SIST EN 50121-2:2007
(Main)Railway applications - Electromagnetic compatibility -- Part 2: Emission of the whole railway system to the outside world
Railway applications - Electromagnetic compatibility -- Part 2: Emission of the whole railway system to the outside world
This European Standard sets the emission limits from the whole railway system including urban vehicles for use in city streets. It describes the measurement method to verify the emissions, and gives the cartography values of the fields most frequently encountered. The limits refer to the particular measuring points defined in Clause 5 and Annex A. These emissions should be assumed to exist at all points in the vertical planes which are 10 m from the centre lines of the outer electrified railway tracks, or 10 m from the fence of the substations. Also, the zones above and below the railway may be affected by electromagnetic emissions and particular cases shall be considered individually. These specific provisions are to be used in conjunction with the general provisions in EN 50121-1. This part of the standard covers EMC for fixed installations and therefore is not relevant for CE marking.
Bahnanwendungen - Elektromagnetische Verträglichkeit -- Teil 2: Störaussendungen des gesamten Bahnsystems in die Außenwelt
Diese Europäische Norm legt die Grenzwerte fest für die Störaussendung des gesamten Bahnsystems einschließlich von Nahverkehrsfahrzeugen, die auf städtischen Straßen verkehren, in die Außenwelt, sie beschreibt die anzuwendenden Verfahren zur Messung der Störaussendung und gibt Werte der am häufigsten anzutreffenden Feldstärken (Kartographie). Die Grenzwerte beziehen sich auf bestimmte Messpunkte, die im Abschnitt 5 und im Anhang A festgelegt werden. Es sollte angenommen werden, dass diese Störaussendungen in allen Punkten einer vertikalen Ebene 10 m von der jeweiligen Mittellinie der äußeren elektrifizierten Gleise oder 10 m vom Zaun der Unterwerke vorhanden sind. Ferner können die Zonen ober- und unterhalb der Bahn von elektromagnetischen Aussendungen betroffen sein und besondere Fälle müssen einzeln betrachtet werden. Diese speziellen Bestimmungen finden in Verbindung mit den allgemeinen Festlegungen in EN 50121-1 Anwendung. Dieser Teil der Norm deckt die elektromagnetische Verträglichleit (EMV) für stationäre Anlagen ab und ist deshalb für die CE-Kennzeichnung nicht relevant.
Applications ferroviaires - Compatibilité électromagnétique -- Partie 2: Emission du système ferroviaire dans son ensemble vers le monde extérieur
Cette Norme Européenne fixe les limites d’émission provenant du système ferroviaire dans son ensemble et s’applique également au transport urbain. Elle décrit la méthode de mesure à utiliser pour vérifier les émissions et donne la cartographie des niveaux de champ rencontrés le plus fréquemment. Les limites se référent aux points de mesure particuliers définis à l’Article 5 et à l’Annexe A. Il convient de considérer que ces émissions existent en tout point dans les plans verticaux situés à 10 m des lignes centrales des voies de chemin de fer électrifiées en zone extérieure ou à 10 m de la clôture des sous-stations. Les zones situées au-dessus et en dessous du système ferroviaire peuvent également être affectées par des émissions électromagnétiques et les cas particuliers doivent être pris en compte de manière individuelle. Ces dispositions spécifiques doivent être utilisées avec les dispositions générales données dans la EN 50121-1. Cette partie de la norme couvre la CEM d’installations fixes et n’est donc pas applicable au marquage CE.
