from Sweden were at
the convocation.
5.25.1
Processes
The responsible body for acceptance in Sweden is the Transportstyrelsen (Swedish Transport Agency).
Assessment is to the requirements of JVSFS2006:1which is available in Swedish from the
Transportstyrelsen website. http://www.transportstyrelsen.se. The acceptance body requires evidence in
the form of test results, calculations and simulations, expert opinion, comparison with existing trains
and third party certification. Safety is assessed by a third party organisation and by expert opinion. The
third party organisation is approved by Transportstyrelsen and the third party issues a certificate of
conformance on completion of its assessment. Assessment is to the processes of JvSFS2006:1 and its
accompanying guidelines which are available from the Transportstyrelsen website. Expert opinion is
from competent persons within Transportstyrelsen. The process follows phases 1 to 13 of schedule V
given in EN50126.The timescale for the process are stated to be between 0 and 6 years with no
estimates of cost given.
Norway and Sweden have a joint document NES TS02 (Nordic Electric Power Co-operation Technical
Specification 02) called “Requirements on rolling stock in Norway (JD590) and Sweden (BVS
543.19300) regarding EMC with the electrical infrastructure and co-ordination with the power supply
and other vehicles”.
Transportstyrelsen
Swedish Tra nsp ort Agenc y.
Third Party
Testing
Expert Opinion
Individuals
a ppointed b y
Transportstyrelsen
Test Results
Sim ulation
Certific ation
Design Data
Manufacturer
Technica l File
Certifica tion
Evaluation
Statem ent of
Com pa tibility
Banverket
Swedish Rail Administration
Test Operation
tra in
Figure 54 - Swedish Interactions for EMC Approvals
5.25.2
Train Detection
The Manufacturer or supplier is responsible for supplying evidence for compatibility with train
detection. The evidence presented is from certificates of inspection, third party measurements to
standards, test data, simulations/calculations and expert opinion. Inspection is carried out by Banverket
(Swedish Rail Administration) who reviews inspections and submitted material and passes it on to
Transportstyrelsen as a basis for their decision on approval of the vehicle.
Only DC track signalling circuits exist on the whole electrified network. Sweden does not use axle
counters for signalling purposes. They are used only in conjunction with hot axle box detectors. The DC
track circuits are susceptible to traction currents at frequencies of between 0 and 2Hz and the
magnitude is restricted to 25A. For transformer inrush the 25A limit must not exceed 1.5s.
Third party measurements are assessed to the section of BVS 543.19300 dealing with signalling and
telecommunications. The document is available in English and can be obtained from Banverket or
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Transportstyrelsen. Assessment is by comparison with the limits described in the document and
reported by a detailed technical report. Expert opinion is based on BVS 543.19300 which is, in turn
based upon EN 50121, EN 50163, EN 50238, EN 50388 and others and is given in a detailed technical
report. Evaluation is in two stages; the first is a detailed assessment of the technical information
provided which then allows the process to proceed to the second stage of on-track testing. The
timescale for the process is stated to be approximately 3 months and the cost consists of a basic
€40,000 with variable extra costs depending upon the testing campaign. Definitions of limits for track
circuits on other parts of the Swedish Railways are given in document PD CLC/TR50507:2007. Further
requirements are detailed in BVS 560.1201 EMC requirements for track-bound vehicles regarding
telecommunication, radio and signalling disturbances.
5.25.3
Lineside Systems
The Manufacturer or supplier is responsible for supplying evidence for compatibility with lineside
systems. The evidence presented is from certificates of inspection, third party measurements to
standards, test data, simulations/calculations and expert opinion. Inspection is based on the
requirements of EN 50121. Third party measurements are assessed to BVS 543.19300 as is the expert
opinion and any simulations and calculations. Many external parties can be involved in the assessment
but evidence is collated by Banverket who then gives and overall assessment to Transportstyrelsen in a
detailed technical report. Psophometric current must not exceed 1.65A.
5.25.4
Energy Supply
The Manufacturer or supplier is responsible for supplying evidence for compatibility with the energy
supply systems. The evidence presented is from certificates of inspection, third party measurements to
standards, test data, simulations/calculations and expert opinion. BVS 543.19300 contains the technical
requirements for the assessment however the information is too complex for direct inclusion here. It
prescribes methods of calculation for interactions with the supply for neutral sections, power factor,
electrical resonance stability, ac inrush currents and simulations of dynamic vehicle behaviour. Many
external parties can be involved in the assessment but evidence is collated by Banverket who then gives
and overall assessment to Transportstyrelsen in a detailed technical report.
5.25.5
Radio Frequency Systems
The Manufacturer or supplier is responsible for supplying evidence for compatibility with radio
frequency systems. The evidence presented is from third party measurements to standards, test data
and expert opinion. Assessments are performed to EN 50121. Many external parties can be involved in
the assessment but evidence is collated by Banverket who then gives and overall assessment to
Transportstyrelsen in a detailed technical report.
A further standard BVS 545.43501 imposes requirements on external antennas for railway vehicles
(Swedish NNTR).
5.25.6
Other Systems
The Swedish assessment does not require consideration of compatibility with human exposure to EMF
effects or compliance to the EMC directive. There are no restrictions for locally induced interference
from the vehicle. EN 50500 is quoted.
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5.25.7
EN 50238
The Swedish assessment does not use the technical appendix TR5057 of EN 50238 in its assessment.
The respondent states that this appendix refers to an outdated standard BVS 560.1201. Assessment is
currently to the requirements of BVS 543.19300 however it is stated that this standard is due to be
updated in the winter of 2009 to further specify detailed technical requirements for compatibility with
the railway in Sweden.
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5.26
The Demonstration of Electromagnetic Compatibility in Switzerland
Switzerland did not return an individual questionnaire. Instead, the representatives on the ERA XG
group indicated that the required information could be compiled from a combined working document
which applies to all 5 countries belonging to a group of countries who have certain common
requirements for international inter-operation These are documented in the International Requirements
List available from www.irl-rail.eu This document (RTI)[3] represents their efforts in defining a common
approach in a TFI (task force for interoperability). A reference to a document was given which contains
a collection of standards/requirements. Although this has much technical detail; some of which has
been extracted for the following paragraphs, it is difficult to relate to the individual items of the
questionnaire. The following paragraphs are therefore based mainly on evaluations of the technical
standards and interviews at the convocation and information from the internet.
Railway Undertaking
Request for
Network Access licence
Request for
Safety Certification
Federal Office of Transport
Interview and
Negotiation with
Infrastructure manager
Federal Office of Tra nsport
Safety Certificate
Network access
agreem ent
Network ac cess lic ense
Network Access
Figure 55 - Swiss Access Process
5.26.1
Processes
There are no detailed methodologies described within the document; rather the document contains
lists of standards applicable to each member of the group. Hence, no details may be given on the
approach, methods or reporting requirements from these member states.
Although Switzerland is not a member of the EU it has adopted similar legislation to the Interoperability
directives to maintain the cohesion of European railway system. As such the Swiss do not have a formal
National Safety Authority. Publicly available information sources state that the responsibility for
granting access for rolling stock lies with Département fédéral de l'Environnement, des Transports, de
l'Energie et de la Communication (the Swiss Federal Office for Transport agency DETEC). The DETEC
issues companies with a permit to use the Swiss rail network based on the Railways Act (EBG) and the
Track Access Ordinance (NZV) dated 25 November 1998.These are available in German from Die
Bundesbehörden der Schweizerischen Eidgenossenschaft (Federal Authority of the Swiss
Confederation) www.admin.ch/ch/d/sr/c742_101.html The provisions of the railway act mandate
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compatibility with signalling and telecoms.. The process is governed by the application of EN50129
(safety processes) however there are no other standards referenced.
