SIST EN 50121-2:2017
(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 is intended to define the electromagnetic environment of the whole railway system including urban mass transit and light rail system. It describes the measurement method to verify the emissions, and gives the cartography values of the fields most frequently encountered.
This European Standard specifies the emission limits of the whole railway system to the outside world.
The emission parameters refer to the particular measuring points defined in Clause 5. 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 system may be affected by electromagnetic emissions and particular cases need to be considered individually.
These specific provisions need to be used in conjunction with the general provisions in EN 50121-1.
For existing railway lines, it is assumed that compliance with the emission requirements of EN 50121-3-1, EN 50121-3-2, EN 50121-4 and EN 50121 5 will ensure the compliance with the emission values given in this part.
For newly build railway systems it is best practice to provide compliance to the emission limits given in this part of the standard (as defined in the EMC plan according to EN 50121-1).
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
Železniške naprave - Elektromagnetna združljivost - 2. del: Sevanje celotnega železniškega sistema v okolje
Ta evropski standard je namenjen opredelitvi elektromagnetnega okolja celotnega železniškega sistema, vključno z mestnim množičnim prevozom in lahkim železniškim sistemom. Opisuje merilno metodo za preverjanje sevanja in podaja kartografske vrednosti polj, ki se pojavljajo najpogosteje.
Ta evropski standard določa mejne vrednosti sevanja celotnega železniškega sistema v okolje.
Parametri sevanja se nanašajo na posebne merilne točke, opredeljene v točki 5. Za sevanje se šteje, da obstaja na vseh točkah v navpičnih ravninah, ki so 10 m od osi zunanjih elektrificiranih železniških tirov ali 10 m od ograje podpostaje.
Tudi na območja nad in pod železniškim sistemom lahko vpliva elektromagnetno sevanje, pri čemer je treba določene primere obravnavati posamično.
Te posebne določbe je treba uporabljati v povezavi s splošnimi določbami standarda EN 50121-1.
Pri obstoječih železniških progah se predpostavlja, da bo izpolnjevanje zahtev standardov EN 50121-3-1, EN 50121-3-2, EN 50121-4 in EN 50121 5 glede sevanja zagotovilo skladnost z vrednostmi sevanja, podanimi v tem delu.
Pri na novo zgrajenih železniških sistemih je najboljša praksa zagotoviti skladnost z mejnimi vrednostmi sevanja, podanimi v tem delu standarda (kot je opredeljeno v načrtu elektromagnetne združljivosti v skladu s standardom EN 50121-1).
General Information
Relations
Standards Content (Sample)
SLOVENSKI STANDARD
SIST EN 50121-2:2017
01-april-2017
1DGRPHãþD
SIST EN 50121-2:2015
Železniške naprave - Elektromagnetna združljivost - 2. del: Sevanje celotnega
železniškega sistema v okolje
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 50121-2:2017
ICS:
33.100.10 Emisija Emission
45.020 Železniška tehnika na Railway engineering in
splošno general
SIST EN 50121-2:2017 en
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
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SIST EN 50121-2:2017
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SIST EN 50121-2:2017
EUROPEAN STANDARD
EN 50121-2
NORME EUROPÉENNE
EUROPÄISCHE NORM
January 2017
ICS 29.280; 33.100.10; 45.020 Supersedes EN 50121-2:2015
English Version
Railway applications - Electromagnetic compatibility - Part 2:
Emission of the whole railway system to the outside world
Applications ferroviaires - Compatibilité électromagnétique - Bahnanwendungen - Elektromagnetische Verträglichkeit -
Partie 2: Emission du système ferroviaire dans son Teil 2: Störaussendungen des gesamten Bahnsystems in
ensemble vers le monde extérieur die Außenwelt
This European Standard was approved by CENELEC on 2016-11-07. 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 CEN-CENELEC
Management Centre 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 CEN-CENELEC Management Centre has the
same status as the official versions.
CENELEC members are the national electrotechnical committees of Austria, Belgium, Bulgaria, Croatia, Cyprus, the Czech Republic,
Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia,
Lithuania, Luxembourg, Malta, the Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden,
Switzerland, Turkey and the United Kingdom.
European Committee for Electrotechnical Standardization
Comité Européen de Normalisation Electrotechnique
Europäisches Komitee für Elektrotechnische Normung
CEN-CENELEC Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2017 CENELEC All rights of exploitation in any form and by any means reserved worldwide for CENELEC Members.
