Environmental
Statement
TWAO Document Ref. A-08c-5
Volume II
Technical Appendix E Electromagnetic Compatibility
Mott MacDonald Internal Ref. 312694/RPT011
September 2013
Leeds New Generation Transport
Environmental Statement
312694
1
A
http://localhost:3579/UCdoc~EUNAPiMS/1542256992/RPT011 NGT ES
EMC TA E FINAL doc
May 2013
Electromagnetic Compatibility (EMC) Technical Appendix E
September 2013
Metro and Leeds City Council
Wellington House
40 – 50 Wellington Street,
Leeds,
West Yorkshire.
LS1 2DE
Mott MacDonald, 2nd Floor, 2 Brewery Wharf, Kendell Street, Leeds LS10 1JR, United Kingdom
t +44 (0)113 394 6700 f +44 (0)113 394 6701, W www.mottmac.com
Leeds New Generation Transport Environmental Statement – Electromagnetic Compatibility
Contents
Chapter
Title
Abbreviations
1. Introduction
Page
1 Leeds New Generation Transport ___________________________________________________ 1 Introduction to Electromagnetic Compatibility (EMC) and Electromagnetic Fields (EMF) _________ 1 Scheme Design in Context of EMC __________________________________________________ 2 Legislation and Policy ____________________________________________________________ 4 2. Approach and Methodology
6 Spatial Scope ___________________________________________________________________ 6 Temporal Scope _________________________________________________________________ 6 Sensitive Receptors ______________________________________________________________ 6 Methodology ___________________________________________________________________ 7 NGT University of Leeds - baseline site survey___________________________________________________ 7 NGT University of Leeds – EMC assessment ____________________________________________________ 8 Assessment Criteria ______________________________________________________________ 8 Importance of receptor______________________________________________________________________ 8 Magnitude of impact _______________________________________________________________________ 8 Level of significance _______________________________________________________________________ 8 Assumptions ___________________________________________________________________ 9 3. Baseline
10 Introduction ___________________________________________________________________ 10 Baseline Conditions _____________________________________________________________ 10 4. Mitigation & Prediction of Effects
11 Introduction ___________________________________________________________________ 11 Works Affecting EMC ____________________________________________________________ 11 Construction phase _______________________________________________________________________ 11 Operational phase ________________________________________________________________________ 11 Mitigation _____________________________________________________________________ 11 Construction phase mitigation _______________________________________________________________ 11 Operational phase mitigation ________________________________________________________________ 11 Predicted Effects _______________________________________________________________ 12 5. Conclusions
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Summary of Assessment _________________________________________________________ 18 Significant Residual Effects _______________________________________________________ 18 Construction phase _______________________________________________________________________ 18 Operational phase ________________________________________________________________________ 18 Compliance with Planning Policy _____________________________________________________________ 19 6. References
20 Tables
Table 2.1: Table 4.1: Assessment of significance of effect ______________________________________________________ 9
Summary of mitigation and effects – EMC ________________________________________________ 13
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Abbreviations
AVLS
Automatic Vehicle Location System
BS
British Standard
CT
Computer Tomography
d.c
Direct Current
DNO
Distribution Network Operator
EC
European Community
ECG
Electrocardiogram
EEG
Electroencephalography
EMC
Electro Magnetic Compatibility
EMF
Electromagnetic Field
EMI
Electro Magnetic Interference
EN
European Normative
FEM
Finite Element Model
HSE
Health & Safety Executive
ICNIRP
International Commission on Non Ionising Radiation Protection
IGBT
Insulated Gate Bipolar Transistor
IT
Information Technology
kW
kilo-Watts (= 1,000 Watts)
LCC
Leeds City Council
LF
Low Frequency
LPA
Local Planning Authority
LRT
Light Rapid Transit
LV
Low Voltage
M
metre
MRI
Magnetic Resonance Imaging
NGT
New Generation Transport
NMR
Nuclear Magnetic Resonance
OLE
Overhead Line Electrification
RAMS
Reliability, Availability, Maintainability & Safety
RF
Radio-frequency
R&TTE
Radio and Telecommunications Terminal Equipment
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SEM
Scanning Electron Microscope
SI
Statutory Instrument
T
Tesla (1T = 1,000,000T)
TEM
Transmission Electron Microscope
TETRA
Terrestrial Trunk Radio
TWA
Transport and Works Act
UK
United Kingdom
UTMC
Urban traffic management and control system
V
Volt
VSCS
Vehicle scheduling and control system
W
Watts
WHO
World Health Organisation
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1. Introduction
Leeds New Generation Transport
1.1
West Yorkshire Passenger Transport Executive (Metro) and Leeds City Council (LCC) are
developing a trolleybus rapid transit scheme for Leeds, known as New Generation
Transport (NGT). It will comprise a North Line of 10km in length, running from Holt Park
district centre (north Leeds) via Bodington, West Park, Headingley, the University of Leeds
and through the city centre to Leeds Bridge in the south. The 5km long South Line will
continue from Leeds Bridge, through the New Dock area, Hunslet and Belle Isle to
Stourton in the south. The majority of the NGT route will be either dedicated to public
transport only or for the exclusive use of trolleybuses.
1.2
Safe and secure car parking will be provided for NGT customers at two park and ride sites;
on the North Line, this is located at Bodington (up to 850 spaces) on the A660 Otley Road
near the Leeds Outer Ring Road. A second park and ride site is provided on the South
Line at Stourton, adjacent to junction 7 of the M621 and Middleton Ring Road. At Stourton,
the parking spaces will be delivered in phases; the first phase will provide circa 1,700
spaces, with the second phase expanding the site to 2,300 spaces.
