IEC 62236-3-1:2008

Railway applications - Electromagnetic compatibility - Part 3-1: Rolling stock - Train and complete vehicle

IEC 62236-3-1:2008 specifies the emission and immunity requirements for all types of rolling stock. Covers traction stock and trainsets including urban vehicles for use in city streets. The main change with respect to the previous edition consists of the incorporation of emission limits for urban vehicles operating in city streets.

Applications ferroviaires - Compatibilité électromagnétique - Partie 3-1: Matériel roulant - Trains et véhicules complets

La CEI 62236-3-1:2008 spécifie les exigences d'émission et d'immunité pour tous les types de matériel roulant. S'applique au matériel de traction et aux rames y compris les véhicules de transport urbain. Les modifications principales par rapport à l'édition précédente concernent l'incorporation des limites d'émission pour les véhicules urbains opérant dans les rues des villes.

General Information

• Status: Published
• Publication Date: 11-Dec-2008
• ICS: 33.100 - Electromagnetic compatibility (EMC)
• ICS: 45.060.01 - Railway rolling stock in general
• Technical Committee: TC 9 - Electrical equipment and systems for railways
• Drafting Committee: MT 62236 - TC 9/MT 62236
• Current Stage: DELPUB - Deleted Publication
• Completion Date: 15-Feb-2018

Relations

• Revised: IEC 62236-3-1:2018 - Railway applications - Electromagnetic compatibility - Part 3-1: Rolling stock - Train and complete vehicle
• Effective Date: 05-Sep-2023

Standards Content (Sample)

IEC 62236-3-1



Edition 2.0 2008-12



INTERNATIONAL



STANDARD



NORME
INTERNATIONALE


Railway applications – Electromagnetic compatibility –
Part 3-1: Rolling stock – Train and complete vehicle

Applications ferroviaires – Compatibilité électromagnétique –
Partie 3-1: Matériel roulant – Trains et véhicules complets


IEC 62236-3-1:2008

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THIS PUBLICATION IS COPYRIGHT PROTECTED


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IEC 62236-3-1



Edition 2.0 2008-12



INTERNATIONAL



STANDARD



NORME
INTERNATIONALE


Railway applications – Electromagnetic compatibility –
Part 3-1: Rolling stock – Train and complete vehicle

Applications ferroviaires – Compatibilité électromagnétique –
Partie 3-1: Matériel roulant – Trains et véhicules complets


INTERNATIONAL
ELECTROTECHNICAL
COMMISSION
COMMISSION
ELECTROTECHNIQUE
PRICE CODE
INTERNATIONALE
Q
CODE PRIX
ICS 45.060 ISBN 978-2-88910-647-9
® Registered trademark of the International Electrotechnical Commission
Marque déposée de la Commission Electrotechnique Internationale

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CONTENTS

FOREWORD.3


INTRODUCTION.5

1 Scope.6

2 Normative references .6


3 Terms and definitions .7

4 Applicability.7

5 Immunity tests and limits .7

6 Emission tests and limits .8
6.1 Compatibility with signalling and communication systems.8
6.2 Interference on telecommunication lines.8
6.2.1 Digital telecommunication lines.8
6.2.2 Analogue telecommunication lines.8
6.3 Radiated electromagnetic disturbances .8
6.3.1 Test site .8
6.3.2 Test conditions .9
6.3.3 Emission limits .10
Annex A (informative) Interference on telecommunication lines.12
Annex B (normative) Radiated electromagnetic disturbances – Test procedure.15

Figure 1 – Limits for stationary test (quasi-peak, 10 m).10
Figure 2 – Limits for slow moving test (peak, 10 m) .11

Table B.1 – Guideline for test .16

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62236-3-1 © IEC:2008 – 3 –


INTERNATIONAL ELECTROTECHNICAL COMMISSION

____________



RAILWAY APPLICATIONS –

ELECTROMAGNETIC COMPATIBILITY –



Part 3-1: Rolling stock –

Train and complete vehicle





FOREWORD
1) The International Electrotechnical Commission (IEC) is a worldwide organization for standardization comprising
all national electrotechnical committees (IEC National Committees). The object of IEC is to promote
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8) Attention is drawn to the Normative references cited in this publication. Use of the referenced publications is
indispensable for the correct application of this publication.
9) Attention is drawn to the possibility that some of the elements of this IEC Publication may be the subject of
patent rights. IEC shall not be held responsible for identifying any or all such patent rights.