Under the terms of the access ordinance it is the responsibility of the Railway Undertaking to provide
evidence of compatibility with the infrastructure as part of the requirement for the issuing of a safety
certificate. There are several infrastructure managers within the Swiss railway network (e.g. SBB AG,
BLS Netz AG). Each is responsible for reviewing compatibility information and issuing a certificate of
conformity for their network.
5.26.2
Train Detection
Definitions of limits for track circuits on Swiss Railways are given in document PD CLC/TR50507:2007.
This information is based on the Swiss document J78. Figure 56 shows the track circuit limits covered
by J78. Currently the Swiss are installing ETCS systems across their network. These are predominantly
level 2 systems however it is stated that some level 1 systems are present. The Swiss intend to have all
their network converted to ERTMS/ ETCS by 2015.
Compatibility with axle counters is to Swiss document J84-01-71-2.
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Figure 56 – Swiss Track Circuit Limits covered by document J78
5.26.3
Lineside Systems
The document contains a reference to psophometric current given in the annexe to EN 50121-3-1. The
annexe describes the mechanism and outlines the method however, no specific limits are applied in the
EN but the RTI document specifies a limit of 10A.
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5.26.4
Energy Supply
The Swiss system uses a 16.7Hz 15kV AC supply and requires rolling stock to have defined
characteristics to ensure stability of the supply. Resonances between the supply and the traction
systems harmonics can create damaging over-voltage and instabilities. There is also some noted
concern that the reduction in the ability of the system to absorb power (e.g. during braking) may
increase the likelihood of system instability in the future. Hence, system stability is of high concern to
the Swiss railway. The criterion mandated to achieve stability is by control of the input impedance of
the train.
The Swiss system requires that the input impedance of the train is passive (inductive) at all frequencies
above 103Hz (see Figure 57). The detailed requirement is available in the document 47.10.001
“Anforderungen an die Eingangs-Admitanz vonUmrichtertriebfahrzeugen” which is an internal Swiss
Railway document.
The existing track circuits operating at 100Hz require low emissions at this frequency and train design
operating on the Swiss railway often incorporate a 100Hz filter stage. This limits the realisation of the
prescriptive specification to 103Hz. It is stated that the aim of Swiss railways to remove/replace all such
track circuits with others operating at different frequencies; when this process is complete the
frequency threshold requirement for passive impedance will be lowered to 87Hz.
Demonstration of compatibility is by direct measurement, simulation/calculation or comparison with
existing rolling stock design. Document 47.10.002 gives a methodology for the direct measurement
process which involves the injection of a signal into the supply during train operation (small signal
response measurement).
There are several methods outlined in the document to achieve the demonstration by comparison with
other rolling stock operating on the railway. The limitation on the input impedance is not applied if the
operator intends to run a system whose total fleet power is less than 25 MW. Acceptance by the
comparative route can be rescinded for rolling stock which is subsequently found to be problematic.
Simulation/analysis/measurement is then required before re-acceptance.
10
1
P.U. Impedance
0.1
100
200
300
400
Freq uenc y
103 Hz
Exam ple
Im ped anc e
Curve
180
Forbidd en
90
Pha se
0
-90
Forbidd en
-180
100
200
300
400
Frequenc y
Figure 57 - Input Impedance Requirements
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The issue of the ability of the system to absorb/supply power is discussed in Document 47.10.003
which mandates the disconnection of the power of the vehicle if the supply frequency is changed due
to train load to be outside the limits 16.1Hz and 17.3 Hz.. The response time of the disconnection is
given as 500ms for a 0.1Hz step disturbance in frequency.
100
80
Forbidden
Region
60
Power
Level
%
Full
Power
Region
40
Reduc ed
Power
Region
20
0
-20
Reduc ed
Power
Region
-40
-60
-80
-100
16.1 Hz
16.5 Hz
16.9 Hz
17.3 Hz
Figure 58 - Frequency/Power Limits
For frequency changes between the 16.1 and 17.3Hz limits a series of power limit curves are given (see
Figure 58) in accordance with EN50163 (the system is defined as an island system). The document also
gives a diagram delimiting how the power reduction requirement should be adjusted for train speed
(see Figure 59). Demonstration of the compatibility is by simulation/calculation by the train
manufacturer.
Tra c tio n / Bra ke Effo rt
> 16.5Hz
16.4 Hz
16.3 Hz
16.2 Hz
0
17.2Hz
17.1 Hz
17.0 Hz
< 16.9 Hz
Speed
Figure 59 - Speed/Power/Frequency Curves
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5.26.5
Radio Frequency Systems
The Swiss require compliance with EN 50121 for general compatibility with radio frequency systems.
5.26.6
Other Systems
No details of the compatibility requirements relating to human exposure (EMF) or the EMC directive
were given in the information supplied. However, the RTI document does include measurements to all
the specifications required for general compliance to the EMC Directive.
5.26.7
EN 50238
The Swiss will use EN 50238 when the standard becomes fully implemented.
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5.27
The Demonstration of Electromagnetic Compatibility in the United Kingdom
The United Kingdom returned a completed questionnaire and sent a representative to the convocation.
5.27.1
Processes
The general procedure for acceptance in the UK is controlled by the Office of Rail Regulation (ORR)
which has the role of National Safety Authority (NSA). The current process is defined in a series of
regulations known as the Railway and Other Guided Transport Systems (Safety) Regulations 2006
(ROGS). ROGS mandates that any railway undertaking (RU) must demonstrate that it has a safety
management system (SMS) which is appropriate to control the safety of the system. The details of the
safety management system are required to be able to demonstrate that operations performed by the
railway undertaking are safe. The safety management system is reviewed by the ORR which issues a
safety certificate to the railway undertaking. There are no technical requirements or engineering
parameters or demonstrations needed for the regulator to issue a safety certificate. The issuance of a
safety certificate is governed by the demonstration of the documentation process and staff
competence.
Hence demonstration of EMC compatibility is devolved to the railway undertaking which is required to
assess any system introduced onto the railway. There are three levels of change that the certificate
holder needs to consider when introducing a system:
These distinguish between the levels of compatibility demonstration required for different scales of
change introduced into the railway. All three may potentially involve assessments with regard to rolling
stock which affect or are affected by Electromagnetic factors.
A ‘New’ railway undertaking for the mainline; this must demonstrate compatibility
New or substantially modified stock; Substantial modification is defined as a significant major change in
the traction system or envelope of the train.
Modifications that do not affect the technical or operational characteristics of the train.
The RU has to hold a compatibility forum with all stakeholders including the IM.
Notified
Body
Office of Rail Regulation
ORR
Tec hnical Chec klist
Certific ation
Approval Request
Railway Undertaking
Safety Management
System
Compatibility forum
Certific ate of
Com patibility
Test results
Design
Sim ulation
Certific ation
Test
Permissions
Network Rail
Manufacturer
Third Party Testing
Infrastruc ture Manager
(RFI)
Licenc e to
Operate
Figure 60 - Approvals Interactions in the UK
The infrastructure manager (IM) has a suite of documents that specifies the EMC processes and limits
to be applied in an Engineering Safety Case (Compatibility File). This satisfies the requirements of
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GE/RT8270 (NNTR). Additionally, GE/RT8270 calls up GE/RT8015 (NNTR) which in turn mandates BS EN
50121. The infrastructure manager (Network Rail) issues a Rolling Stock Infrastructure Certificate of
Compatibility when it is satisfied with the Compatibility File.
The Engineering Safety Case (Compatibility File) should be produced in accordance with the guidelines
given in Engineering Safety Management (The Yellow Book www.yellowbook-rail.org.uk) and
incorporate or reference the appropriate simulations, measurements and statements of compliance
with the suite of documents listed below.
