European Railway Agency. Electromagnetic Compatibility Requirements. Austria

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1 European Railway Agency Electromagnetic Compatibility Requirements Austria Extract of the study on EMC Requirements Lloyd s Register - November 2010

2 Austria belongs to a group of countries who have certain common requirements for international inter-operation These are documented in the International Requirements List available from 1. Processes The responsibility for rolling stock acceptance in Austria lies with the Bundesministerium für Verkehr, Innovation und Technologie (Bmvit). There is a procedure for acceptance Eisenbahngesetz 1957 available from and also an international requirements list This organisation interacts in a tripartite form with two other organisational groups within the approvals process. These are OBB (Österreichische Bundesbahnen) SAB Rolling-stock Homologation (which are the approval group) and OBB with a NoBo (PR) which constitute the inspection/evaluation and measuring group (Figure 1). Certification Analysis / Approval Evidence Measurement Inspection Evaluation Bmvit OBB SAB OBB + NOBO Figure 1 - Austrian Interactions for Type EMC Approvals The process for acceptance involves any railway undertaking applying to BMVit for a licence to operate. It must demonstrate that it has a suitable SMS (Safety Management System) in accordance with the directives and within this management system is a requirement for the demonstration of technical compatibility to the TSI. It must also have a certificate of vehicle inspection and type approval. Type approval is granted if the rolling stock has been accepted in another EU state and can demonstrate compatibility with local Austrian technical requirements. Responsibility for type approval lies with BMVIT. There is also a requirement for a Network compatibility check to be made. This is the responsibility of the infrastructure arm of Österreichische Bundesbahnen. In addition to the general requirements of the TSI, electromagnetic compatibility is part of this network compatibility requirement and it is documented on the OBB website (infrastructure manager) ( under the Anforderungskatalog (requirements catalogue). Access requirements (Netzzugang) documents are available in German on the same website. Evidence in the process is given from internal and third party testing, expert opinion (approved under the Eisenbahngesetz 1957 rules), examination of design documentation for electrical electronic and software systems. It was stated that the overall cost could not be given however an estimate for the overall timescale was between 1 and 24 months: a test campaign for a new vehicle would cost approximately 60,000 and take two weeks to complete. 2

3 2. Train Detection with the TSIs in his safety management system. This is performed in conjunction with the measurement group of ÖBB Traction GmbH and NoBos/ competent bodies from accredited agencies within and outside Austria. Evidence is by measurement testing and the assessment is performed by comparison with limits and reported in a detailed technical submission. The TSI refers to EN Austria is working towards the implementation of ERTMS and GSM-R. For other lines, the requirements catalogue gives limits for traction return current. These follow several frequency bands, some of which correspond to known axle counter frequency bands limits are shown in Figure 2. Evidence is collected via testing and evaluated by the OBB/NoBo. Frequency Bandwidth Limit Hz of Inclusive 2 A over 2 s *) 4.15 khz +/-0.15 khz 100 ma 5.06 khz +/-0.15 khz 100 ma 9.85 khz +/-0.25 khz 60 ma khz 300 ma 36 khz +/-2 khz 10 ma 43 khz +/- 1.5 khz 60 ma 56 khz +/2 khz 10 ma Figure 2 Traction Return Current Limits The ATP system used in Austria is called INDUSI/PZB (Induktive Zugsicherung/ Punktförmige Zugbeeinflussung). This system uses magnetically resonant track-side circuits operating at 500Hz, 1000Hz and 2000Hz. Austria also uses LZB (Linienförmige Zugbeeinflussing). The system uses 36kHz (to the train), 56kHz (from the train). 3. Lineside Systems with lineside systems. This may be performed in conjunction with OBB and NoBos. Assessment 3

4 is by third party testing to standards, simulation, test data and expert opinion to various standards including CENELEC 50126, 50128, 50129; Evidence is provided by certificates of conformance or by detailed technical reports. The requirements catalogue gives a limit of 1.5A for psophometric current with measurement to the guidance provided in EN Evidence is collected via testing and evaluated by the OBB/NoBo. 4. Energy Supply with the supply systems. Demonstration of compatibility is to the requirements of EN50388 and the ÖBB requirements catalogue for locomotives operating in the network of the ÖBB. Evidence is by testing and reported in a detailed technical report. The requirements catalogue gives limits for permissible current during dynamic braking to less than 500A and shows permissible load currents of 600A for system voltages above 15kV. From 15kV to 9kV current must be limited to a ramp of slope 100A/kV. In addition in recognition of the line resonance phenomena, there is a requirement that the input impedance of the rolling stock is passive above 120Hz. (The real component must be greater than zero and the phase between -90 and +90 degrees). Evidence is collected via testing and evaluated by the OBB/NoBo. 5. Radio Frequency Systems with radio frequency systems. The requirements of EN are followed and are accepted by a manufacturer s declaration of conformity to the standard. Other requirements are placed on local emissions with a limit value for the radio disturbance field strength of 4dBµV/m at 10m in the frequency ranges shown in Figure 3. Frequency range [MHz] Notes shunting radio 4 m band MHz excluded technical services 2 m band cm-Band including, speech, data and train radio GSM-R Upl GSM-R DnL GSM 900 UpL GSM 900 DNL GSM 1800 UpL 4

5 Frequency range [MHz] Notes GSM 1800 DnL Figure 3 Austrian Radio Frequency Usage This may be performed in conjunction with OBB and NoBos. The requirements catalogue gives limits for psophometric traction return current with measurement to the guidance provided in EN Evidence is collected via testing and evaluated by the OBB/NoBo. Austria uses UIC Radio Chapter for ground to train radio (UIC leaflet 751-3). Details of this system may found in the TSI CCS Annexe B. 6. Other Systems Austria does use information from the assessment of conformity to the requirements for Human exposure to EM radiation and the general EMC directive in its overall assessment of railway systems. 7. EN The technical appendix to EN is employed in the assessment. 5

European Railway Agency. Electromagnetic Compatibility Requirements. Ireland

European Railway Agency. Electromagnetic Compatibility Requirements. Ireland European Railway Agency Electromagnetic Compatibility Requirements Ireland Extract of the study on EMC Requirements Lloyd s Register - November 2010 1. Processes The Irish NSA is the Railway Safety Commission