1.3
A fleet of trolleybuses will operate along the route serving NGT stops with step free access
to the vehicles, shelters and passenger information screens. The trolleybus vehicles will
be powered by electricity supplied through overhead wires along the route and ten NGT
substations.
1.4
Metro and LCC are jointly submitting an Order under sections 1 and 3 of the Transport and
Works Act 1992, for the purpose of authorising the construction and operation of a trolley
vehicle system in the city of Leeds. The Leeds Trolley Vehicle System Order is the formal
title for the Leeds NGT project. In connection with the application, a direction is also being
sought under section 90(2A) of the Town and Country Planning Act 1990.
1.5
The Order includes provision for the acquisition, compulsorily and by agreement, of land
and rights in and to use land, and provision for the construction, operation and
maintenance of the trolley vehicle system. Subject to the Transport and Works Act Order
(TWAO) being made, advance works could commence in 2015 with the main construction
of NGT expected to begin in 2017; on this basis, the system will be open for operation in
early 2020.
Introduction to Electromagnetic Compatibility (EMC) and
Electromagnetic Fields (EMF)
1.6
Electro Magnetic Compatibility (EMC) is the ability of equipment to function satisfactorily in
its electromagnetic environment without introducing intolerable electromagnetic
disturbance to other equipment in that environment.
1.7
Electric and magnetic fields are produced wherever electricity is used. The electric field is
produced by voltage and the magnetic field by current. Electromagnetic fields (EMF)
cause two types of effect:
 interference to electric and electronic equipment. This is called electromagnetic
interference (EMI) and is the disturbance that affects an electrical system due to
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magnetic and electric fields, electromagnetic induction or electromagnetic radiation
emitted from an external source; and
 the potential to cause harmful effects in the human body through EMF.
1.8
This technical appendix, part of the Environmental Statement (ES) to be submitted as part
of the TWAO Application, considers the principal sources of EMI and EMF from the
proposed scheme that may have an effect on third parties along the route, in particular
from the traction power supply system.
1.9
There is also usually a requirement to address EMF exposure, and the possible risk from
exposures of the general public and workers to electric fields, magnetic fields and
electromagnetic fields generated by the proposed scheme. Guidance is provided in the
International Commission on Non-Ionizing Radiation Protection (ICNIRP) Guidelines on
Limits of Exposure to Static Magnetic Fields. Published in Health Physics 96(4):504-514;
2009. Paragraph 1.10 below describes how the NGT scheme complies with this guidance.
1.10
The NGT scheme trolleybus system is based on a traction power design for the feeding
arrangements that minimises DC magnetic field emissions. This has been confirmed by
the EMC assessment undertaken at the University of Leeds (document ref.
312694/EST/YHE/RPT072) which shows that the calculated level of DC magnetic fields
emanating from the NGT is far lower than the 400mT limit of exposure recommended for
the general public in (ICNIRP) Guidelines on Limits of Exposure to Static Magnetic Fields.
Published in Health Physics 96(4):504-514; 2009.
1.11
On this basis, it is concluded that emissions from the proposed scheme will not be
sufficient to exceed the limits specified for human health. If considered necessary as the
scheme progresses, modelling and/or measurement can be conducted at the appropriate
time, the results of which will be compared against current international guidance.
1.12
Based on the above rationale, and as presented in the Leeds NGT EIA Scoping Report
(see Annex A, Main Statement, Volume I of the ES), EMF will not be considered further in
this document.
Scheme Design in Context of EMC
1.13
The NGT system proposed for the city of Leeds will operate through the streets of the
central business district, passing office blocks, commercial premises, factories and
processing facilities; and centres of local administration. The route will run past Leeds
University and will run close to existing Network Rail infrastructure at a number of
locations.
1.14
The configuration of the overhead wires for the proposed Leeds NGT is different from
those encountered on traditional Light Rapid Transit (LRT) systems, where the traction
current returns via the running rails of the tracks. In the case of NGT the overhead wires
form the positive and return circuit with vehicle mounted trolley poles making a sliding
electrical contact. The configuration of the overhead wires, where the positive and
negative conductors are close together, results in significantly lower emissions in terms of
magnetic, electric and electromagnetic fields than if running rails were used as the
negative return part of the circuit.
1.15
The sources of EMI from the proposed NGT scheme are described below:
1.
The most significant source of EMI generated by the proposed Leeds NGT system
is considered to be the DC and very low frequency magnetic fields that are
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generated by the traction current flowing through the overhead wires due to
trolleybus movement. The amount of traction current flowing in the system will
depend on the quantity of power required by the trolleybuses which in turn depends
upon their mass, the required acceleration, number of passengers and the gradient
of the route. In general, trolleybuses are smaller and lighter than traditional LRT
trams and therefore usually draw less traction current. This implies they will
generate a smaller amount of magnetic field interference than a similar LRT type
scheme.
2.
Radio frequency EMI will also be generated by the proposed Leeds NGT system
from the on board traction power converters and radio communications systems.
3.
The metallic mass of trolleybus, combined with the traction power DC magnetic
field, may locally modify the earth’s static magnetic field as it moves past a sensitive
receptor (fixed installation). The resulting momentary shift or perturbation in the
Earth's magnetic field creates a "Quasi" or "slowly-varying” DC field.
4.
If the trolleybus current collection poles make intermittent contact with the overhead
wires, electrical arcing may result leading to the generation of broadband EMI. This
type of interference has the ability to affect radio transmissions and equipment
sensitive to radio frequency interference.
5.
The NGT traction power supply may produce conducted EMI (e.g. harmonics) that
may affect the quality of the DNO power supply.
6.
As the proposed NGT scheme will operate from a DC current supply, there is the
potential for stray DC current to occur. This is defined as part of the current caused
by a DC traction system which follows paths other than the return circuit. This can
have two main effects:
i.