Železniške naprave - Elektromagnetna združljivost - 2. del: Sevanje celotnega železniškega sistema v okolje (vsebuje popravek AC:2008)
General Information
Relations
Standards Content (Sample)
SLOVENSKI STANDARD
SIST EN 50121-2:2007
01-januar-2007
1DGRPHãþD
SIST EN 50121-2:2001
Železniške naprave - Elektromagnetna združljivost - 2. del: Sevanje celotnega
železniškega sistema v okolje (vsebuje popravek AC:2008)
Railway applications - Electromagnetic compatibility -- Part 2: Emission of the whole
railway system to the outside world
Bahnanwendungen - Elektromagnetische Verträglichkeit -- Teil 2: Störaussendungen des
gesamten Bahnsystems in die Außenwelt
Applications ferroviaires - Compatibilité électromagnétique -- Partie 2: Emission du
système ferroviaire dans son ensemble vers le monde extérieur
Ta slovenski standard je istoveten z: EN 50121-2:2006
ICS:
33.100.01 Elektromagnetna združljivost Electromagnetic compatibility
na splošno in general
45.020 Železniška tehnika na Railway engineering in
splošno general
SIST EN 50121-2:2007 en
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
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SIST EN 50121-2:2007
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SIST EN 50121-2:2007
EUROPEAN STANDARD
EN 50121-2
NORME EUROPÉENNE
July 2006
EUROPÄISCHE NORM
ICS 29.020; 29.280; 45.020 Supersedes EN 50121-2:2000
Incorporates corrigendum May 2008
English version
Railway applications -
Electromagnetic compatibility
Part 2: Emission of the whole railway system
to the outside world
Applications ferroviaires - Bahnanwendungen -
Compatibilité électromagnétique Elektromagnetische Verträglichkeit
Partie 2: Emission du système ferroviaire Teil 2: Störaussendungen des gesamten
dans son ensemble vers Bahnsystems in die Außenwelt
le monde extérieur
This European Standard was approved by CENELEC on 2006-07-01. CENELEC members are bound to comply
with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European Standard
the status of a national standard without any alteration.
Up-to-date lists and bibliographical references concerning such national standards may be obtained on
application to the Central Secretariat or to any CENELEC member.
This European Standard exists in three official versions (English, French, German). A version in any other
language made by translation under the responsibility of a CENELEC member into its own language and notified
to the Central Secretariat has the same status as the official versions.
CENELEC members are the national electrotechnical committees of Austria, Belgium, Cyprus, the Czech
Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia,
Lithuania, Luxembourg, Malta, the Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain,
Sweden, Switzerland and the United Kingdom.
CENELEC
European Committee for Electrotechnical Standardization
Comité Européen de Normalisation Electrotechnique
Europäisches Komitee für Elektrotechnische Normung
Central Secretariat: rue de Stassart 35, B - 1050 Brussels
© 2006 CENELEC - All rights of exploitation in any form and by any means reserved worldwide for CENELEC members.
Ref. No. EN 50121-2:2006 E
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SIST EN 50121-2:2007
EN 50121-2:2006 - 2 -
Foreword
This European Standard was prepared by Technical Committee TC 9X: Electrical and electronic
applications for railways. The text of the draft was submitted to the formal vote and was approved by
CENELEC as EN 50121-2 on 2006-07-01.
This European Standard supersedes EN 50121-2:2000.
This European Standard is to be read in conjunction with EN 50121-1.
This standard forms Part 2 of the European Standard series EN 50121, published under the
general title "Railway applications - Electromagnetic compatibility". The series consists of:
• Part 1 : General
• Part 2 : Emission of the whole railway system to the outside world
• Part 3-1 : Rolling stock - Train and complete vehicle
• Part 3-2 : Rolling stock - Apparatus
• Part 4 : Emission and immunity of the signalling and telecommunications apparatus
• Part 5 : Emission and immunity of fixed power supply installations and apparatus
The following dates were fixed:
– latest date by which the EN has to be implemented
at national level by publication of an identical
national standard or by endorsement (dop) 2007-07-01
– latest date by which the national standards conflicting
with the EN have to be withdrawn (dow) 2009-07-01
This European Standard has been prepared under a mandate given to CENELEC by the European
Commission and the European Free Trade Association and covers essential requirements of
EC Directive 2004/108/EC. See Annex ZZ.
The contents of the corrigendum of May 2008 have been included in this copy.
__________
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Contents
1 Scope . 4
2 Normative references . 4
3 Definitions . 5
4 Emission limits . 5
4.1 Emission from the open railway route during train operation . 5
4.2 Radio frequency emission from railway substations . 5
5 Method of measurement of emission from moving trains . 6
5.1 Measurement parameters . 6
5.2 Frequency selection . 8
5.3 Transients . 8
5.4 Measuring conditions . 8
5.5 Test report . 9
5.6 Antenna positions . 9
Annex A (normative) Method of measurement of electromagnetic emission from railway substations . 15
Annex B (informative) Background to the method of measurement . 16
Annex C (informative) Cartography - Electric and Magnetic fields at traction frequencies . 21
Annex ZZ (informative) Coverage of Essential Requirements of EC Directives . 22
Figure 1 - Emission limits in frequency range 9 kHz to 1 GHz . 10
Figure 2 - Emission limit for substations . 11
Figure 3 - Position of antenna for measurement of magnetic field in the 9 kHz
to 30 MHz frequency band . 12
Figure 4 - Position (vertical polarisation) of antenna for measurement of electric field
in the 30 MHz to 300 MHz frequency band . 13
Figure 5 - Position (vertical polarisation) of antenna for measurement of electric field
in the 300 MHz to 1 GHz frequency band . 14
Figure B.1 - Time variation of emissions from a moving train with many transient events . 20
Table C.1 - Typical maximum electric and magnetic field values
at fundamental frequency of different electrification systems . 21
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EN 50121-2:2006 - 4 -
1 Scope
This European Standard sets the emission limits from the whole railway system including urban
vehicles for use in city streets. It describes the measurement method to verify the emissions, and gives
the cartography values of the fields most frequently encountered.