International Standard IEC 62236-3-1 has been prepared by IEC technical committee 9:
Electrical equipment and systems for railways.
This second edition cancels and replaces the first edition published in 2003. It constitutes a
technical revision and is based on EN 50121-3-1:2006.
The main change with respect to the previous edition is listed below:
– incorporation of emission limits for urban vehicles operating in city streets.

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The text of this standard is based on the following documents:


FDIS Report on voting

9/1186/FDIS 9/1214/RVD



Full information on the voting for the approval of this standard can be found in the report on

voting indicated in the above table.



This publication has been drafted in accordance with the ISO/IEC Directives, Part 2.

A list of all parts of IEC 62236 series, published under the general title Railway applications –
Electromagnetic compatibility, can be found on the IEC website.
The committee has decided that the contents of this publication will remain unchanged until
the maintenance result date indicated on the IEC web site under "http://webstore.iec.ch" in
the data related to the specific publication. At this date, the publication will be
• reconfirmed,
• withdrawn,
• replaced by a revised edition, or
• amended.

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62236-3-1 © IEC:2008 – 5 –


INTRODUCTION


This product standard for rolling stock sets limits for electromagnetic emission and immunity

in order to ensure a well-functioning system within its intended environment.


Immunity limits are not given for the complete vehicle. Part 3-2 of this standard defines

requirements for the apparatus installed in the rolling stock, since it is impractical to test the

complete unit. An EMC plan should be established for equipment covered by this part of

IEC 62236.

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RAILWAY APPLICATIONS –

ELECTROMAGNETIC COMPATIBILITY –



Part 3-1: Rolling stock –

Train and complete vehicle








1 Scope

This part of IEC 62236 specifies the emission and immunity requirements for all types of
rolling stock. It covers traction stock and trainsets including urban vehicles for use in city
streets.
The frequency range considered is from d.c. to 400 GHz. No measurements need to be
performed at frequencies where no requirement is specified.
The scope of this standard ends at the interface of the rolling stock with its respective energy
inputs and outputs. In the case of locomotives, trainsets, trams, etc. this is the current
collector (pantograph, shoe gear). In the case of hauled stock, this is the a.c. or d.c. auxiliary
power connector. However, since the current collector is part of the traction stock, it is not
entirely possible to exclude the effects of this interface with the power supply line. The slow
moving test has been designed to minimise these effects.
Basically, all apparatus to be integrated into a vehicle should meet the requirements of Part 3-
2 of this standard. In exceptional cases, where apparatus meets another EMC standard, but
full compliance with Part 3-2 is not demonstrated, EMC should be assured by adequate
integration measures of the apparatus into the vehicle system and/or by an appropriate EMC
analysis and test which justifies deviating from Part 3-2.
The electromagnetic interference concerning the railway system as a whole is dealt with in
IEC 62236-2.
These specific provisions are to be used in conjunction with the general provisions in
IEC 62236-1.
2 Normative references
The following referenced documents are indispensable for the application of this document.