Corrosion due to stray DC current. This occurs when the return DC current
from the traction power converter flows in an unintended path back to source,
such as metal structures and buried pipe work. When this occurs, structural
damage and deterioration of buried services may occur. The configuration of
the traction power feed i.e. overhead wires, minimises this risk. The overhead
wires will be completely insulated from earth and given that the vehicle
operates on rubber tyres and not steel running rails embedded into the earth,
the possibility of significant levels of stray DC current flowing is considered
highly unlikely. As a result, this source of EMI is not considered further in this
report.
ii.
Interference with Network Rail train detection systems e.g. DC track circuits.
This occurs when the return DC current from the traction power converter flows
in an unintended path back to source such as Network Rail running rails. When
this occurs, there is a risk of degrading the operation of the DC track circuits. At
worst, it may have safety implications. However, as above, the configuration of
the traction power feed i.e. overhead wires, minimises this risk. The overhead
wires will be completely insulated from earth and given that the vehicle
operates on rubber tyres and not steel running rails embedded into the earth,
the possibility of significant levels of stray DC current flowing into Network Rail
infrastructure is considered highly unlikely. Therefore, this source of EMI is not
considered further in this report.
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Leeds New Generation Transport Environmental Statement – Electromagnetic Compatibility
1.16
The main receptors of EMI due to the NGT scheme are described below:
1. The type of equipment most susceptible to DC and very low frequency magnetic
EMI tends to be devices that rely upon the scanning of an electron beam e.g.
electron microscope; but also devices that operate at low frequencies (e.g. audio
equipment) and other devices that measure very small, low frequency signals such
as those performed in physiological measurement (e.g. electroencephalogram
(EEG) and electrocardiogram (ECG)), although other items of equipment such as
magnetic resonance imaging (MRI) scanners and hospital based linear accelerators
(x-ray imaging devices) may also be susceptible to the effects from external low
frequency magnetic fields.
2. Radio frequency interference may affect the operation of high frequency systems,
such as telecommunication systems and MRI scanners.
3. "Quasi" or "slowly-varying” DC fields may affect the stability and accuracy of
sensitive instruments.
4. Harmonic emissions conducted back into the electricity distribution system may
affect other items of electrical equipment connected to the power distribution
network.
Legislation and Policy
1.17
The EMC Directive 2004/108/EC is implemented in the UK as Statutory Instrument
3418:2006. The United Kingdom’s (UK) regulations require that equipment shall be
designed and manufactured, having regard to the state of the art, so as to ensure that:
 the electromagnetic disturbance generated does not exceed the level above which
radio and telecommunications equipment or other equipment cannot operate as
intended; and  it has a level of immunity to the electromagnetic disturbance to be expected in its
intended use, which allows it to operate without unacceptable degradation of its
intended use.
1.18
The Directive applies to apparatus and fixed installations. The Directive defines a fixed
installation as “a particular combination of several types of apparatus and where
applicable, other devices, which are assembled, installed and intended to be used
permanently at a predefined location”. Based on this definition, the Leeds NGT scheme is
considered to be a fixed installation.
1.19
The following section summarises the national and international EMC standards and
legislation applicable to the Leeds NGT scheme.
Legislation
 Statutory Instrument 2006 No. 3418 Electromagnetic Compatibility “The
Electromagnetic Compatibility Regulations 2006”;
 Directive 2004/108/EC of the European Parliament and of the Council of 15 December
2004 on the approximation of the laws of the Member States relating to
electromagnetic compatibility and repealing Directive 89/336/EEC; and
 Council Directive 93/42/EEC of 14 June 1993 concerning medical devices (OJ No L
169/1 of 1993-07-12).
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Leeds New Generation Transport Environmental Statement – Electromagnetic Compatibility
Transport specific
 DD CLC/TS 50502: 2008 Railway Applications – Rolling stock – Electric equipment in
trolleybuses – Safety requirements and connection systems;
 BS EN 50121-1: 2006 Railway applications – Electromagnetic compatibility - Part 1:
General;
 BS EN 50121-2: 2006 Railway applications – Electromagnetic compatibility - Part 2:
Emissions of the whole railway system to the outside world;
 BS EN 50121-4: 2006 Railway applications – Electromagnetic compatibility - Part 4:
Emission and immunity of the signalling and telecommunications apparatus1;
 BS EN 50121-5: 2006 Railway applications – Electromagnetic compatibility - Part 5:
Emission and immunity of fixed power supply installations and apparatus; and
 BS EN 50122-2:2010: Railway applications – Fixed installations – Electrical Safety,
earthing and the return circuit. Part 2: Provisions against the effects of stray currents
caused by d.c. traction systems.
Generic EMC
 BS EN 61000-6-1: 2007 Electromagnetic Compatibility (EMC) – Part 6-1: Generic
standards – Immunity for residential, commercial and light industrial environments;
 BS EN 61000-6-2: 2005 Electromagnetic Compatibility (EMC) – Part 6-2: Generic
standards – Immunity for industrial environments;
 BS EN 61000-6-3: 2007 Electromagnetic Compatibility (EMC) – Part 6-3: Generic
standards – Emission standard for residential, commercial and light industrial
environments; and
 BS EN 61000-6-4: 2007 Electromagnetic Compatibility (EMC) – Part 6-4: Generic
standards – Emission standard for industrial environments.
Electrical medical engineering specific
 BS EN 60601-1-2: 2001 Medical Electrical Equipment Part 1-2: General requirements
for safety – Collateral standard: Electromagnetic Compatibility – requirements and
tests.