The limits refer to the particular measuring points defined in Clause 5 and Annex A. These emissions
should be assumed to exist at all points in the vertical planes which are 10 m from the centre lines of
the outer electrified railway tracks, or 10 m from the fence of the substations.
Also, the zones above and below the railway may be affected by electromagnetic emissions and
particular cases shall be considered individually.
These specific provisions are to be used in conjunction with the general provisions in EN 50121-1.
This part of the standard covers EMC for fixed installations and therefore is not relevant for CE
marking.
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.
EN 50121-1 Railway applications - Electromagnetic compatibility
Part 1: General
EN 50121-3-1 Railway applications - Electromagnetic compatibility
Part 3-1: Rolling stock - Train and complete vehicle
EN 50121-5 Railway applications - Electromagnetic compatibility
Part 5: Emission and immunity of fixed power supply installations
and apparatus
EN 55016-1-1 Specification for radio disturbance and immunity measuring
apparatus and methods - Part 1-1: Radio disturbance and immunity
measuring apparatus - Measuring apparatus (CISPR 16-1-1)
EN 55022 Information technology equipment - Radio disturbance
characteristics - Limits and methods of measurement
(CISPR 22, mod.)
EN 61000-6-4 Electromagnetic Compatibility (EMC)
Part 6-4: Generic Standards - Emission standard for industrial
environments (IEC 61000-6-4, mod.)
CISPR 18 Radio interference characteristics of overhead power lines and high
voltage equipment
IEC 60050 International Electrotechnical Vocabulary (IEV)
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3 Definitions
For the purpose of this Part 2 of the European Standard, the definitions of IEC 60050 and the following
definitions apply.
3.1
apparatus
an electric or electronic product with an intrinsic function intended for implementation into a fixed railway
installation
3.2
environment
the surrounding objects or region which may influence the behaviour of the system and/or may be
influenced by the system
3.3
external interface
the boundary where a system interacts with any other or where a system interacts with its environment
3.4
railway substation
an installation the main function of which is to supply a contact line system at which the voltage of a
primary supply system, and in some cases the frequency, is transformed to the voltage and frequency of
the contact line
3.5
railway supply lines
conductors running within the boundary of the railway which supply power to only the railway but are not
energised at railway system voltage
4 Emission limits
4.1 Emission from the open railway route during train operation
The emission limits in the frequency range 9 kHz to 1 GHz are given in Figure 1 and the measurement
method is defined in Clause 5. For non-electrified lines, the limits are as those given for 750 V d.c.
Annex C gives guidance values for typical maximum field values at fundamental frequency of different
electrification systems which may occur. They depend on numerous geometrical and operational
parameters which may be obtained from the infrastructure controller.
For urban vehicles operating in city streets, the emission limits given in Figure 1 for 750 V d.c.
conductor rail shall not be exceeded.
NOTE It is not possible to undertake complete tests with quasi-peak detection due to the reasons stated in Annex B.
4.2 Radio frequency emission from railway substations
Radio frequency noise emission from the railway substation to the outside environment measured
according to the method defined in Annex A shall not exceed the limits in Figure 2.
The limits are defined as quasi-peak values and the bandwidths are those used in EN 55016-1-1:
Bandwidth
frequencies up to 150 kHz 200 Hz
frequencies from 150 kHz to 30 MHz 9 kHz
frequencies above 30 MHz 120 kHz
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The distance of 10 m defined in Annex A shall be measured from the fence of the substation. If no fence
exists, the measurements shall be taken at 10 m from the apparatus or from the outer surface of the
enclosure if it is enclosed.
Emission of trains shall not enter into the measurement.
NOTE For other kinds of fixed installations like auto-transformers, the same limit and measuring distance shall be applied.