Ref. No. EN 50121-2:2017 E
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Contents Page
European foreword . 4
1 Scope . 5
2 Normative references . 5
3 Terms, definitions and abbreviations . 5
3.1 Terms and definitions . 5
3.2 Abbreviations . 6
4 Emission limits . 6
4.1 Emission from the open railway system during train operation . 6
4.2 Radio frequency emission from railway substations . 6
5 Method of measurement of emission from moving rolling stock and substations . 7
5.1 General and specific measurement parameters . 7
5.1.1 General measurement parameters . 7
5.1.2 Measurement parameter for moving trains . 9
5.1.3 Measurement parameter for railway substations . 10
5.2 Acquisition methods . 10
5.2.1 General . 10
5.2.2 Fixed frequency method . 11
5.2.3 Frequency sweeping method . 11
5.3 Transients . 11
5.4 Measuring conditions . 11
5.4.1 Weather conditions. 11
5.4.2 Railway system operating modes . 12
5.4.3 Multiple sources from remote trains . 12
5.5 Test report . 12
Annex A (informative) Background to the method of measurement. 18
A.1 Introduction . 18
A.2 Requirement for a special method of measurement . 18
A.3 Justification for a special method of measurement . 18
A.4 Frequency range . 19
A.5 Antenna positions . 19
A.6 Conversion of results if not measured at 10 m . 19
A.7 Measuring scales . 19
A.8 Repeatability of results . 19
A.9 Railway system conditions . 20
A.9.1 Weather . 20
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A.9.2 Speed, traction power . 20
A.9.3 Multiple sources from remote trains . 20
A.10 Number of traction vehicles per train . 20
Annex B (informative) Cartography — Electric and Magnetic fields at traction frequencies . 21
Annex C (informative) Emission values for lower frequency range . 22
Bibliography . 25
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European foreword
This document (EN 50121-2:2017) has been prepared by CLC/TC 9X, “Electrical and electronic
applications for railways”.
The following dates are fixed:
• latest date by which this document has to be implemented at (dop) [2017-11-07]
national level by publication of an identical national standard
or by endorsement
• latest date by which the national standards conflicting with (dow) [2019-11-07]
this document have to be withdrawn
This document supersedes EN 50121-2:2015.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CENELEC shall not be held responsible for identifying any or all such patent rights.
EN 50121-2:2016 includes the following significant technical change with respect to EN 50121-2:2015:
a) deletion of Annex ZZ.
This European Standard will be read in conjunction with EN 50121-1.
EN 50121, Railway applications — Electromagnetic compatibility, consists of the following parts:
— Part 1: General;
— Part 2: Emission of the whole railway system to the outside world [the present document];
— 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.
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1 Scope
This European Standard is intended to define the electromagnetic environment of the whole railway
system including urban mass transit and light rail system. It describes the measurement method to
verify the emissions, and gives the cartography values of the fields most frequently encountered.
This European Standard specifies the emission limits of the whole railway system to the outside world.
The emission parameters refer to the particular measuring points defined in Clause 5. 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 system may be affected by electromagnetic emissions
and particular cases need to be considered individually.
These specific provisions need to be used in conjunction with the general provisions in EN 50121-1.
For existing railway lines, it is assumed that compliance with the emission requirements of
EN 50121-3-1, EN 50121-3-2, EN 50121-4 and EN 50121-5 will ensure the compliance with the
emission values given in this part.
For newly built railway systems it is best practice to provide compliance to the emission limits given in
this part of the standard (as defined in the EMC plan according to EN 50121-1).
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated
references, the latest edition of the referenced document (including any amendments) applies.
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 55016-1-4, Specification for radio disturbance and immunity measuring apparatus and methods —
Part 1-4: Radio disturbance and immunity measuring apparatus — Antennas and test sites for radiated
disturbance measurements (CISPR 16-1-4)
IEC 60050-161, International Electrotechnical Vocabulary. Chapter 161: Electromagnetic compatibility
3 Terms, definitions and abbreviations
3.1 Terms and definitions
For the purpose of this document, the terms and definitions given in IEC 60050-161 and the following
apply.
3.1.1
apparatus
device or assembly of devices which can be used as an independent unit for specific functions
[SOURCE: IEC 60050-151:2001, 151-11-22]
3.1.2
environment
surroundings in which a product or system exists, including air, water, land, natural resources, flora,
fauna, humans and their interrelation
[SOURCE: IEC Guide 109:2012, 3.3]
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[SOURCE: IEC 60050-901:2013, 901-07-01]
3.1.3
railway substation
installation whose main function 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
3.1.4
rolling stock
all the vehicles with or without one or more motors
[SOURCE: IEC 60050-811: CDV2015, 811-02-01]
3.2 Abbreviations
For the purposes of this document, the following abbreviations apply.