Power quality
 Electricity Association - Engineering Recommendation - G5/4 February 2001 ‘Planning
levels for harmonic voltage distortion and the connection of non-linear equipment to
transmission systems and distribution networks in the United Kingdom’.
Scientific equipment
 BS EN 55011: 2007 Industrial, scientific and medical (ISM) radio-frequency equipment
— Electromagnetic disturbance characteristics — Limits and methods of measurement;
and
 BS EN 61326-1:2006 Electrical equipment for measurement, control and laboratory use
– EMC requirements.
_________________________
1
Railway signalling systems will not likely be used in conjunction with a trolleybus system, therefore it may be more
applicable to use the appropriate vehicle scheduling and control system standards (VSCS). However, BS EN 50121-4
specifically describes the electromagnetic environment associated with electric traction systems and may be the most
appropriate to apply with regard to emission and immunity of any urban traffic management and control system(UTMC) or
automatic vehicle location system (AVLS) utilised for the Leeds NGT project.
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Leeds New Generation Transport Environmental Statement – Electromagnetic Compatibility
2. Approach and Methodology
2.1
This chapter details the approach and method adopted in identifying and assessing the
electromagnetic effect to the local environment along the planned route of the Leeds NGT
system.
Spatial Scope
2.2
The effects of EMI can be most severe when a sensitive receptor is in close physical
proximity to the source of the interference. For the purpose of this study, third party
infrastructure has been identified based upon their likely sensitivity to DC and very low
frequency magnetic fields and their proximity to the proposed route of the Leeds NGT
scheme to within 50m of the centreline of the alignment.
Temporal Scope
2.3
EMI can result in effects on existing railway and third party receptors, caused by
temporary electrical supplies to construction worksites, construction machinery and plant
and, associated communications e.g. construction radios.
2.4
Operation of the proposed NGT scheme will also generate a static DC magnetic field and
a transitory low frequency magnetic field. The static DC magnetic field will not induce
interfering voltages into cables and circuits of electrical equipment and does not therefore
constitute a risk in this respect. The low frequency magnetic fields will occur only when the
traction loading is varying i.e. when trolleybuses are operating; the frequency of
occurrence will be transitory and related to the service pattern of the system.
2.5
Any broadband interference produced will also be transitory in nature as it will only be
generated when there is a break in the contact between the overhead wires and trolleybus
collection poles. These breaks will occur at section isolators and in regions where contact
between the collection poles and the overhead wires are poor. As a result of the
generation mechanism, any broad band interference created will be of very short time
duration in the region of a few milliseconds.
2.6
It is considered that the temporal scope of the assessment will therefore cover the
construction period, and an operational period of 15 years based on the information
provided above.
Sensitive Receptors
2.7
The following section lists the locations of potentially sensitive receptors identified within
the study area.
Telecommunications
 Police Station on Otley Rd; and
 the telephone exchange on Otley Road.
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Leeds New Generation Transport Environmental Statement – Electromagnetic Compatibility
Network Rail
 Network Rail Interface at Balm Rd; and
 Network Rail Interface at Lower Briggate.
Factories and Manufacturing
 Factories along Forster Rd.
Hospitals and Medical Centres
 Health Centre, Beckett St; and
 Leeds Student Medical Practice on Blenheim Walk.
Universities
 Leeds Metropolitan University located along Cookridge Street;
 Leeds College of Technology, Cookridge Street; and
 University of Leeds, Woodhouse Lane.
General
 Low voltage electricity supply.
Methodology
Consultation
2.8
Formal consultation has been undertaken with the University of Leeds by Mott MacDonald
Engineers. The University uses sensitive measuring and monitoring equipment in its
laboratories and the aim of the consultation was to identify such equipment, their location
with respect to NGT and their sensitivity to DC magnetic fields.
2.9
The consultation formed the basis of the two reports described in paragraphs 2.12 and
2.13 below.
Desk top study
2.10
Various existing Leeds Supertram (the scheme which preceded the NGT) EMC
documents have been reviewed as part of this environmental study. Many of these
documents were produced by Railway Systems Consultants (RSC) Ltd. Their relevance to
the Leeds NGT project is summarised in the project document ‘NGT Route Development,
Power Supply and EMC Issues Note’ (document reference 236834/TN/24).
2.11
Relevant design drawings have been reviewed in addition to applicable national and
international legislation and guidance documents contained in paragraph 1.17 onwards.
NGT University of Leeds - baseline site survey
2.12
A baseline non-intrusive, DC and extra low frequency site survey of the existing magnetic
field levels within and outside a number of sensitive locations on the University of Leeds
campus has been undertaken by Mott MacDonald and a report produced ‘Baseline DC
and
low
frequency
magnetic
field
measurements’
(document
reference:
312694/EST/YHE/RPT071). The measurement positions were selected based on the
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identified University assets potentially susceptible to the presence of additional magnetic
fields and their location within buildings on the campus.
NGT University of Leeds – EMC assessment
2.13
An assessment has been undertaken by Mott MacDonald and a report produced
‘University of Leeds EMC Assessment’ (document reference: 312694/EST/YHE/RPT072),
including a set of magnetic field calculations, to determine the likely levels of magnetic
field emanating from the proposed NGT scheme at the position of known sensitive
receptors within the University. The calculated levels of magnetic interference have been
compared against the identified levels of immunity known to be inherent within the
sensitive equipment.
Assessment Criteria
2.14
The significance of predicted EMI effects has been evaluated as outlined below.
Importance of receptor
2.15
Low importance – a receptor which has no significance with regard to safety or to
operational integrity of a system or service, whose failure when subjected to EMI is noncritical e.g. vending machine.
2.16
Moderate importance – any receptor whose failure to perform as intended, may disrupt
the normal operation of a system. The effect of which is to produce a delay to the
production of a service or an annoyance e.g. interference to CCTV picture quality.