The main document in the UK for Network Rail (IM) is NR/L2/SIG/30040 “EMC Strategy for Network
Rail”. This document references a suite of documents that detail the limits for the demonstration of
compatibility with rolling stock within 3m of the centre of the nearest railway line.
These are detailed in Figure 61.
UK Compatibility Documentation
NR/SP/SIG/50002 Methodology for the demonstration of compatibility with single rail Reed Track
Circuits on the AC railway.
NR/SP/SIG/50003 Methodology for the demonstration of compatibility with Reed Track Circuits on
the DC railway.
NR/SP/SIG/50004 Methodology for the demonstration of electrical compatibility with DC (ACimmune) Track Circuits.
NR/GN/SIG/50005 Methodology for the demonstration of compatibility with 50 Hz Single Rail Track
Circuits.
NR/SP/SIG/50006 Methodology for the demonstration of compatibility with 50 Hz Double Rail Track
Circuits.
NR/GN/SIG/50007 Methodology for the demonstration of compatibility with HVI Track Circuits.
NR/GN/SIG/50008 Methodology for the demonstration of compatibility withTI21Track Circuits.
NR/GN/SIG/50009 Methodology for the demonstration of compatibility with FS2600 Track Circuits.
NR/L2/SIG/50010 Methodology for the demonstration of compatibility with train detection systems in
use on non-electrified lines.
NR/SP/SIG/50011 Methodology for the demonstration of compatibility with Axle Counters.
NR/SP/SIG/50012 Methodology for the demonstration of compatibility with TPWS trackside
equipment.
NR/GN/SIG/50013 Methodology for the demonstration of compatibility with Interlockings.
NR/GN/SIG/50014 Methodology for the demonstration of compatibility with Lineside Equipment on
AC and DC Railways.
NR/SP/SIG/50015 Methodology for the demonstration of compatibility with Reed FDM Systems.
NR/SP/TEL/50016 Methodology for the demonstration of compatibility with Telecomms Systems.
NR/GN/SIG/50018 Methodology for the determination of interaction with Neighbouring Railways.
For radiated emissions, Network Rail operates a telecoms clearance process which reduces the risk of
interference from fixed radio transmitters to sensitive lineside systems to ALARP. This document is
NR/SP/TEL/30066 “Signalling and Telecommunications Telecoms Clearance for Fixed Transmitters”.
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UK Compatibility Documentation
The infrastructure can also be affected through EMI generated externally such as lightning, 3rd party
transmitters and EMI from cabling sourced or routed through a non-railway third party or neighbouring
railways. Their effect should be defined by individual risk assessments in accordance with
NR/L2/SIG/30041 “EMC Assurance Process for Network Rail”.
Figure 61 – List of Infrastructure Manager Standards
5.27.2
Train Detection
Compatibility with train detection systems is normally demonstrated by measurement to a series of
Network Rail Company Standards (Figure 61) which apply to the national railway infrastructure. The
standards apply to different types of train detection systems and have a general nomenclature of
NR/XX/SIG/500xx (see above). Note: these documents are sometimes referred to as the IDI documents
(Industry Data Initiative). The limits are summarised in the gabarit line plotted in Figure 62. The limits
cover Reed track circuits (for AC and DC railway), DC (AC Immune), 50Hz (single rail and double rail),
TI21, HVI and FS2600. Limits for axle counters (steady state only) are also given (not shown in Figure
62).
Additionally, technical information from these documents for DC, FS2600, TI21 and 50Hz track circuits
respectively has been reproduced in Published Document PD CLC/TR 50507:2007 Railway Applications
– Interference limits of existing track circuits used on European Railways.
The information (including simulations, measurements etc.) are included in the engineering safety case
(compatibility file) for agreement with the IM.
Limits for axle counters are given in NR/SP/SIG/50011. In the UK, the document covers the following
axle counter types:
•
AxL70 – Alcatel 5060Hz heads (obsolete)
•
AzL70-30 – Alcatel 28 – 31kHz heads, 2530Hz, 4150Hz and 5060Hz FDM to evaluator unit
•
AzL90M – Alcatel 28 – 31kHz heads, digital Tx to evaluator unit
•
AzLM – Alcatel 28 – 31kHz (non ferrite heads), digital Tx to evaluator unit
•
AzSME – Siemens 43kHz heads, 3600Hz & 6250Hz for Tx to evaluator unit.
Limits for magnetic flux density in the X, Y & Z directions are given for each type of axle counter.
Limits for current in the rail (steady state) are also given ranging from 330mA for AzL70-30 to 85mA
for type AzSME.
No limits are currently given for transients.
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Train Detection Harmonic Limits in the UK
1000
Permissible Current A RMS
100
10
1
0.1
0.01
1
10
100
1000
10000
100000
Frequency Hz
Figure 62 – Conducted Limits for UK Train Detection
In the UK, there is also the Great Western ATP system. This operates at FSK 100kHz +/-10kHz (similar to
the TBL system used in Belgium).
5.27.3
Lineside Systems
Guidance on lineside systems is given in the document NR/GN/SIG/50014. Compatibility with the limits
given in this document are required for the compatibility file to show compliance. Systems covered
include AWS (Automatic Warning System), TPWS (Train Protection and Warning System),hot axle box
detectors, signalling equipment, CCTV, APC (Automatic Pantograph Control) Magnets etc.
5.27.4
Energy Supply
The UK mainline railway uses two methods of traction supply. These are 25kV AC overhead line and
750V DC third rail.
Compatibility demonstration of rolling stock with the supply is by initial simulation/ factory test of the
design followed by practical measurements on the network and further simulation of line resonance
effects. The measurements encompass regeneration. Compatibility limits for the systems are given in
Document NR/GN/ELP/27010 which has recently been amended to cope with regeneration. BS
EN50163 is aligned with this standard for supply voltages of traction systems with UK specific items in
Annexe B. BS EN50388 Power Supply and rolling stock – Technical criteria for the coordination
between power supply (substation) and rolling stock to achieve interoperability also applies. IM’s
Standard (GN) on 50Hz multiples up to 1000Hz. EN50388 recommended for the higher frequency
range.
5.27.5
Radio Frequency Systems
General compatibility with radio frequency systems is demonstrated by conformance to EN 50121 by
specific test on rolling stock prototypes on the railway. Specific analysis of these measurements is
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required for the various railway specific methods of communication which may be closer to the source
of interference than the prescriptive distance of 10m given in the standard. In addition there are
specific tests for compatibility with radio frequency systems which lie outside the frequency limits of the
standard (>2GHz). For radiated emissions, Network Rail operates a telecoms clearance process which
reduces the risk of interference from fixed radio transmitters to sensitive lineside systems to ALARP. This
document is NR/SP/TEL/30066 “Signalling and Telecommunications Telecoms Clearance for Fixed
Transmitters”.
The UK has two specific radio systems; NRN (National Radio Network) and CSR (Cab Secure Network)
Details of these systems may found in the TSI CCS Annexe B.
5.27.6
Other Systems
The United Kingdom assessment does not at present require consideration of compatibility with human
exposure to EMF effects. The standard BS EN50500 has however been published and it has been stated
that it is considered to be good practice to apply the standard to new build trains.
5.27.7
EN 50238
The UK has a contribution to the information contained in the technical appendices to EN 50238; as
such many of the requirements of the local EMC compatibility requirements have been incorporated
into the standard.
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6
Analysis
6.1
Overview
Although there have been a wide variety of styles in the replies received from the questionnaire
campaign and during interviews at the convocation and researches on the internet there are several
observations that may be made.
In general, of the replies received, there seems to be a procedural adherence to the terms of the
directives. All countries have implemented the requirements to the extent that there are now
commercially separate bodies responsible for approval, infrastructure and operations. Where the
country had a well established state controlled organisation the commercial separation frequently takes
the form of breaking up of the existing state systems into separate components dealing with
operations and infrastructure under an umbrella holding organisation.