For dated references, only the edition cited applies. For undated references, the latest edition
of the referenced document (including any amendments) applies.
IEC 62236-1, Railway applications – Electromagnetic compatibility – Part 1: General
IEC 62236-2, Railway applications – Electromagnetic compatibility – Part 2: Emission of the
whole railway system to the outside world
IEC 62236-3-2, Railway applications – Electromagnetic compatibility – Part 3-2: Rolling stock
– Apparatus
IEC 62427, Railway applications – Compatibility between rolling stock and train detection
systems

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62236-3-1 © IEC:2008 – 7 –


CISPR 16-1-1, Specification for radio disturbance and immunity measuring apparatus and

methods – Part 1-1: Radio disturbance and immunity measuring apparatus – Measuring

apparatus


ITU-T, Directive concerning the protection of telecommunication lines against harmful effects

from electrical power and electrified railway lines – Volume VI: Danger and disturbances


3 Terms and definitions


For the purposes of this document, the following terms and definitions apply.

3.1
traction stock
electric and diesel locomotives, high speed trainsets, electric and diesel multiple units (no
locomotive, each coach has its own traction equipment) for main line vehicles, Light Railway
Vehicles (LRV) such as underground trainsets, trams, etc., for urban vehicles
3.2
hauled stock
all independent passenger coaches and freight wagons (if they contain electric apparatus
such as freezing equipment) which may be hauled in random combinations by different types
of locomotives
3.3
main line vehicles
vehicles such as high speed trains, suburban trains, freight trains, mainly designed to operate
between cities
3.4
urban vehicles
vehicles such as underground trainsets, trams, LRV (Light Rail Vehicles), trolleybuses, mainly
designed to operate within the boundary of a city
4 Applicability
Generally, it is not possible to test electromagnetic compatibility invoking every function of the
stock. The tests shall be made at typical operating modes considered to produce the largest
emission.
The configuration and mode of operation shall be specified in the test plan and the actual

conditions during the tests shall be precisely noted in the test report.
5 Immunity tests and limits
No tests are applied to the complete vehicle, but the immunity tests and limits in Part 3-2 of
this standard were selected in the knowledge that the vehicle can be deemed to be immune
to a level of 20 V/m over the frequency range 0,15 MHz to 2 GHz. It is expected that the
assembly of the apparatus into a complete vehicle will give adequate immunity, provided that
an EMC plan has been prepared and implemented, taking into account the limits in Part 3-2 of
this standard.

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6 Emission tests and limits


The emission tests and limits for rolling stock in this standard should ensure as far as

possible that the rolling stock does not interfere with typical installations in the vicinity of the

railway system.


Measurements shall be performed in well-defined and reproducible conditions. It is not

possible to totally separate the effects of the railway system and the stock under test.

Therefore, the operator and the manufacturer have to define in the contract the test conditions

and the test site for compatibility with signalling and communication systems and for

interference on telecommunication lines, (e.g. load conditions, speed and configuration of the

units). For radiated emissions, the test conditions are defined in 6.3.1 and 6.3.2. The
contributions of other parts of the railway system (e.g. substations, signalling) and of the
external environment (e.g. power lines, industrial sites, radio and television transmitters) to
the measurements must be known and taken into account.
6.1 Compatibility with signalling and communication systems
Signalling, train radio and other railway systems (axle counters, track circuits, train control
systems, etc.) are different in every country in terms of operating frequencies and waveforms.
Therefore, emission requirements shall be specified according to the type of signalling and
communication systems used (see IEC 62427).
The requirements need to take into account sources of disturbance other than the rolling
stock, including the train radio and signalling systems themselves, and the effects of
transients due to bad contact, pantograph bouncing, third rail gaps, etc.
6.2 Interference on telecommunication lines
6.2.1 Digital telecommunication lines
Interference with digital systems such as PCM, ISDN, is not covered in this standard.
6.2.2 Analogue telecommunication lines
The harmonics in the traction current of a railway system may induce noise in a conventional
analogue telecommunication system. The acceptable level of noise on conventional analogue
telephone lines is specified by ITU-T. The value of this noise is measured with a psophometric
filter. The relationship between the current absorbed or generated by the traction vehicle and
the noise in the telephone line is neither under the total control of the vehicle manufacturer
nor of the operator of the network (for details see Clause A.1). Thus it shall be the
responsibility of the purchaser of the tractive stock in accordance with the rules of the
Infrastructure Controllers to specify a frequency weighted current limit at the vehicle interface.