2.17
High importance – a receptor that has safety-critical applications e.g. medical equipment.
Magnitude of impact
2.18
Low magnitude – any EMI effects are insignificant with regard to the operation of the
equipment or system. Equipment or system continues to operate as normal.
2.19
Moderate magnitude – any EMI effects lead to degradation of equipment or system
performance, leading to temporary malfunction, annoyance or delay which is fully
recoverable following the removal of the disturbance.
2.20
High magnitude – any EMI effects lead to degradation of performance of equipment or
systems in such a way that injury or worse may be incurred by the operator, third party or
member of the public or which leads to unrecoverable operation of equipment or system
itself.
Level of significance
2.21
Each type of effect will be allocated a level of significance as shown in Table 2.1 below.
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Table 2.1:
Assessment of significance of effect
Importance of Receptor
Low Importance
Moderate
Importance
High Importance
Low
Not significant
Not significant
Significant
Moderate
Not significant
Significant
Significant
High
Significant
Significant
Significant
Magnitude of Impact
2.22
The assessment will not consider cumulative effects. The main threat from traction power
generated EMI is DC and very low frequency magnetic fields. There are not many other
sources of EMI within this frequency band (0 to 9 kHz) and so potential cumulative effects
are considered to be negligible.
Assumptions
2.23
The following assumptions have been applied during preparation of this assessment:
 NGT will comply with the fixed installation requirements of EMC Directive 2004/108/EC;
 NGT will comply with applicable parts of BS EN 50121 and BS EN 50122 series of
railway EMC and related standards;
 NGT will comply with the EC Council Recommendation 1999/519/EC;
 NGT will comply with applicable standards and practices regarding the siting and types
of temporary electricity supply cables (e.g. to worksites) to minimise EMI to receptors;
and
 in the analysis, it is assumed that the EMC performance of receptors meets the
residential immunity levels. The residential immunity levels are the least onerous and in
the absence of such data for receptors a worst case performance has been assumed.
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Leeds New Generation Transport Environmental Statement – Electromagnetic Compatibility
3. Baseline
Introduction
3.1
The method for determining and appraising baseline conditions was based on that
proposed in best practice guidance for EIAs. This involved both desk study and survey
work.
3.2
Sources examined in the desk study included:
 relevant national and international legislation and guidance documents (see Chapter
1); and
 Leeds Supertram EMC reports.
Baseline Conditions
3.3
The existing electromagnetic environment along the proposed route is assumed to be a
typical city centre urban environment consisting mainly of power frequency magnetic
fields, radio and television broadcast frequencies, radio communication systems such as
Terrestrial Trunk Radio (TETRA), which serves the emergency services as well local radio
communication services such as those used by taxi operators.
3.4
A number of potentially sensitive receptors have been identified, including in particular
Network Rail infrastructure and the University of Leeds. The full list of potentially sensitive
receptors is contained in paragraph 2.7.
3.5
Measurements and assessments have been carried out at the University of Leeds and a
brief description of these can be found in paragraphs 2.12 and 2.13 of this report.
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4. Mitigation & Prediction of Effects
Introduction
4.1
This chapter describes the anticipated activities to be undertaken during the construction
and operational phases of the proposed NGT scheme that could affect EMC. Mitigation
measures to address the anticipated impacts are described, and then any remaining
effects predicted to occur as a result of the scheme and post-mitigation are then outlined.
Works Affecting EMC
Construction phase
4.2
The following construction activities are anticipated to be undertaken during construction
of the scheme, which may result in EMI:
 temporary electrical supplies, construction machinery and plant and, associated
communications (e.g. construction radios) can cause interference to existing railway
and third party receptors.
Operational phase
4.3
During the operational phase of the proposed Leeds NGT scheme, the main source of EMI
will be from the DC and very low frequency magnetic fields generated by the traction
power system. Power converters on board the trolleybuses will produce radiated
emissions at higher frequencies and the levels will need to be within limits specified in
applicable harmonised standards.
4.4
The level of conducted RF and LF emissions interference generated by the NGT
substations and exported onto the low voltage supply will be controlled during the design
and installation phases by ensuring compliance against Engineering Recommendation G5/4 February 2001.
Mitigation
Construction phase mitigation
4.5
Construction machinery and plant will comply with the Machinery Directive 2006/42/EC
and applicable harmonised standards for EMC. Construction radios will comply with the
radio and telecommunications equipment Directive 1999/5/EC and applicable harmonised
standards for EMC. When installed and used correctly the risk of this apparatus causing
interference is considered low.
4.6
Monitoring of effects due to EMI is an on-going requirement during construction and the
Contractor will be expected to address any issues as they arise.
Operational phase mitigation
4.7
The NGT system will be compliant with the fixed installation requirements of the EMC
Directive 2004/108/EC.
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4.8
EMC compliance will be demonstrated by performing measurements in accordance with
the applicable harmonised EMC standard, BS EN 50121-2:2006 over the frequency range
9kHz to 1GHz. Measurements of magnetic fields produced by DC will also be performed.
The data provided by these measurements will form the basis of NGT’s compliance with
the EMC Directive 2004/108/EC. Should the measurements reveal a non-compliance, a
number of EMC related mitigation techniques can be applied.
Predicted Effects
4.9
The following section details the assessment that has been performed with respect to the
likely electromagnetic effect upon the sensitive receptors listed in Section 2. The predicted
effects relating to EMC as a result of the proposed scheme during both the construction
and operational phases are set out in Table 4.1.