AC alternating current
bw band width
DC direct current
E electric (field)
EMC Electromagnetic Compatibility
FFT Fast Fourier transform
H magnetic (field)
HV high voltage
4 Emission limits
4.1 Emission from the open railway system during train operation
The emission limits in the frequency range 150 kHz to 1 GHz are given in Figure 1 and the
measurement method is defined in Clause 5.
Annex B 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 manager.
It is not possible to undertake complete tests with quasi-peak detection due to the reasons stated in
Annex A.
There may be cases in which radio or other railway external services with working frequencies below
150 kHz are in operation close to the railway system. The EMC management plan covers these cases
and an adequate level of emission from the railway system on these working frequencies may be found
in the values given in informative Annex C hence no guarantee can be given for an undisturbed
operation.
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 Clause 5 shall not exceed the limits in Figure 2.
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The limits are defined as quasi-peak values and the bandwidths are those used in EN 55016-1-1:
Bandwidth
frequencies from 150 kHz to 30 MHz 9 kHz
frequencies above 30 MHz 120 kHz
The distance of 10 m defined in Clause 5 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.
For other kinds of fixed installations like auto-transformers, the same limit and measuring distance
shall be applied.
There may be cases in which radio or other railway external services with working frequencies below
150 kHz are in operation close to the railway substation. The EMC management plan covers these
cases and an adequate level of emission from railway substation on these working frequencies may be
found in the values given in informative Annex C hence no guarantee can be given for an undisturbed
operation.
5 Method of measurement of emission from moving rolling stock and
substations
NOTE The method of measurement is adapted from EN 55016–2–3 to a railway system with moving rolling
stock and substations. The background to the method of measurement of moving rolling stock is given in
Annex A.
5.1 General and specific measurement parameters
5.1.1 General measurement parameters
5.1.1.1 Frequency bands
Frequency bands and bandwidths at –6 dB used for measurements are in accordance with
EN 55016-1-1.
These are:
Frequency bands: 0,15 MHz to 30 MHz 30 MHz to 300 MHz 300 MHz to 1 GHz
Bandwidth: 9 kHz 120 kHz 120 kHz
Other bandwidth for peak measurement can be chosen according to EN 55016-1-1. Data measured
with the reference bandwidth shall take precedence.
5.1.1.2 Measurement uncertainty
The measurement uncertainty of the measuring equipment shall comply with the requirements in
EN 55016-1-1 and EN 55016-1-4.
Due to the measurement method, the normalized site attenuation may not be considered in the
measurement uncertainty.
5.1.1.3 Types of antennas
To cover the full frequency range, antennas of different design are required. Typical equipment is
described below:
— for 150 kHz to 30 MHz, a loop or frame antenna is used to measure H field (see Figure 3);
— for 30 MHz to 300 MHz, a biconical dipole is used to measure E field (see Figure 4);
— for 300 MHz to 1,0 GHz, a log-periodic antenna is used to measure E field (see Figure 5).
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For measurements in the frequency range of 30 MHz to 1 GHz a combined antenna may be used.
Calibrated antenna factors are used to convert the terminal voltage of the antenna to field strength.
5.1.1.4 Measurement distance and height
The preferred distance of the measuring antenna from the centreline of the track on which the vehicle
is moving (Test track) is 10 m. In the case of the log-periodic antenna, the 10 m distance is measured
to the mechanical centre of the array.
The preferred distance of the measuring antenna while measuring the emission of the substation is
10 m from the outer fence of the substation, at the midpoints of the three sides, excluding the side
which faces the railway system, 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.
Where the antennas are not at 10 m, the results can be converted to an equivalent 10 m value by
using the following formula:
E10 = Ex + n x 20 × log10 (D/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 Table 1 below.
Table 1 — Conversion factor n
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.
No measurements are necessary for total underground railway systems with no surface operation (no
victim outside this railway system can be affected).
The height above reference 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 measuring antenna above 30 MHz. One
measuring height within the given range is sufficient and it is not required to do measurements with
several antenna heights within this range. The selected height shall be noted in the test report.
The reference level for the substation is the ground.
The reference level for moving trains is the top of the rail.
If the actual level of the ground at the antenna differs from the top of the rail by more than 0,5 m, the
actual value shall be noted in the test report.
It is accepted that the fixed antenna position may result in values being less than the absolute
maximum at some frequencies.