In accordance with the directives, these organisations have to demonstrate that they operate suitable
safety management systems and that risks are controlled adequately. Under this structure the actual
verification of compatibility, including EMC, is frequently devolved to various other entities. Since the
technical expertise needed for these evaluations requires considerable knowledge of the local systems
and this local knowledge was concentrated in the original state system it is unsurprising that many of
the entities carrying out the verification are the same organisations and personnel that ensured
compliance before the directive became operational.
Thus, there is a continuum of devolution in the processes of evaluation of electromagnetic compatibility
extending from those states that have completely delegated the technical aspects of measurement,
analysis and evaluation to organisations outside the NSA to others where the NSA is the embodiment
of the older state system of compliance and all technical aspects are handled in-house. However, for
most of the organisations contacted, there is a considerable representation of the older state systems
involved in the process.
In all the replies, there is a general awareness of and movement towards the ‘common’ standards of
the TSIs: particularly as embodied in EN 50121 and EN 50238 but including other standards as outlined
in Figure 63. However, since railway infrastructures and equipment have useful working lives of thirty
years or more it does not necessarily make economic sense to eliminate all national requirements
immediately. This is especially so in the cases where the TSIs do not give technical methodologies for
compatibility demonstration with all types of existing infrastructure. Hence, the implementations of
compatibility demonstration for most member states are to both TSIs and local standards in parallel.
The lifespan of systems is also a major factor in the adoption of TSI compliant systems. The equipment
necessary for interoperable railways needs a good degree of integration. This integration is easier to
achieve for a completely new railway (rolling stock and infrastructure) rather than as a retrofit to an
existing system. Hence large step changes in technology such as the change from track circuits and
visible signals to ETCS tends to be restricted to new lines or routes.
The costs and duration of the demonstration processes were a specific part of the questionnaire but
have returned highly variable answers ranging from unknown to very specific amounts (which may
relate to single activities or tests or even fees for certification rather than the whole process); many of
the replies state that costs and timescales are variable depending upon the size of the conformance
task and hence there is little concrete information to be gained from these particular questions. In
particular, it is not possible to directly compare the costs from state to state.
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Although further requests for cost information were included in all follow up e-mails no other data was
produced. This was considered to be due to the lack of knowledge of financial aspects by some of the
respondents to the study who were mainly administrative or technical personnel. This area cannot
therefore not been studied beyond the questionnaire level.
EN
Number
Title
Description
50121
Railway applications —Electromagnetic
compatibility
In 5 parts dealing with EMC aspects, limits
and interactions between parts of the railway
system and the outside world.
50128
Railway applications —Communications,
signalling and processing systems —
Software for railway control and protection
systems
Deals with the software assurance
requirements of railway signalling systems ;
indirectly concerns EMC in its consequences
50129
Railway applications —Communication,
signalling and processing systems —Safety
related electronic systems for signalling
Requirement for the evidence to be presented
in the Safety aspects ( hardware and
software) for signalling systems; indirectly
impacts on EMC with rolling stock.
50163
Railway applications — Supply voltages of
traction systems
Describes and defines supply systems and
variations
50238
Railway applications —Compatibility
between rolling stock and train detection
systems
In 3 parts Part 1 is generic; defining
methodologies; Parts 2 and 3 are emergent
standards not yet officially published ; These
define test methods, limits and national
applicability for track circuits and axle counter
systems.
50367
Railway applications —Current collection
systems — Technical criteria for the
interaction between pantograph and
overhead line (to achieve free access)
Gives physical and electrical characteristics of
pantograph systems ; Indirectly affects EMC
as the sliding contact is a major source of
emissions.
50388
Railway applications — Power supply and
rolling stock —Technical criteria for the
coordination between power supply
(substation) and rolling stock to achieve
interoperability
Technical considerations pertaining to
protection, operation (demand and
regeneration) and testing with appendices on
resonance phenomena
50500
Measurement procedures of magnetic field
levels generated by electronic and electrical
apparatus in the railway environment with
respect to human exposure
Technical considerations and limits to be
applied to the evaluation of human exposure
to magnetic fields.
Figure 63 - EN Standards Quoted by Respondents as used in EMC Compatibility Demonstration
6.2
Processes
Most states have a process that involves the National Safety Authority and one or more other parties in
its assessment as described in the safety directive. These are detailed in local embodiments of the
directive usually accompanied by a document describing, in general terms the process of certification.
In the majority of states the documentation process consists of two parts. The first is the granting of a
licence to operate an undertaking after examination of the applicants’ ability and fitness to operate a
railway undertaking and a second part which is the granting of a safety certificate based on evidence of
the safety processes of the undertaking; management system, accident reporting, compliance with TSIs
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etc. Compliance with electromagnetic effects is universally part of the second part. The descriptions of
the ways of demonstrating compatibility are usually contained in a single reference document or
guidance note which gives an overview. Sometimes these guidance notes are prominent and freely
available from the web sites of the NSAs or Infrastructure managers of the country’s railway. Some
guidance notes reference the basic technical documentation however most just indicate which bodies
should be approached (NoBos; test labs, Infrastructure managers) for technical aspects. In most cases
compliance with the TSI is the major technical consideration for the NSA and compliance with EMC is
normally a minor or indirectly referenced part. The majority of the procedural standards examined in
the study are concerned solely with the physical and operational aspects of assurance.
Technical documentation giving details of the actual measurement methods, limits, mechanisms and
analysis methods required to demonstrate EM compliance were often difficult to access and in most
cases are unavailable from (readily accessible) public sources. Furthermore, the technical documentation
was often under review; several countries stated that their technical documents were undergoing a
process of rationalisation in preparation for the introduction of new train control systems (ETCS).
In some countries, the process of compatibility demonstration involves the participation of technical
experts within the NSA to give opinions on the evidence provided. In others, the technical analysis is
devolved to a third party organisation which reviews evidence and creates a statement (certificate of
conformity) which is then processed by the NSA against a checklist of requirements with no further
technical analysis. This reflects the fact that the technical experts involved in the actual evidence
collection and evaluation have migrated from the previous state agencies in the various countries either
into the state controlled arm (the NSA) or the commercially separated entities (infrastructure managers,
test laboratories, notified bodies).
6.3
Train Detection
Most states that responded have local requirements for the assessment of train detection. Compatibility
is invariably demonstrated by measurements taken from a test train. Two routes are used to obtain
these measurements. The first is to gather data from manufacturer tests and the second is for a third
party to perform the tests on a ‘first of class’ vehicle. Various forms of expert assessment are used to
assess the test evidence and this may involve representatives from the infrastructure organisations or
independent bodies. Most assessments include the effects of transients and credible failure conditions
by either direct measurement or simulation and calculation.
Compatibility is assessed in three main ways; by evaluation of the state railway authority, by self
assessment by the manufacturer or supplier or by third party assessment from a notified or competent
body. Since the subject is necessarily complex and technical it is usual to create some form of technical
file of the assessment. This may be directly passed to the NSA for further evaluation or it may be simply
reported within a statement of compliance. If the rolling stock is assessed against the TSIs then the
assessment is commonly performed by a Notified Body. To this end, most states record lists of
approved test agencies and bodies on their NSA’s web sites.
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Overall Gabarit for all train detection
1000
Harmonic Current
Amps RMS
100
10
1
0.1
0.01
0.001
1
10
100
1000
10000
100000
Frequency Hz
Figure 64 - Universal Train Detection Gabarit
By combining the requirements of each member state It is possible to create a common gabarit for all
types of train detection used in the European Railway Area (Figure 64). However conforming to this
gabarit with the existing designs of electric trains would be problematic.