4.10
The assessment takes a reasonable worst case approach based on experience of the
magnitude of EMI and understanding of the importance of each receptor. Where a low
magnitude of impact is associated with a receptor of high importance, the assessment
criteria errs on the side of caution and produces a significant residual effect. In practice,
and with more information available during the detailed design phase, many of the
predicted effects may be considered negligible and not significant. In addition, should
potential effects remain there are a range of mitigation measures available. This is
discussed further in Section 5.
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Leeds New Generation Transport Environmental Statement – Electromagnetic Compatibility
Table 4.1:
Summary of mitigation and effects – EMC
Nature of effect
Project Phase
Receptor and
Importance of
Receptor
Summary of effect
Mitigation
Magnitude of
Impact
Adverse /
Permanent /
Beneficial
Temporary
Residual
Effect
Interference to
third party radio
communication
systems from
construction
radios.
Construction radios will comply with
the Radio & Telecommunications
Terminal Equipment Directive
(R&TTE) 1999/5/EC. Compliance with
this Directive includes spectrum
management which should ensure
adequate frequency separation
between radio technologies. A
frequency analysis will be performed
to ensure adequate frequency
separation between construction and
crane radios and, existing radio
communication systems
Low magnitude
Adverse
Temporary
Not significant
Medical electrical
equipment – high
importance
Interference to
medical electrical
equipment from
construction
radios.
Construction radios will comply with
the Radio & Telecommunications
Terminal Equipment Directive
(R&TTE) 1999/5/EC. Medical
electrical equipment will comply with
one of the Directives covering different
types of equipment. As installed and
used, medical systems and cabling
should be shielded against the
(predominantly) electric field
generated by radio communication
systems.
Low magnitude
Adverse
Temporary
Significant
Third party radio
Communication
systems – moderate
importance
Interference to
third party radio
communication
systems from
construction
welding
equipment.
Welding equipment will comply with
the EMC Directive 2004/108/EC. If
possible, all metal work should be prefabricated off site. Any welding
required on site should be performed
using gas welding equipment.
Low magnitude
Adverse
Temporary
Not significant
Construction
Third party radio
communication
systems – moderate
importance
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Leeds New Generation Transport Environmental Statement – Electromagnetic Compatibility
Nature of effect
Project Phase
Receptor and
Importance of
Receptor
Medical electrical
equipment – high
importance
Low voltage mains
electricity supplies –
moderate
importance
Summary of effect
Mitigation
Magnitude of
Impact
Adverse /
Permanent /
Beneficial
Temporary
Residual
Effect
Interference to
medical electrical
equipment from
construction
welding
equipment.
Welding equipment will comply with
the EMC Directive 2004/108/EC. If
possible, all metal work should be prefabricated off site. Any welding
required on site should be performed
using gas welding equipment.
Low magnitude
Adverse
Temporary
Significant
Conducted
interference onto
the low voltage
electricity supply
from construction
equipment power
supplies.
All electrical construction equipment
and tools will comply with the EMC
Directive 2004/108/EC or the
Machinery Directive Machinery
Directive 2006/42/EC. Therefore when
installed, operated and maintained
correctly, the risk of this apparatus
causing EMI is considered to be low. If
temporary LV supplies are not
available or suitable, on site
generators may be required.
Low magnitude
Adverse
Temporary
Not significant
Interference to
third party radio
communication
systems from
radio frequency
EMI produced by
the trolleybus
traction systems.
The frequency range and amplitude of
the EMI generated by a trolleybus
should be much lower than those
used by third party radio
communication systems. This will be
confirmed by testing in accordance
with BS EN 50121-2: 2006 and
performing a frequency analysis of the
on board radio system to ensure that
the bus communication system does
not interfere with existing radio
communication systems
Low magnitude
Adverse
Permanent
Not significant
Operation
Factories along
Foster Rd –
moderate
importance.
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Leeds New Generation Transport Environmental Statement – Electromagnetic Compatibility
Nature of effect
Project Phase
Receptor and
Importance of
Receptor
Summary of effect
Mitigation
Magnitude of
Impact
Adverse /
Permanent /
Beneficial
Temporary
Residual
Effect
Network Rail
interfaces at Balm
Road crossing and
at Lower Briggate –
high importance
Interference to
train protection
and detection
systems from DC
and RF fields.
The alignment of NGT with respect to
Network Rail at this location will result
in very weak/poor coupling between
the two. Furthermore, configuration of
the NGT overhead wires results in a
system where stray DC current is
expected to be very low and should
therefore pose no credible threat to
Network Rail track circuits. Radiated
RF emissions from the overhead wires
and traction systems are expected to
be very low and will therefore not pose
a credible threat to Network Rail track
circuits. This will be confirmed by
testing in accordance with BS EN
50121-2:2006.
Health Centre on
Beckett Street - high
importance
Interference to
medical electrical
equipment from
DC and LF
magnetic fields
Medical electrical equipment will
comply with one of the Directives
covering different types of equipment.
As installed and used, medical
systems and cabling should be
shielded against the (predominantly)
electric field generated by radio
communication systems.
Low magnitude
Adverse
Permanent
Significant
Leeds Metropolitan
University –
moderate
importance
Interference to
sensitive scientific
measuring
equipment. from
DC and LF
magnetic fields
Measuring equipment should comply
with the EMC Directive 2004/108/EC.
However, older equipment – brought
into use before implementation of the
EMC Directive - may be sensitive to
DC magnetic fields. This will require
more detailed analysis.
Moderate
magnitude
Adverse
Permanent
Significant
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Low magnitude
Adverse
Permanent
Significant
Leeds New Generation Transport Environmental Statement – Electromagnetic Compatibility
Nature of effect
Project Phase
Receptor and
Importance of
Receptor
Summary of effect
Mitigation
Magnitude of
Impact
Adverse /
Permanent /
Beneficial
Temporary
Residual
Effect
Leeds College of
Technology –
moderate
importance
Interference to
items of sensitive
scientific
measuring
equipment from
DC and LF
magnetic fields
Measuring equipment should comply
with the EMC Directive 2004/108/EC.