5 Method of measurement of emission from moving trains
The method of measurement is adapted from the EN 55016-1-1 to a railway system with moving
vehicles. The background to the method of measurement is given in Annex B.
The electromagnetic fields generated by rail vehicles when operating on a railway network are
measured by means of field strength meters with several different set frequencies. The horizontal
component of the magnetic field perpendicular to the track and both the vertical and horizontal (parallel
to the track) components of the radiated electric field are measured.
5.1 Measurement parameters
5.1.1 The peak measurement method is used. The duration at selected frequency shall be sufficient to
obtain an accurate reading. This is a function of the measuring set and the recommended value is
50 ms.
5.1.2 Frequency bands and bandwidths at – 6 dB used for measurements are in accordance with
EN 55016-1-1.
These are:
Frequency bands: 9-150 kHz 0,15-30 MHz 30-300 MHz 300 MHz -1 GHz
Bandwidth: 200 Hz 9 kHz 120 kHz 120 kHz
5.1.3 When connected to the antenna, the error of measurement of the strength of a uniform sine-
wave field shall not differ more than ± 4,0 dB from EN 55016-1-1 equipment.
5.1.4 The noise may not attain its maximum value as the traction vehicle passes the measuring point,
but may occur when the vehicle is a long distance away. Therefore, the measuring set shall be active
for a sufficient duration before and after the vehicle passes by to ensure that the maximum noise level
is recorded.
5.1.5 To cover the full frequency range, antennas of different design are required. Typical equipment is
described below:
- for 9 kHz - 30 MHz, a loop or frame antenna is used to measure H field (see Figure 3);
- for 30 MHz - 300 MHz, a biconical dipole is used to measure E field (see Figure 4);
- for 300 MHz - 1,0 GHz, a log-periodic antenna is used to measure E field (see Figure 5).
Calibrated antenna factors are used to convert the terminal voltage of the antenna to field strength.
5.1.6 The preferred distance of the measuring antenna from the centreline of the track on which the
vehicle is moving is 10 m. In the case of the log-periodic antenna, the 10 m distance is measured to the
mechanical centre of the array.
It is not considered necessary to carry out two tests to examine both sides of the vehicle, even if it
contains different apparatus on the two sides, since the majority of the emission is produced by the
sliding contact if the train is moving.
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Where the tests are carried out at a site which meets all the recommended criteria except that the
antennas are not 10 m from the track centreline, the results can be converted to an equivalent 10 m
value by using the following formula:
. .
E = E + n 20 log (D/10)
10 x 10
where E is the value at 10 m
10
E is the measured value at D m
x
n is a factor taken from the table below.
Frequency range n
0,15 MHz to 0,4 MHz 1,8
0.4 MHz to 1,6 MHz 1,65
1,6 MHz to 110 MHz 1,2
110 MHz to 1 000 MHz 1,0
The measured values (at the equivalent 10 m distance) shall not exceed the limits given in Figure 1 for
the appropriate system voltage.
Where the physical layout of the railway totally prevents the use of reference distances, a method shall
be agreed to suit the particular circumstances. For example, if the railway is in tunnel, miniature
antennas can be used on the wall of the tunnel. In such a case, the limits selected shall take into
account the method of measurement.
5.1.7 The height above rail level of the antenna centre shall be within the range 1,0 m to 2,0 m for the
loop antenna, and within 2,5 m to 3,5 m to the centre of dipole or log-periodic antennas. If the level of
the ground at the antenna differs from the rail level by more than 0,5 m, the actual value shall be noted
in the test report.
The plane of the loop antenna shall be vertical and parallel to the line of the track. The biconical dipole
shall be placed in the vertical and horizontal axis. The log periodic antenna shall be arranged to
measure the vertical and horizontal polarisation signal, with the antenna directed towards the track.
Figures 3, 4 and 5 show the positions and vertical alignments of the antennas.
5.1.8 In the case of elevated railway systems, if the antenna heights specified above cannot be
achieved, the height of the antenna centre can be referenced to the level of the ground instead of to the
rail level. The conversion formula in 5.1.6 shall be employed where D is the slant distance between the
train and the antenna. The train shall be visible from the location of the antenna and the axis of the
antenna shall be elevated to point directly at the train. A measurement distance of 30 m from the track
centreline is preferred for highly elevated railways. Full details of the test configuration shall be noted in
the test report.