There are several types of electric train design in common use through Europe. These can be broadly
classified into those using mechanical or pseudo mechanical controls, those using phase controls, those
using chopper converters and those using four quadrant converters. The first three types tend to create
harmonics which follow an exponential decay (power). To design such equipment that conforms to the
gabarit would place severe limitations on the power of the system. Equally, for four quadrant
converters, which produce harmonics at multiples of their design switching frequencies, the frequency
coverage of the overall gabarit is such that it is impossible to find a range of basic switching
frequencies whose harmonics miss every band other than a system using a very high switching
frequency of some 20kHz. Currently such a high switching frequency is beyond the bounds of
conventional megawatt power technologies.
Hence, it is impractical and uneconomic to create a single train design that can be simultaneously
compatible with all existing member state limitations on emissions. When all systems have migrated to
ECTS level 3 then the compatibility with individual state systems should be eliminated however, during
the interim, it is suggested that the requirements of the proposed technical appendices to EN50238 are
a way forward to a common approach.
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6.3.1
Common Methods
Two basic methodologies for demonstration of compatibility with train detection are described in the
technical documentation7 that has been reviewed as part of this project.
The first is the simplistic method of operating the train next to or over the train detection circuit. If no
functional disturbance is observed then the train is compatible. The method is simplistic in that it
assumes that all configurations of the infrastructure that might affect the result; relative spacing,
weather, section length, power drawn etc. are represented by the (necessarily) small population of
susceptible equipment on the test track.
This is the approach which was almost universally adopted for compatibility with axle counter systems
up to a few years ago8. Only one or two of the member states participating had existing specifications
for a more systematic approach. EN 50238-3 will contain a prescriptive approach to the demonstration
of compatibility with axle counters. Many countries indicated that they would adopt the methodology
when it is ratified.
A corollary to this method is to compare the vehicle design (and emissions) to a similar vehicle type
already operating on the member state’s railway. Both approaches require considerable knowledge and
technical judgements to be made by experts as the methods are largely qualitative rather than
specifically quantitative.
The second method for demonstration of compatibility with train detection is to use electrical
measurements from the system to determine compatibility. In all the technical documentation
examined the major method of demonstration is by measurement of the rail return current from the
train operating under ‘normal and degraded’ conditions. Return current is measured on the train in two
basic ways:
On DC infrastructure, current is normally measured at the supply input to the train
(point A, Figure 65)
ON AC infrastructure current is normally measured on the return leg of the main
transformer (point B, Figure 65)
7 The emergent standard EN50238-2 based on the previous technical appendices to the existing EN50238. In this standard test
methods and test conditions are based upon previous work by Railcom Ref.[21] which have been expanded and revised for the
emergent standard.
8 The emergent standard EN 50238-3 concerns the techniques of measurement and comparison to be used for axle counter
compatibility.
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Overhead wire
A
Overhead wire
B
Third Rail
AC Infrastructure
A
DC Infrastructure
Figure 65 - Measurement Points for differing Infrastructures
Both methods have the advantage that they separate the interference that is propagated to the rest of
the railway from that which circulates locally under the train. Conditions for local circulation are
complex and are usually not considered in connection with track circuit type train detection9. All
measurements are undertaken in the time domain.
Most methodologies call for the whole current of the train to be measured however the practical
aspects of measurement usually mean that finding a common point in the cabling which carries the
whole train current is difficult. Indeed, for the assessment of non-electric traction interference there
may be no common point identifiable. Hence, various methods of summing or scaling measurements
are used. Here, there are differences in the methodologies from different countries. Some use
arithmetic summation; effectively ignoring phase, and others use root sum square methods; effectively
assigning random phase to the individual measurements. A third method which produces results in
between the other two methods is to apply a scaling factor to the summation which is dependent on
the number of sources. This is used in several member states, including the UK and Germany, and there
is provision for such a summation rule in the future versions of EN50238.
Various analysis techniques are applied to the time domain signal to evaluate compatibility. Basic
techniques involve an initial conversion to frequency domain by means of Fourier transform or isolation
of harmonic frequency content by employing band-pass filtering. Both techniques result in a
10
measurement of a harmonic current level and duration over a specific range of frequencies .
It is at this point the methodologies between the different countries in the study diverge. Each country
has its own track circuit types, bandwidth timing and current limits, and analysis methods. However,
this in itself is not a significant factor impeding interoperable compatibility demonstration. Each analysis
is performed by computer and, provided that the baseline time domain information has been captured
with sufficient resolution and bandwidth, then the actual analysis differences are a matter of
9
Circulating current under the train is specified in only 3 member states technical documentation. The methodology for
measurement is not given and calculation/ simulation methods are known to be used as alternatives.
10
Other analysis techniques may be employed e.g. Z transform or wavelet transform but these are only applicable to specific
analyses and are not widely used.
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software11. Although software may be complex its costs of production are one-off and may be spread
over many repeated investigations.
One factor has been omitted from the consideration so-far. This is the definition of ‘normal and
degraded’ conditions. Electromagnetic interactions are highly dependent on the conditions under
which they occur. Even simple interactions can be complicated by attenuation, resonance and multiple
path effects. A few of the technical documents examined specify the conditions that must be used in
the testing: most do not. The definition of what is included in the definition of a normal condition
varies widely from country to country and only general guidance is issued. However, EN 50238-2 and
EN 50238-3 (which are not specifically referenced in current directives) do establish a consensus for test
conditions and operations that should be examined. A notable omission from both of these documents
is the precise definition of what constitutes a transient condition.
Transient conditions are not easily analysed with conventional techniques and, in many countries they
are deliberately excluded from the analysis. This is despite the self-evident fact that certain types of
train detection, axle counters and HVI circuits, are inherently transient in operation12.
There is also a wide diversity of what other analyses may be applied to the test results; many states
require demonstration for both normal operation and credible failure conditions. Most such analyses
are by design calculation and scaling of ‘normal’ measured results. No universal definition of a credible
failure exists and such definitions are normally devolved to the equipment manufacturer who
determines them by an analysis of the design.
However, the trend amongst the participants appears to be to adopt the requirements of EN 50238 as
a baseline standard. Nearly all participants stated that they were aware of the contents of the technical
annexe even if they did not specifically adopt it. In addition to limits for preferred types of train
detection, the technical annexe contains details on the test methodology and assessment requirements
for the demonstration of compatibility. In particular, the technical appendices to this standard
regularise the methodologies across systems and give the degree of testing effort involved even if the
particular limit for a particular component is not contained in the standard13. This is encouraging and
may give a possible starting point for further rationalisation. Standardisation of the method and
amount of testing required would be a very beneficial step in any harmonisation process.
Since the technical annexe to EN50238 may be applied to both conducted effects (track circuits) and
induced effects (axle counters) there are actually two methodologies which may form a common point
of technical evaluation. Some of the methods that are applicable to axle counter systems may have
some synergy with methods for demonstrating compliance with lineside systems as both involve
induced current created by magnetic fields generated on trains and in the current return paths.
The particular criteria for acceptance however will be more problematic, especially in the short term. No
member state will consider re-signalling an existing line until it becomes technically necessary through
11
This is the approach used in EN 50238.
12
Transient analyses are not amenable to either of the common analysis functions. It is believed that newer mathematical
methods such as wavelet analysis may give a more systematic tool for the analysis of transient phenomena, however, the
methodologies to implement such analyses remain only conceptual at present.
13
The technical annexe only specifies limits and behaviour for ‘preferred’ types of train detection for each state. There will be
heritage or previously established types that do not have limits specified in the standard. For example the UK has at least nine
types of train detection based on shorting by the wheels and axles whereas only two types are recorded as ‘preferred types‘ in
the standard.