However, older equipment – brought
into use before implementation of the
EMC Directive - may be sensitive to
DC magnetic fields. This will require
more detailed analysis.
Moderate
magnitude
Adverse
Permanent
Significant
Otley Rd Telephone
Exchange moderate
importance
Interference to
radio
communication
and
telecommunication
systems from
radio frequency
EMI produced by
the trolleybus
traction systems
The frequency range and amplitude of
the EMI generated by a trolleybus
should be much lower than those
used by third party radio
communication systems. This will be
confirmed by testing in accordance
with BS EN 50121-2: 2006 and
performing a frequency analysis of the
on board radio system to ensure that
the bus communication system does
not interfere with existing radio
communication systems
Low magnitude
Adverse
Permanent
Not significant
Leeds Student
Medical Practice high importance
Interference to
medical electrical
equipment from
DC and LF
magnetic fields
Medical electrical equipment will
comply with one of the Directives
covering different types of equipment.
As installed and used, medical
systems and cabling should be
shielded against the (predominantly)
electric field generated by radio
communication systems.
Low magnitude
Adverse
Permanent
Significant
University of Leeds
Woodhouse Lane moderate
importance
Interference to
items of sensitive
scientific
measuring
equipment from
DC and LF
magnetic fields
Measuring equipment should comply
with the EMC Directive 2004/108/EC.
However, older equipment – brought
into use before implementation of the
EMC Directive - may be sensitive to
DC magnetic fields. This has been
confirmed by the EMC assessment
and will require more detailed
analysis.
Moderate
magnitude
Adverse
Permanent
Significant
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Leeds New Generation Transport Environmental Statement – Electromagnetic Compatibility
Nature of effect
Project Phase
Receptor and
Importance of
Receptor
Summary of effect
Mitigation
Magnitude of
Impact
Adverse /
Permanent /
Beneficial
Temporary
Residual
Effect
Otley Rd Police
Station - moderate
importance
Interference to
radio
communication
systems from
radio frequency
EMI produced by
the trolleybus
traction systems
The frequency range and amplitude of
the EMI generated by a trolleybus
should be much lower than those
used by third party radio
communication systems. This will be
confirmed by testing in accordance
with BS EN 50121-2: 2006 and
performing a frequency analysis of the
on board radio system to ensure that
the bus communication system does
not interfere with existing radio
communication systems
Low magnitude
Adverse
Permanent
Not significant
Low voltage
electricity supply moderate
importance
Conducted
interference from
NGT traction
substations.
The design and installations of the
substations will comply with the
requirements of Engineering
Recommendation - G5/4 February
2001 with respect limitation of
harmonics.
Low magnitude
Adverse
Permanent
Not significant
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Leeds New Generation Transport Environmental Statement – Electromagnetic Compatibility
5. Conclusions
Summary of Assessment
5.1
The EMC assessment undertaken at the University of Leeds (document reference:
312694/EST/YHE/RPT072), shows that, where susceptibility information has been provided –
principally for the LEMAS facility – the calculations carried out indicate that the NGT trolleybus
system is likely to disrupt some, but not all, of the equipment present without the application of
mitigating measures.
5.2
Information is required on equipment immunity to DC and very low frequency magnetic fields in
other locations along the route. This is work in progress and other locations will be identified in
due course as the scheme design develops.
Significant Residual Effects
Construction phase
5.3
Based on the assessment criteria described in paragraph 2.14 onwards, significant residual EMI
effects on medical equipment have been identified in relation to the construction works for the
proposed Leeds NGT scheme. However, the two sources of interference identified, construction
radios and welding equipment, are not considered to represent a significant risk in practice for
the following reasons:
 radiated emissions from construction radios and welding equipment will be controlled by type
testing to applicable harmonised standards and compliance with EU Directives;
 intentional radio emissions will also be controlled in terms of amplitude and frequency range
by compliance with standards;
 critical medical equipment is designed, built and tested to withstand electromagnetic
emissions from radio and industrial equipment; and
 the separation distance between the source of interference (i.e. construction radios and
welding equipment) and the medical equipment means that the field strength will be
attenuated.
Operational phase
5.4
Based on the assessment criteria described in paragraph 2.14 onwards, significant residual EMI
effects have been identified for the following three equipment categories:
 safety critical medical equipment;
 sensitive scientific measuring equipment; and
 Network Rail signalling equipment.
5.5
The primary source of interference during the operational phase is DC and LF magnetic fields.
5.6
For safety critical medical equipment the DC and LF magnetic fields are not considered to
represent a significant risk in practice for the following reasons:
 the geometry of the NGT traction power conductors produces a very low DC magnetic field
emissions profile which attenuates very rapidly from source;
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Leeds New Generation Transport Environmental Statement – Electromagnetic Compatibility
 critical medical equipment is designed, built and tested to withstand DC and LF magnetic field
emissions; and
 the separation distance between the source of interference (i.e. the traction power overhead
lines) and the medical equipment means that the field strength will be attenuated.
5.7
For scientific measuring equipment, the results from that EMC assessment at the University of
Leeds shows that mitigation will be required in order minimise the risk of interference to certain
items of equipment. There are a range of potential mitigations available, including re-location of
sensitive equipment, and active or passive shielding of the sensitive equipment. The assessment
above assumes that no such additional mitigation measures are in place (as these measures
have not yet been considered in detail) and therefore represents a worst case assessment.
These issues will continue to be investigated further in discussion with the University as the
scheme design progresses.