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5.1.1.5 Values of measurement
The values measured are expressed as:
— dBµA/m for magnetic fields,
— dBµV/m for electric fields.
These are obtained by using the appropriate antenna factors and conversions.
5.1.1.6 Antenna position and orientation
The plane of the loop antenna shall be positioned to measure the horizontal component of the
magnetic field perpendicular to the track respectively to the wall of the substation. 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 polarization signal, with the antenna directed towards the track
respectively to the wall of the substation.
The test locations should whenever possible avoid objects with changing of field characteristic like
turnouts, walls and under bridges.
Figures 3, 4 and 5 show the positions and vertical alignments of the antennas as an example for
measurements at the track.
5.1.1.7 Ambient noise
At the beginning and at the end of the test series the ambient noise shall be recorded.
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.
5.1.2 Measurement parameter for moving trains
This subclause summarizes the specific conditions for the measurement of moving rolling stock.
— It is not considered necessary to carry out two tests to examine both sides of the rolling stock,
even if it contains different apparatus on the two sides, as in the majority of cases the level of
fields is due to the radiation of catenary and not to the direct radiation from the train. For systems
with a third rail, measurements shall be performed at the same side of it.
— 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.
— 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.
— 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 top of the rail. The conversion formula in 5.1.1.4 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 railway systems. Full
details of the test configuration shall be noted in the test report.
— If tests are being carried out on a railway system with overhead electrified supply, the measuring
point shall be at midspan between the support masts of the overhead contact line and not at a
discontinuity of the contact wire. It is recognized 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 shall be noted in the test report.
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The radio frequency emission will be affected by the state of the railway system 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 system 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.
— 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 installed well away from reflecting objects. If HV 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.
5.1.3 Measurement parameter for railway substations
This subclause summarizes the specific conditions for the measurement of substations.
— Test configurations: In view of the special geometry of a railway system traction supply system, it
is necessary to perform the measurement of emission of electromagnetic fields under normal
feeding configuration of the traction supply system.
— 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.
— Each measurement shall be started with a peak max hold sweep. If the limits are exceeded due to
the substation then it is required to take a measurement from a quasi-peak over the specific
frequency range where these limits have been overrun. It is known that the load condition cannot
be reproduced exactly during quasi-peak measurement hence these load conditions should be at
least comparable.
5.2 Acquisition methods
5.2.1 General
The electromagnetic disturbances generated by railway network including operating rolling stock are
measured by the two following methods:
1) the fixed frequency method;
2) the frequency sweeping method.
The measurement method shall be chosen according to the rolling stock operating modes (see 5.4.2)
depending on the train speed.
— For test at high speed the following shall be taken into account.
The fixed frequency method can be used because it allows continuous monitoring at each frequency.
Alternative methods are allowed if the equivalent scan rate is at least that defined in Table 2 which is
sufficiently short for such a moving source.
This ensures that the frequency results are measured at least every 5 m of train movement.
At higher speeds a spectrum analysis swept frequency method is unlikely to be practical but FFT
techniques may be feasible. The measurement equipment shall comply with EN 55016-1-1.
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Table 2 — Scan rate
km/h m/s time in s for an observation
width of 5 m (scan rate)
60 16,67 0,300
100 27,78 0,180
200 55,56 0,090
300 83,33 0,060
320 88,89 0,056
NOTE Observation width is the part of rolling stock to be observed in given time.
— When the rolling stock will be moving at a slower speed with the maximum rated power (see 5.4.2)
the frequency sweeping method shall be used.
5.2.2 Fixed frequency method
The fixed frequency method consists of measuring the radiated emissions at only some frequencies (it
is recommended to take at least 3 frequencies per decade) using the zero span mode of the spectrum
analyser or setting the measuring receiver at the frequency to be checked.
The fixed frequencies shall be chosen according to the ambient noise, i.e. in the areas where the
ambient field is the lowest.
The measurement of the field level shall be performed for each frequency during a complete passage
of the train.
5.2.3 Frequency sweeping method
For the frequency scanning technique, the frequency range shall be divided into several sub-ranges
according to the train speed in order to have a relevant sweep time in comparison with the train speed.
The measurement of the field level shall be performed in each sub-range during a complete passage
of the train. The max-hold function of the spectrum analyser shall be used.
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 minimize the possible effect of weather on the measured values, measurements should be carried
out in dry weather, (after 24 h during which not more than 0,1 mm rain has fallen), with a minimum
temperature of 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 be carried
out in the weather conditions found. In these circumstances, the actual weather conditions shall be
recorded with the test results.
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5.4.2 Railway system 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.
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 electrical
...
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