5.1.9 If tests are being done on a railway with overhead electrified supply, the measuring point shall be
at the mid-point between the support masts of the overhead line and not at a discontinuity of the
contact wire. It is recognised that resonance can exist in an overhead system at radio frequencies and
this may require changes in the values of frequency chosen for measurement. If resonance exists, this
should be noted in the test report.
The radio frequency emission will be affected by the state of the railway supply system. Switching of
feeder stations and temporary works will influence the response of the system. It is therefore necessary
to note the condition of the system in the test record and, if possible, all similar tests should be carried
out within the same working day. Where the railway has a track-side conductor rail power supply, the
test location should be at least 100 m from gaps in the rail, to avoid inclusion of the transient fields
associated with the make and break of collector contact. The conductor rail and the antennas shall be
on the same side of the track.
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5.1.10 The test sites do not correspond to the definition of a completely clear site because they are
influenced by overhead structures, rails and the catenary. However, wherever possible, antennas shall
be placed well away from reflecting objects. If overhead power lines are nearby, other than those which
are part of the railway network, they should be no closer than 100 m to the test site.
5.1.11 The values measured are expressed as:
- dBµA/m for magnetic fields,
- dBµV/m for electrical fields.
These are obtained by using the appropriate antenna factors and conversions.
5.1.12 Background noise shall be measured at the test site in the absence of train effects. This will
give the noise values from the energised power supply conductors. If this is significant, it is advisable to
measure also at 100 m from the test site, to identify any high non-railway sources of noise.
5.2 Frequency selection
5.2.1 Selected frequencies
The selection of the actual frequencies to be measured will depend on the circumstances of the test
site.
If high signals exist, for example from public broadcasting stations, the selection of test frequencies
shall take this into account.
It is recommended that test frequencies are selected so that there are at least three frequencies per
decade.
5.2.2 Sweep frequency
In view of the short time available for measurement in one train passage, the use of a sweep frequency
measuring technique, in which the peak noise is measured with a peak-hold circuit as the frequency is
changed, may offer adequate information concerning generation of noise. There will still remain
problems of time because the rate of change of frequency is a function of the bandwidth, due to
considerations of accuracy. A sweep analyser will usually set its own sweep rate to meet this
requirement. If this method is used, sweep rate as well as bandwidth shall be noted.
5.3 Transients
During the test, transients due to switching may be detected, such as those caused by operation of
power circuit breakers. These shall be disregarded when selecting the maximum signal level found for
the test.
5.4 Measuring conditions
5.4.1 Weather conditions
To minimise the possible effect of weather on the measured values, measurements should be carried
out in dry weather, (after 24 hours during which not more than 0,1 mm rain has fallen), with a
o
temperature of at least 5 C, and a wind velocity of less than 10 m/s.
Humidity should be low enough to prevent condensation on the power supply conductors.
Since it is necessary to plan the tests before the weather conditions can be known, tests will have to be
made in weather conditions which do not meet the target conditions. In these circumstances, the actual
weather conditions shall be recorded with the test results.
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5.4.2 Railway operating modes
Two test conditions are specified for the traction mode and are:
a) measurement at a speed of more than 90 % of the maximum service speed, (to ensure that the
dynamics of current collection are involved in the noise level) and at the maximum power which
can be delivered at that speed.
b) at the maximum rated power and at a selected speed, (particularly if the lower frequencies are of
concern).
If the vehicle is capable of electric braking, tests are required at a brake power of at least 80 % of the
rated maximum brake power.
5.4.3 Multiple sources from remote trains
For the purpose of limits, the presence of "physically-remote but electrically-near" vehicles out of the
test zone is regarded as insignificant when considering radio noise.
5.5 Test report
The test report shall contain the following information.
- description of site;
- description of measuring system;
- description of railway vehicle (type and configuration);
- numerical results;
- graphical results where relevant (The results shall include information such as bandwidths, date,
time);
- weather conditions;
- name of person in charge at site.
5.6 Antenna positions
Figure 3 shows the position of the antenna for measurement of the magnetic field in the
9 kHz - 30 MHz frequency band.
Figure 4 shows the position (vertical polarisation) of the antenna for measurement of the electric field
in the 30 MHz - 300 MHz frequency band. For the measurement of the horizontal field parallel to the
track, the antenna is turned by 90°.
Figure 5 shows the position (vertical polarisation) of the antenna for measurement of the electric field
in the 300 MHz - 1 GHz frequency band. For the measurement of the horizontal field parallel to the
track, the antenna is turned by 90°.