5.8
For Network Rail train protection and detection systems, the DC and LF magnetic fields are not
considered to represent a significant risk in practice for the following reasons:
 the geometry of the NGT traction power conductors produces a very low DC magnetic field
emissions profile which attenuates very rapidly from source; and
 the separation distance and route alignments between the source of interference (i.e. the
traction power overhead lines) and the Network Rail signalling equipment means that the field
strength will be attenuated and the magnetic coupling between the two will be weak.
5.9
During design and installation, an EMC Management Plan and /or Control Plan should be
produced to ensure all EMC hazards are addressed fully. In doing this the EMC Management
Plan and/or Control Plan will provide documentary evidence that the proposed NGT scheme
complies with the fixed installation requirements of the EMC Directive 2004/108/EC and
implementing UK EMC Regulations 2006 No 3418.
Compliance with Planning Policy
5.10
The National Planning Policy Framework (NPPF) (Department for Communities and Local
Government, 2012) contains no reference to planning policies that relate to EMI.
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Leeds New Generation Transport Environmental Statement – Electromagnetic Compatibility
6. References
[1]
Technical Report, Power Supply & EMC Issues Note number 236834/TN/24, Revision A issued
on July 2009.
[2]
DIRECTIVE 2004/108/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 15
December 2004 on the approximation of the laws of the Member States relating to
electromagnetic compatibility and repealing Directive 89/336/EEC.
[3]
Statutory Instrument 2006 No. 3418 Electromagnetic Compatibility - The Electromagnetic
Compatibility Regulations 2006.
[4]
BS EN 50121-1: 2006 Railway applications – Electromagnetic compatibility - Part 1: General.
[5]
BS EN 50121-2: 2006 Railway applications – Electromagnetic compatibility - Part 2: Emissions of
the whole railway system to the outside world.
[6]
BS EN 50121-3-1: 2006 Railway applications – Electromagnetic compatibility - Part 3-1: Rolling
stock – Train and complete vehicle.
[6]
BS EN 50121-3-2: 2006 Railway applications – Electromagnetic compatibility - Part 3-2: Rolling
stock – Apparatus.
[7]
BS EN 50121-4: 2006 Railway applications – Electromagnetic compatibility - Part 4: Emission
and immunity of the signalling and telecommunications apparatus.
[8]
BS EN 50121-5: 2006 Railway applications – Electromagnetic compatibility - Part 5: Emission
and immunity of fixed power supply installations and apparatus.
[9]
DD CLC/TS 50502: 2008 Railway Applications – Rolling stock – Electric equipment in
trolleybuses – Safety requirements and connection systems.
[10]
NR/L1/SIG/30040 Issue 1, Level 1 - EMC Strategy for Network Rail.
[11]
NR/L2/SIG/30041 Issue 1, Level 2 - EMC Assurance Process for Network Rail.
[12]
BS EN 61000-6-1: 2007 Electromagnetic Compatibility (EMC) – Part 6-1: Generic standards –
Immunity for residential, commercial and light industrial environments.
[13]
BS EN 61000-6-2: 2005 Electromagnetic Compatibility (EMC) – Part 6-2: Generic standards –
Immunity for industrial environments.
[14]
BS EN 61000-6-3: 2007 Electromagnetic Compatibility (EMC) – Part 6-3: Generic standards –
Emission standard for residential, commercial and light industrial environments.
[15]
BS EN 61000-6-4: 2007 Electromagnetic Compatibility (EMC) – Part 6-4: Generic standards –
Emission standard for industrial environments.
[16]
Council Directive 93/42/EEC of 14 June 1993 concerning medical devices, OJ No L 169/1 of
1993-07-12
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Leeds New Generation Transport Environmental Statement – Electromagnetic Compatibility
[17]
BS EN 60601-1-2: 2001 Medical Electrical Equipment Part 1-2: General requirements for safety –
Collateral standard: Electromagnetic Compatibility – requirements and tests.
[18]
R&TTE Directive 1999/5/EC of the European Parliament and of the Council of 9 March 1999 on
radio equipment and telecommunications terminal equipment and the mutual recognition of their
conformity published in the Official Journal L 091 , 07/04/1999 P. 0010 – 0028.
[19]
ICNIRP, Guidelines for limiting exposure to time-varying electric, magnetic, and electromagnetic
fields (up to 300 GHz), Health Physics, Volume 74, Number 4, pp.494-522, April 1998.
[20]
ICNIRP Guidelines on limits of exposure to static magnetic fields. Published in: Health Physics
96(4):504-514; 2009.
[21]
Directive 2004/40/EC of the European Parliament and of the Council of 29 April 2004 on the
minimum health and safety requirements regarding the exposure of workers to the risks arising
from physical agents (electromagnetic fields) - Eighteenth individual Directive within the meaning
of Article 16(1) of Directive 89/391/EEC.
[22]
Council Directive 89/391/EEC of 12 June 1989 on the “introduction of measures to encourage
improvements in the safety and health of workers at work”.
[23]
Council Recommendation 1990/519/EC of 12 July 1999 on the limitation of exposure of the
general public to electromagnetic fields (0Hz to 300GHz) published in the Official Journal L
199/59 , 30/07/1999.
[24]
John McAuley, "Assessment of Magnetic Field Strengths from Proposed Metro North System at
Mater Private Hospital", Report No. RPA7140t.0001.01, Compliance Engineering Ireland, 23
February 2009).
[24]
BD 2518 – Review of Health & Safety Risk Drivers, Communities and Local Government
[25]
University of Leeds - Baseline DC and low frequency magnetic field measurements (report ref.
312694/EST/YHE/RPT071).
[26]
University of Leeds – EMC Assessment (report ref. 312694/EST/YHE/RPT072).
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