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degradation or exterior mandate. The cost involved in such ventures is too high to make economic
sense for most commercial enterprises unless external funding is available. Therefore, for existing lines,
there are likely to be legacy train detection systems in place for many years.
For entirely new lines there are options to apply conventional train detection in terms of the preferred
track circuits established in the standard or escalate these lines to some level of ERTMS by the use of
STMs. In this case, the TSIs will apply and there will be a de-facto common method for compliance
demonstration.
The location for testing is normally left unspecified in the documentation. Specific test sites are inferred
in some instances and it is known that some countries (e.g. France, Germany) operate separate test
tracks where all vehicles are tested. Having a separate test track has advantages and disadvantages. A
major advantage is that the current in the supply may now be measured at the supply as there is only
one train on the track at a time. A major disadvantage is that the test track conditions are fixed and
much more interpretation is needed in the results to extrapolate the measurements to the working
railway. Since not all countries have test tracks it is more usual to test on the real railway.
Similarly the amount of testing required is normally not specified in the documentation. Usually, testing
is undertaken under supervision of experts taken from the manufacturer, test agency or evaluation
agency. These persons usually evaluate the results qualitatively as testing progresses and decide when
testing is complete or sufficient for operation under a specific set of conditions (as described above).
Most descriptions of tests state that testing should be undertaken until there is a reasonable confidence
that the results are repeatable. Logically this requires a minimum of three tests under the same
conditions although such a low number gives no real statistical confidence in the results. Several
numerical methods are available to analytically determine the end of testing in scientific experiments
however, none are mandated in any of the documents examined during this study.
6.4
Lineside Systems
Compatibility with lineside systems was seen, by several respondents, as a matter of infrastructure
design and not part of the demonstration of electromagnetic compatibility for rolling stock.
The questionnaire recorded fewer individual standards concerned with lineside systems. The most often
quoted standard in the replies from the member states is EN 50121. EN 50121 has five parts, parts 3 &
4 contain references to lineside compatibility for telecommunications. EN 50121-4 contains details of
limits on immunities for the lineside equipment. However, the standard only covers frequencies over
150kHz and is only suitable for testing discrete equipment. EN 50121-3 contains some reference to the
14
measurement of psophometric frequency weighted current ; this covers the lower frequency range up
to approximately 3 to 6kHz. Several member states specify levels of psophometric current (see Section
5.3) however, these tend to be at differing levels. In addition, several responses to the project have
stated that compliance with lineside systems is a matter for the infrastructure manager and is not
considered in the EMC demonstration for rolling stock.
There are no general standards applicable to the intermediate frequency range which is of interest to
most digital and control system signals transmitted in lineside copper cables. The technique assumes a
coupling between traction current and lineside systems and is based on similar principles to those used
in the ITU-T Directive “Protection of telecommunications lines against harmful effects from electrical
14
Psophometric current is also the subject of an International Telecommunications Union standard methodology for compatibility
between power systems and telecommunications. Often the ITU (ITT-U) standard is quoted interchangeably with the specific
railway application contained within EN50121.
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power and electrified railway lines“ (ITU-T O.41). This standard does not give limits; these are stated to
be too dependent upon the orientation, proximity and frequency content of the signals to give a fixed
figure. Standards outline the basic measurements to be taken but there are no common definitions for
the measurement methodology such as distance between source and victim systems and length of
exposure during testing. Instead, the relevant series of books, published by the ITU, give the
mathematical methods to be used in the evaluation of specific measurements under local conditions.
6.5
Energy Supply
In contrast to the requirements for train detection, compatibility with the supply frequently involves the
participation of the local Infrastructure manager who may apply specific conditions. Most of the
respondents in the study defer to two EN standards EN 50388 and EN 50163 as a basis for evaluation.
Compatibility with the energy supply is determined by the type of supply. In general there are three
modes of supply used DC, 50Hz AC and 16 2/3 Hz AC. Various voltages are used, the most common
nominal voltages being:
•
DC 750V, 1500V and 3kV
•
AC 50Hz 25kV
•
AC 16 2/3 Hz 15kV
General conditions for compatibility are detailed in the two international standards. However, local
compatibility with the supply is usually more concerned with local protection. Since the sub station
types and equipment are long term investments for the infrastructure and they must integrate with the
national electricity supply, a generic compatibility with protection systems across member states has
been impractical to implement retroactively. Hence, whilst member states may operate on a common
voltage they may have differing requirements for permissible harmonic content, degraded operation
and the degree of acceptance of regeneration. It should be noted that some variations in the supply
conditions between countries are part of the informative annexes to the standards.
Where local conditions were highlighted by respondents these have been documented in Section 5.3.
There are no general common limits in these standards other than the train input impedance being
inductive at a certain frequency. This is normally specified for conditions of supply stability; it
occasionally also has an impact on train detection where the supply can contribute to the harmonic
content of the train return current.
It should be noted that, as with lineside systems, compatibility with the supply was seen, by several
respondents, as a matter of train/system design and not part of the demonstration of electromagnetic
compatibility.
6.6
Radio Frequency Systems
Almost all respondents deal with compatibility with radio frequency systems by conformance to EN
50121. This is therefore a de-facto common ground for the member states and it is included in both
the conventional and high-speed directives. In addition, many of the specific requirements for radio
operation are already contained within the TSI for control-command and signalling. Where a national
requirement is documented within the TSI it has been highlighted within this report. Specific radio
systems each have their own susceptibility to interference; the standard EN 50121 was designed taking
conventional railway-based systems into account and hence compliance with EN 50121 is assumed to
give compatibility with local radio systems on the railway. Since radio propagation is a complex subject
it is not possible to apply a generic limit for compatibility with particular individual systems. However
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emissions from commercial equipment in category A are limited by CISPR 22 to 47dBuV/m up to 230
MHz and 40dbuV/m at higher frequencies. (measured under specific conditions of CISPR 22 ), hence a
calculation may be made of the requirement for immunity for specific systems if the signal to noise
ratio of the signal/carrier is known (typical disturbance values from CISPR 25 are 28dBuV at the
antenna). This is a common approach to assessment of this type of intentional radio transmission
equipment but must be performed on a system by system basis under the specific environmental and
spatial conditions of the particular system. Therefore, no generic limits may be applied.
6.7
Other Systems
Assessment to the requirements to demonstrate the effects of EM fields on humans is a consideration
in only about half of the respondents hence no majority common factor exists. This may be due to the
postponement of the implementation of the EU directive on the subject. Since this, and the general
EMC directive apply to many other industries as well as the railway there will be a future general
compliance burden placed on all technical systems at some stage of their qualification. This area has
therefore not been studied beyond the questionnaire level.
The demonstration of compatibility with the general EMC directive has many common demands with
the individual rolling stock compatibility case and hence is often considered as contributing to the
overall assessment.
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7
Conclusion
The report examines the processes, methodologies, and standards used in the various member states of
the European Rail Area to ensure compatibility with Electromagnetic interactions between rolling stock
and the rest of the railway.
The data used in the examination is obtained from a questionnaire circulated to 28 members of the
European Railway Area.
In all, detailed information has been obtained from 25 members. One member, the Channel Tunnel
Rail Authority declined to participate in the study citing the fact that its requirements were those of
either Britain or France dependent upon the location and the fact that it had no internal process for
EMC. Two other members did not return questionnaires or attend the convocation and there is little or
no information available from other sources about rolling stock assessment in these countries.
Three methods have been used to gather the information reported: a questionnaire, face to face
interviews at the convocation and research on the Internet. The study was not able to detail every
aspect as some of the information is only contained within proprietary standards with no public access
or historic standards that reside within the intellectual property of commercial concerns. Nevertheless,
these methods have allowed a reasonable picture of the status and requirements of the
electromagnetic compatibility demonstration process in each country.