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EN 50121-2:2006 - 10 -
NOTE 1 The discontinuities of the curves are due to changing of the bandwidth of the measurement receiver:
bw1 = 200 Hz; bw2 = 9 kHz; bw3 = 120 kHz.
NOTE 2 Values are 10 m from the railway track
Figure 1 - Emission limits in frequency range 9 kHz to 1 GHz
Emission Limits
Peak values
dBµA/m
dBµV/m
(Peak 80/80)
120 120
100 100
95
A
85
B
80 80
75
75
C
70 70
65
60 60
A A
50
B
B
40 40
C
C
35
25 25
20 20
10
0 0
100 kHz 1 MHz 10 MHz
1 GHz
10 kHz
100 MHz
Frequency Hz
150 kHz 30 MHz
9 kHz
bw3
bw1 bw2
E Field
H Field
A = 25 kV ac B = 15 kV sc, 3kV dc & 1.5kV dc C = 750 dc Conductor Rail (mainline)
A = 25 kV ac B = 15 kV ac, 3 kV dc & 1,5 kV dc C = 750 V dc Conductor Rail (mainline or urban transport)
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Quasi-Peak values
H field (dBµA/m) E Field (dBµV/m)
90
80
70
60
50
40
30
20
10
0
-10
0,001 0,1 10 1000
Frequency (MHz)
Figure 2 - Emission limit for substations
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Sensor: Loop antenna for magnetic field H
1 to 2 m
Track on which rolling stock is to be
track on which the rolling stock
tested is running
to be tested is running
10 m
to mechanical centre of antenna
Measuring Graph
receiver recorder
Computer Printer
Figure 3 - Position of antenna for measurement of magnetic field
in the 9 kHz to 30 MHz frequency band
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Sensor: Biconical Dipole
3 m
Track on which rolling stock is to be
track on which the rolling stock
tested is runningto be tested is running
10 m
to mechanical centre of antenna
Measuring Graph
receiver recorder
Computer Printer
Figure 4 - Position (vertical polarisation) of antenna for measurement of
electric field in the 30 MHz to 300 MHz frequency band
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EN 50121-2:2006 - 14 -
X
Sensor: Log periodic antenna
3 m
X X
2 2
track on which the rolling stock
Track on which rolling stock is to be
to be tested is running
tested is running
10 m
to mechanical centre of antenna
Measuring graph
receiver recorder
Computer Printer
Figure 5 - Position (vertical polarisation) of antenna for measurement of
electric field in the 300 MHz to 1 GHz frequency band
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Annex A
(normative)
Method of measurement of electromagnetic emission
from railway substations
A.1 Positions for tests
In view of the special geometry of a railway traction supply system, it is necessary to define the conditions
for the measurement of emission of electromagnetic fields under normal load conditions.
A.2 Substation load
A feature of railway substations is that the load can change widely in short times. Since emission can be
related to load, the actual loading of the substation shall be noted during emission tests.
A.3 Method of measurement
Emission shall be measured at a distance of 10 m from the outer fence of the substation, at the midpoints
of the three sides, excluding the side which faces the railway, unless this side is more than 30 m from the
centre of the nearest electrified railway track. In this case all four sides shall be measured. If the length of
the side of the substation is more than 30 m, measurements shall be taken additionally at the corners.
The accuracy of the measuring equipment for the radio frequency tests shall not differ more than ± 4,0 dB
from the requirements of EN 55016-1-1.
At each measuring position, the following shall be measured:
a) the maximum radio emission at a frequency in the neighbourhood of 1 MHz (selected on site to avoid
other transmissions), measured by vertical plane loop antenna, noting the orientation of the antenna.
The loading of the substation shall be at least 30 % of the rated load. The base of the loop antenna
shall be between 1 m and 1,5 m above ground.
b) the radio emission over the frequency range 9 kHz to 30 MHz, measured with the loop in the
maximum orientation position as under a). The loading of the substation shall be at least 30 % of the
rated load during these measurements.
NOTE It is accepted that the fixed antenna position may result in values being less than the absolute maximum at some
frequencies.
c) the maximum radio emission over the frequency range 30 MHz to 300 MHz, measured typically by
vertical dipole or vertical biconical antenna. The loading of the substation shall be at least 15 % of the
rated load during the measurements. The centre of the antenna shall be 3 m above ground.
d) the maximum radio emission at a frequency in the neighbourhood of 350 MHz (selected on site to
avoid other transmissions), measured typically by vertical polarised log-
...
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