One method commonly used is to specify the psophometric current I which has a
pso
psophometrical frequency weighting. The background and application of this method is
described in Annex A. As it is known that the I method does not fully represent the noise
pso
effect of the harmonics in the kHz range, alternative methods of frequency weighting may be
specified by the purchaser.
6.3 Radiated electromagnetic disturbances
6.3.1 Test site
The test site shall meet as far as possible the “free space“ requirements below within the
existing constraints of the railway environment:
– no trees, walls, bridges, tunnels or vehicles shall be close to the measurement point,
minimum separation distance:
30 m for main line vehicles,

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62236-3-1 © IEC:2008 – 9 –


10 m for urban vehicles;

– since it is impossible to avoid the support masts of the overhead, the measurement point

shall be at the midpoint between masts, on the opposite side of the track (in case of a

double track, on the side of the track which is being used). If the railway system is

powered by a third rail, the antenna shall be on the same side of the track (worst case);

– the overhead/third rail should be an “infinite“ line on both sides of the measurement point,

the minimum clear length on both sides of the measurement point should be:


3 km for main line vehicles,

500 m for urban vehicles

Overhead/third rail discontinuities as well as substations, transformers, neutral sections,

section insulators, etc., should be avoided.
Since resonances may occur in the overhead line at radio-frequencies, it may be
necessary to change the test site. The exact location of the test site and features of both
the site and the overhead system layout shall be noted.
The contribution of the substation may be considered when assessing the emissions from
the vehicle. Note that the contribution of a d.c. substation depends on its load current and
will not be measured properly in a no-load condition;
– close proximity to power lines including buried lines, substations, etc., should be avoided;
– no other railway vehicle should be operating in the same feeding section or within a
distance of
20 km for main line vehicles,
2 km for urban vehicles
If these conditions are not possible, the ambient noise before and after each emission
measurement of the vehicle under test shall be recorded. Otherwise, only two ambient
noise measurements at the beginning and the end of the test series are sufficient.
If at specific frequencies or in specific frequency ranges the ambient noise is higher than
the limit values less 6 dB, the measurements at these frequencies need not be
considered. These frequencies shall be noted in the test report.
6.3.2 Test conditions
The tests shall cover the operation of all systems onboard the rolling stock which may
produce radiated emissions.
Hauled stock shall be tested while stationary in an energised mode (auxiliary converters,
battery chargers, etc., in operation). The antenna should be sited opposite the equipment
expected to produce the greatest emissions at the frequencies under measurement.

Traction stock shall be tested whilst stationary and at slow moving speed. During the
stationary test, the auxiliary converters shall operate (it is not inevitably under maximum load
conditions that the maximum emission level is produced) and the traction converters shall be
under voltage but not operating. The antenna should be sited opposite the vehicle centre line
unless an alternative location is expected to produce higher emission levels.
For the slow moving test, the speed shall be low enough to avoid arcing at or bouncing of the
sliding contact and high enough to allow for electric braking. The recommended speed range
is (20 ± 5) km/h for urban vehicles and (50 ± 10) km/h for main line vehicles. When passing
the antenna, the vehicle shall accelerate or decelerate with approximately 1/3 of its maximum
tractive effort within the given speed range.
The slow moving test may be replaced by a stationary test with the vehicle operating at 1/3 of
its maximum tractive effort against the mechanical brakes, if the following conditions are
fulfilled:
– the traction equipment allows for operation whilst stationary;

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– tests of electric braking are not required, if no different circuits are used in braking.


If the slow moving test is replaced by a stationary test with tractive effort, then the slow

moving limits shall be applied. The decision for the stationary test with tractive effort has to be

justified in the test report.