There is a general acceptance of the process for safety acceptance across all the member states that
mirror the requirements of the directive. To this end, electromagnetic compatibility demonstration is
universally a requirement for the issuance of a safety certificate either directly or indirectly or by an
approval for putting into service for any railway undertaking. All countries issue these safety certificates
from the NSA. The degree of participation of the NSA in the process of analysis is very variable. Some
NSAs merely require certification from third parties, others participate directly in the analysis process
alongside infrastructure managers, test laboratories and notified or designated bodies.
Although not mandatory, most country’s implementation of the directives require some form of
approval or certification from the infrastructure manager. The reasons for this are largely historic due to
the fact that much of the detailed technical knowledge of the railway still resides within the remit of
the infrastructure manager.
Many of the detailed technical interactions for EMC are open points of the TSIs and hence nearly every
country has specified some local requirements. Evaluation and analysis of compatibility for each open
point requires local knowledge and local expertise. Whilst there is a general move to a common
approach through the development of internationally recognised standards the fact that railway
equipment has an extremely long life cycle means that compatibility with specific equipment types will
remain a requirement for many years. The much shorter life cycle acknowledged in the ECTS system
description may allow this to change for system renewal projects.
It is clear that most technical concerns for the participants focus on train detection and radio frequency
compatibility. Hence, it is unsurprising that these are the subject of the two EN standards quoted in the
TSIs. Other interactions; lineside (induced), supply and human biophysical effects are often seen as
outside the scope of the definition of electromagnetic compatibility for rolling stock. These interactions
are enumerated in the directives and TSIs but are seen as peripheral to the safe movement of trains.
There are other interactions that occur which appear to have been omitted from the concerns
expressed by the members of the railway area (Appendix B). It is assumed that these considerations are
either considered to be negligible or controlled in other ways than by compatibility assessments.
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Since, due to the longevity of the system, the existing modes of train detection will remain until the
general adoption of ETCS level 3 it would seem that no common approach is feasible. However, this
view may be challenged by considering the technical parts of the demonstration.
All analyses can be based on measurement and the most expensive part of any assessment is the
gathering of the data. Hence a common approach to gathering data; conditions, bandwidth,
resolution, amount would make a major contribution to the ability to determine whether any piece of
equipment is operable on a given railway. The analysis portion of the task is performed by computer
and only has two cost portions. The primary cost is in creating the initial software which could be, for
any given country, a one-off cost shared by all stakeholders. The secondary cost for analysis is in
running the analysis itself for each particular component that involves a much lower cost than any of
the other tasks. Therefore, if an agreed test methodology can be generated, and this has been largely
performed by the CENELEC working groups on EN 50238, and if an agreed common15 format for data
can be produced then much of the cost, and hence barriers to acceptance demonstration would be
removed.
It is theoretically possible to create a universal gabarit to encompass all states. However, the inherent
consequences of complexity and prohibitive cost involved in designing such a compatible traction
system would not be a practical proposition for any train manufacturer. Since the predominant costs in
testing are not particularly sensitive to the gabarit definition, it is reasoned that the approach of using a
common gabarit will not be fruitful.
In the area of radio frequency systems, a well-established common standard is already widely used. This
is EN 50121. The methodologies used to determine compatibility are well defined and suit most of the
equipment on the railway. Additions to the standard for specific pieces of radio equipment used on the
national railways have already been published in the TSIs. Since radio technologies evolve faster and
have a shorter lifespan that other railway equipment it is probable that these systems will migrate to
one or two common systems (e.g. GSM-R) in the future. Again, most of the cost of the compatibility
process is in performing the measurement, and, because a common measurement methodology is in
place, assessment of compatibility with a local system is either straightforward or is a matter of
calculation.
In summary, this project has documented the details of this process that are of most concern within
each member state on the basis that items of most concern will be the most well documented. When
comparing these details and their application the project has discovered that; although the details of
the technical assessment of electromagnetic compatibility across the member states of the European
railway area are complex and different, the underlying assessment processes, based on common
physics, are similar.
The documentation, participants and degree of state involvement in the processes are also varied and
much of the high level legislation (directives) involvement is common. However, it is believed that, on
the basis of the respondents to this study, some further consolidation of the methods at the detail
stages may be beneficial.
The authors would like to thank all those members and representatives from the member states who
have contributed to this project.
15
Or an easily translatable machine-readable format.
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8
References
[1]
DIRECTIVE 2004/50/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 29 April
2004 amending Council Directive 96/48/EC on the interoperability of the trans-European
high-speed rail system and Directive 2001/16/EC of the European Parliament and of the
Council on the interoperability of the trans-European conventional rail system.
[2]
2001/16/EC of the European Parliament and of the Council of 19 March 2001 on the
interoperability of the conventional rail system as amended by 2004/50/EC.
[3]
International Requirement List and International Requirement Catalogue AEbt Angewandte
Eisenbahntechnik Section 12.
[4]
PD CLC/TR 50507:2007 Railway applications – Interference limits of existing track circuits
used on European railways.
[5]
Railway Safety Directive, 2004/49/EC.
[6]
Control-command and signalling subsystem TSI 2006/679/EC as amended by 2006/860/EC.
[7]
Practical Manual for obtaining the Safety Certificate for railway undertaking (Belgium),
Federal Public Service Mobility and Transport..
[8]
Document MI.01-EMC-75.2.0-1.2, Electromagnetic compatibility of mobile equipment with
the train detection systems and transmissions by galvanic circuits, May 22 2007 (Belgium).
[9]
RGUIF_2.1.1 Societe Nationale des Cjemins de fer Belges, Reglement General pour
L’Utilisation des Utilisateurs de L’Infrastructure Ferroviare Belge, June 2003.
[10]
Document Trafikstyrelsen, Vejledning til BJ 5-1-2009, Jan 2010 (Denmark).
[11] Document BN-00-00-06-01-00, Danish Railway Standard, Issue of Declaration of
Conformity for Rolling Stock, Nov 2000.
[12] Document RSC-G-009-B Guidelines for the Safety Assessment of New Infrastructure Works
& New Rooling Stock, Rev.B March 2008 (Ireland).
[13] Document RSC-G-015B Guidelines for the Safety Assessment of New Heavy Rail Rolling
Stock, Rev.B March 2008 (Ireland).
[14] NES Technical Specification, Requirements on rolling stock in Norway and Sweden
regarding EMC with the electrical infrastructure and coordination with the power supply
and other vehicles, Jernbaneverket JD590, Banverket BVS 543.19300, Jan 2007.
[15] Network Rail Document NR/L1/SIG/30040, EMC Strategy for Network Rail, August 2008.
[16] Network Rail Document NR/L2/SIG/30041, EMC Assurance Process for Network Rail, 2008.
[17] ITU – CCITT Directive concerning the protection of telecommunication lines against harmful
effects from electric power and electrified railway lines – Volume 1 – Design, Construction
and Operational Principles of Telecommunication, Power and Electrified Railway Facilities,
1989.
[18] ITU – CCITT Directive concerning the protection of telecommunication lines against harmful
effects from electric power and electrified railway lines – Volume 2 – Calculating Induced
Voltages and Currents in Practical Cases, 1999.
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[19] ITU – CCITT Directive concerning the protection of telecommunication lines against harmful
effects from electric power and electrified railway lines – Volume 3 – Capacitive, Inductive
and Conductive Coupling: Physical Theory and Calculation Methods, 1989.
[20] ITU – CCITT Directive concerning the protection of telecommunication lines against harmful
effects from electric power and electrified railway lines – Volume 4 – Inducing-Currents and
Voltages in Electrified Railway Systems, 1989.
