EMC Compatibility in Europe
John Molyneux
Senior Consultant
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Observations and Conclusions
It is almost impossible to separate the
demonstration of electromagnetic compatibility from
the demonstration of safety. This is because,
although systems interfering with each-other can be
a nuisance it is only when they affect safety that the
costs of incompatibility become unacceptable.
Hence much of the process is primarily concerned
with Safety.
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Observations and Conclusions
All respondents from EU have Implemented Directives
In most cases this has had the effect of divorcing the technical and
procedural processes
Scope of EMC is ill defined, especially in high level documents
Many aspects of EMC are omitted or are considered
to be ‘somebody else’s problem’
Most Countries have particular concerns and concentrate on these
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Observations and Conclusions
Many local standards are in a state of flux
Several Respondents changed local requirements,
or revised local standards during the course of this study
Newer lines are migrating to ERTMS
Newer Equipment sometimes lies outside existing standards e.g. Wi-Fi
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Observations and Conclusions
EN standards ……. A Common Ground?
50121 Railway applications —Electromagnetic compatibility between parts of
the railway system and the outside world.
50128 Railway applications —Communications, signalling and processing
systems — Software
50129 Railway applications —Communication, signalling and processing
systems —Safety for signalling
50163
Railway applications — Supply voltages of traction systems
Describes and defines supply systems and variations
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Observations and Conclusions
EN standards ……. A Common Ground?
50238 Railway applications —Compatibility between rolling stock and train
detection systems- 1)generic methodologies; 2) Track Circuits 3) Axle counters.
50367 Railway applications —Current collection systems —Indirectly affects
EMC as the sliding contact is a major source of emissions.
50388 Railway applications — Power supply and rolling stock —Technical
criteria pertaining to protection, operation and testing.
50500 Measurement procedures and limits to be applied to the evaluation of
human exposure to magnetic fields.
Standards are not Comprehensive Neither are they Universally Applicable
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Observations and Conclusions
Railways have long lifetimes 30-50 years (with refurbishment)
Cost of scrapping older systems just for ease of EMC
demonstration is prohibitive and does not make economic
sense
It is therefore a fact of life that all countries will have to keep
their older EMC methods for some considerable time.
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Observations and Conclusions
Although not mandatory, the Infrastructure manager still plays a
large part in the approval process for new rolling stock.
The process approvals bodies do not generally have the detailed
technical knowledge to assess systems within their structure.
Detailed Technical Knowledge is being divested to third parties who
may only have limited scope within the process
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Train Detection
Possible the most critical part of EMC from a rolling stock perspective.
It is also the most technically Diverse
Primarily conducted Interference into track
Solution……….Measure the interference and apply a limit
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The Universal Gabarit
Overall Gabarit for all train detection
1000
Harmonic Current
Amps RMS
100
10
1
0.1
Examination from Traction Point of View shows that this
is Not a Credible Way Forward.
0.01
0.001
1
10
100
1000
Frequency Hz
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10000
100000
Train Detection
Until ERTMS level 3 is Universally Implemented
Limit Systems on New Lines to Preferred Types
What about New Types…… How are they Qualified.
Is this anti-competitive?..... Does it contravene free market principles
Dose it discourage Research and Innovation?
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Train Detection
Until ERTMS level 3 is Universally Implemented
Use a common method of measurement, analysis and data recording
according to EN50238 technical appendices
Overhead wire
A
Overhead wire
B
Third Rail
AC Infrastructure
A
DC Infrastructure
Open Points on the interpretation of some clauses…. How many tests or how
much testing….. environment….. location
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Train Detection
Until ERTMS level 3 is Universally Implemented
Still Not a Universal Solution as
there are Open Points on the
interpretation, nature and analysis of
Use
a common method
of measurement, analysis and data recording
transient
phenomena
Limit Systems on New Lines to Preferred Types
according to EN50238 technical appendices
Re-analyse test data to show compatibility within different countries
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Lineside Systems
No universally applicable limits or methodologies
Coupling is magnetic or capacitive and is highly sensitive to geometry
Sheer Number of possible interactions is massive and complex.
Considered to be outside the scope of Rolling Stock Compatibility by some
but not part of the Command and Control system either.
Some common ground in the determination of psophometric current
Many-long range systems are migrating to optical fibre
Voice communications are increasingly becoming the minority traffic.
Digital communications operate at higher frequencies and have different problems.
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Energy Systems
Energy Systems are generally well covered by International Standards
Local limits on harmonic distortion are defined by the generating authority
and hence are outside the control of the Railway.
Rolling stock will still have to be designed to comply with the generating
authority’s policy
Considered to be outside the scope of Rolling Stock Compatibility by some .
The infrastructure should be designed to be tolerant to the train’s demand
and regeneration
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Radio Frequency Systems
EN 50121 seems to be an almost Universal standard for Radio
Frequency Systems
However EN 50121 does not give comprehensive frequency
coverage on all aspects and, in particular, does not cover
intentional transmitters
Individual requirements for train communications
are contained within the CCS TSI
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Other Systems
Included because of synergy
EN 50121 is required under The EMC directive however more
than a third of the respondents stated that the EMC directive was
not used in their rolling stock compatibility case.
Although the EMF directive is not yet in force it is due to come in force
soon.
Compatibility with human beings will need to be considered in any
safety submission
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Summary
This project has documented the details of the EMC demonstration process
that are of most concern within each member state.
It is believed that the study provides a good description of the full vertical
scope of the process, from legislative mandates through methods to detailed
technical requirements of the EMC demonstration.
However it is not fully comprehensive due to the difficulties in
obtaining the wide scope of information required in an accessible
form.
Further consolidation of the methods at the detail stages may be
beneficial.
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Summary
The details of the technical assessment of electromagnetic compatibility across
the member states of the European railway area are complex and different.
However the underlying technical assessment methods, based on common
physics, are similar.
The degree of state involvement in the processes is very varied :
from purely documentary to detailed technical involvement.
The documentation processes, to comply with the directives are
in a much more advanced state than the technical processes.
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Summary
The authors would like to thank all those members
and representatives from the member states who have
contributed to this project
Austria
Finland
Italy
Poland
Switzerland
Belgium
France
Latvia
Portugal
United
Kingdom
Bulgaria
Germany
Lithuania
Romania
Czech
Republic
Greece
Luxembourg
Slovakia
Denmark
Hungary
Netherlands
Spain
Estonia
Ireland
Norway
Sweden
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For more information, please contact:
Lloyd’s Register Rail
Preston Technology Centre
Unit G09
Marsh Lane
Preston
Lancashire
PR1 8UQ
T +44 (0)1772 272 716
F +44 (0)1772 888 673
E john.molyneux@lr.org
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