6.3.3 Emission limits



dB(μA/m) dB(μV/m)
H E
90
90

80 80
70
70
60 60
50 50
40 40
30 30
20
20
10 10
0 0
–10
–10

10 kHz 100 kHz 1 MHz 10 MHz 100 MHz 1 GHz
9 kHz 150 kHz 30 MHz
IEC 2178/08


Trams/trolleybuses for use in city streets


  Other rail vehicles
NOTE 1 The limits are defined as quasi-peak values and the bandwidths are those used in CISPR 16-1-1:

 Bandwidth
Frequencies up to 150 kHz 200 Hz
Frequencies from 150 kHz to 30 MHz 9 kHz
Frequencies above 30 MHz 120 kHz
NOTE 2 All values are measured at a distance of 10 m.
Figure 1 – Limits for stationary test (quasi-peak, 10 m)

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62236-3-1 © IEC:2008 – 11 –


dB(μA/m) dB(μV/m)

H E

100 100


90 90


A
80 80

B

70 70

C

A
60 60

B
A
50 50
B
C
40 40
C
30 30
20 20
10 10
0 0

10 kHz 100 kHz 1 MHz 10 MHz 100 MHz 1 GHz
9 kHz 150 kHz 30 MHz
IEC 2179/08

NOTE 1 Emission limits
A = 20/25 kV a.c.
B = 15 kV a.c., 3 kV d.c. and 1,5 kV d.c.
C = 750 V and 600 V d.c., including trams/trolleybuses for use in city streets
NOTE 2 For details of test procedure, see Annex B.
NOTE 3 All values measured at a distance of 10 m in peak values.
NOTE 4 For diesel and diesel electric locomotives and multiple units, the emission limits of Figure 1 (“other rail
vehicles”) and C in Figure 2 shall apply.
NOTE 5 There are very few external radio services operating in the range 9 kHz to 150 kHz with which the railway

can interfere. If it can be demonstrated that no compatibility problem exists, any emission level exceeding the
relevant limits given in figure 1 and 2 may be acceptable.
Figure 2 – Limits for slow moving test (peak, 10 m)

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Annex A

(informative)



Interference on telecommunication lines




A.1 Relationship between currents in railway system and noise on

telecommunication lines


Conventional telecom copper cables in the vicinity of electrified railway lines are subject to

electromagnetic disturbances caused by the currents in the railway system.
These disturbances result in induced longitudinal voltages ranging from the frequency of the
fundamental wave to higher frequency harmonics. Sources of the harmonics are converters
applied within the traction equipment of the traction stock and/or in the power supply station.
Due to imbalances in the cable itself, these longitudinal voltages translate to transverse
voltages or noise.
The acceptable level of noise on conventional analogue telephone lines is specified by the
ITU-T. The value of this noise is measured with a psophometric filter.
The relationship between the current absorbed by the traction vehicle and the noise on the
telecom line is neither under the total control of the vehicle manufacturer nor of the railway
and telecommunication network operators.
This relationship depends on:
• the structure of the telecom cables:
– shielding, isolation to ground, balance of the cable;
• the characteristics of the telecom terminals:
– susceptibility, input balance;
• the topology of the telecom network:
– length of parallel sections of the telecom line to the tracks;
– the distance between tracks and telecom lines;
– the earth-resistivity;
• the topology of the railway network:
– single/double track;

• the type of power supply of the catenary:
– a.c./d.c.;
– substation ripple (d.c. rectifiers or a.c. 16,7 Hz static converters in some cases);
– type of catenary and feeder system (e.g. 1 × 25 kV or 2 × 25 kV);
– application of return conductors;
– single-end or double-end supply of the section under consideration;
• the density of train circulation;
• the current absorption and generation of harmonics of the tractive stock;
• the kind of harmonics superposition from a number of converters.

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62236-3-1 © IEC:2008 – 13 –


A.2 Psophometric current definit
...