[21] Proposals of the unified methods for vehicles and track circuits testing as inputs for the
future harmonisation process. Deliverable D2_6 Railcom project
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Appendices
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Appendix A
UIC Leaflets pertaining to Electromagnetic Interactions on the
Railways within Europe
Figure 66 is a list of UIC leaflets that detail electrical/ electromagnetic interactions with the rolling stock.
Many participants returning questionnaires referred to ‘relevant UIC standards’ without giving specific
references. This table seeks to partially compensate for the shortfall in such answers by highlighting
those leaflets that potentially have an effect on EM compatibility.
It should be noted that not all member states use UIC leaflets in their approvals process. Even amongst
those that do use the leaflets, considering the feedback from the convocation, some member states
may consider that particular leaflets are outside the remit of EMC approval process for rolling stock and
only specific considerations of train or infrastructure design.
UIC
Number
issue
501
1
Visibility of rolling stock axle-boxes to fixed hot axle-box detection systems
512
8
Rolling stock - Conditions to be met in connection with the operation of track circuits
541-06
1
Brakes - Regulations concerning the construction of the various brake components :
Magnetic brakes
550
11
Power supply installations for passenger stock
550-1
1
Electrical switch cabinets on passenger stock
550-2
1
Power supply systems for passenger coaches - Type testing
550-3
1
Power supply installations for passenger stock - Effect on electrical installations outside
passenger coaches
552
10
Electrical power supply for trains - Standard technical characteristics of the train line
554-1
3
Power supply to electrical equipment on stationary railway vehicles from a local mains
system or another
554-2
1
Power supply to mechanically-refrigerated wagons running in rafts - Safety measures and
electric installation.
555
1
Electric lighting in passenger rolling stock
555-1
1
Transistorised inverters for supplying fluorescent lamps
556
4
Information transmission in the train (train-bus)
600
4
Electric traction with aerial contact line
605
2
Protection from corrosion - Measures to be taken on direct current catenaries to reduce the
risks on adjacent piping and cables
611
6
Regulations governing acceptance of electric locomotives, power cars and multiple-unit sets
for running in international services
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UIC
Number
issue
614
3
Definition of the rated output of electric locomotives and motive power units
626
3
Production of electrical power on diesel tractive units for supplying the train cable
660
2
Measures to ensure the technical compatibility of high-speed trains
736
4
Signalling Relays
737-1
3
Combination of track circuits and treadles
737-2
3
Measures to be taken to improve track circuits shunting sensitivity
737-3
2
Application of thyristors in railway technology - Measures for the prevention of functional
disturbance in signalling installations
737-4
2
Measures for limiting the disturbance of light current installations by electric traction (in
particular thyristor apparatus)
751-1
4
Railway radio equipment - Fixed and mobile units - General technical considerations
751-2
4
Railway radio equipment - Technical specifications
751-3
4
Technical regulations for international ground-train radio systems
753-1
5
Technical regulations concerning international railway telephone circuits
753-2
5
General technical regulations governing establishment and development of communication
capacity over the railway telecommunications network of UIC members
755-2
1
Protection of telecommunications staff and plant against a large earth potential due to a
neighbouring electric traction line
794
1
Pantograph-overhead line interaction on the European high-speed network
794-1
1
Pantograph/overhead line interaction for DC - electrified railway lines
796
1
Voltage at the Pantograph
797
1
Coordination of electrical protection substations-traction units
799
1
Characteristics of A.C. overhead contact systems for high-speed lines worked at speeds of
over 200 km/h
799-1
1
Characteristics of direct-current overhead contact systems for lines worked at speeds of
over 160 km/h and
854
1
Technical specification for the supply of alkaline and lead-acid starter batteries
Description
Figure 66 – List of UIC Standards
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Appendix B
Electromagnetic Interactions With Rolling Stock As The Primary
Source
Figure 67 details some of the potential interactions between rolling stock and other parts of the
railway. The list was given to participants of the convocation as a preparation document to stimulate
ideas that they might discuss in the face-to-face sessions.
Interaction/Interface
Victim System
Mode
Condition
Track Circuits
Various Track
Circuit Types
General
General
Conducted Interference
Steady State
Conducted Interference
Induced Interference
Induced Interference
Imported Current From Supply
Harmonics
Transient :Transformer Inrush
Transient :Gaps And Neutral Sections
Transient :Voltage Steps
Transient
Steady State
Transient
Steady State
Conducted Interference
Steady State
Conducted Interference
Induced Interference
Induced Interference
Transient
Steady State
Transient
Induced Interference
Induced Interference
Induced Interference
Induced Interference
Induced Interference
Induced Interference
Induced Interference
Induced Interference
Transient
Steady State
Steady State
Transient
Transient
Transient
Transient
Transient
Induced Interference
Induced Interference
Transient
Steady State/
Transient
Induced Interference
Steady State/
Transient
Steady State/
Transient
Steady State/
Transient
Transient
Transient
Transient
Other
Axle Counters
Various Axle
Counter Types
Lineside
Discrete Components On The Lineside;
Balise
LEU
Points Equipment
Treadles
Hot Axle Box Detectors
Wheel Check Systems
Tag Readers
Automatic Pantograph
Control
Pantograph Monitor
Signal Post
Telephones
Discrete Components In The Track Bed ;
Position Loops
Automatic Train
Controls
Automatic Warning
System
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Magnetic Fields (Ac Dc)
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Automatic Train
Induced Interference
Protection
Correct Door Opening
Induced Interference
Level Crossing
Induced Interference
Sensors
Bridge Sensors
Induced Interference
Platform Position
Sensors
Distributed Components On The Lineside; Interlockings, Signalling Transmission,
Wired Telecommunications
Interlockings
Induced Interference Current
(Differential Voltage)
Induced Interference Voltage (Common
Mode Voltage; Longitudinal Voltage)
Signalling Systems
Induced Interference Current
(Differential Voltage)
Induced Interference Voltage (Common
Mode Voltage; Longitudinal Voltage)
Telecommunications
Induced Interference Current
(Differential Voltage)
Induced Interference Voltage (Common
Mode Voltage; Longitudinal Voltage)
Rock-Fall Detectors
Induced Interference
Infrastructure ( Bridges, Viaducts)
Corrosion
Neighbouring
Conducted Interference
Railway/Metro
Induced Interference
Steady State/
Transient
Steady State
Transient
Transient
Transient
Steady State/
Transient
Steady State/
Transient
Steady State/
Transient
Steady State/
Transient
Steady State/
Transient
Steady State/
Transient
Transient
Steady State
Steady State/
Transient
Steady State/
Transient
Power System
Power Supply
Current
Power Drain (Train Motoring)
Power Return (Train Braking)
Power Drain (Train Motoring)
Power Supply
Voltage
Power Return (Train Braking)
Under voltage
Over voltage
Resonance
Train Impedance
Power Supply
Power Factor
SCADA
Conducted Interference
Radio
Frequency
Systems
Neighbouring Railway Systems (Passive)
Discrete Radio Equipment On Railway;
Hand Held Radio
Cab Radio
Shunting Radio
WiFi
GSM
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Radiated Interference
Steady State
Radiated Interference
Radiated Interference
Radiated Interference
Radiated Interference
Steady State
Steady State
Steady State
Steady State/
Pulsed
Steady State/
Radiated Interference
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Pulsed
Public Installations (Active; Military, Public
Transmissions)
Radiated Interference
Other Systems
Passengers
(ICNIRP)
Staff
(ICNIRP)
General
Touch Voltage
Magnetic Fields
Steady State
Electric Fields
Magnetic Fields
Steady State
Steady State
Electric Fields
Arcing
Conduction
Steady State
Transient
Steady State/
Transient
Figure 67 - Potential Interactions between Rolling Stock and other parts of the Railway
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