IEC 62236-1:2008

IEC 62236-1
Edition 2.0 2008-12
INTERNATIONAL
STANDARD
NORME
INTERNATIONALE
Railway applications – Electromagnetic compatibility –
Part 1: General
Applications ferroviaires – Compatibilité électromagnétique –
Partie 1: Généralités
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IEC 62236-1
Edition 2.0 2008-12
INTERNATIONAL
STANDARD
NORME
INTERNATIONALE
Railway applications – Electromagnetic compatibility –
Part 1: General
Applications ferroviaires – Compatibilité électromagnétique –
Partie 1: Généralités
INTERNATIONAL
ELECTROTECHNICAL
COMMISSION
COMMISSION
ELECTROTECHNIQUE
PRICE CODE
INTERNATIONALE
M
CODE PRIX
ICS 45.060 ISBN 978-2-88910-645-5
– 2 – 62236-1 © IEC:2008
CONTENTS
FOREWORD.3

INTRODUCTION.5

1 Scope.7

2 Normative references .7

3 Terms and definitions .8

4 Performance criteria .8

5 Management of EMC .8

Annex A (informative) The railway system.9

62236-1 © IEC:2008 – 3 –
INTERNATIONAL ELECTROTECHNICAL COMMISSION

____________
RAILWAY APPLICATIONS –
ELECTROMAGNETIC COMPATIBILITY –

Part 1: General
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
international co-operation on all questions concerning standardization in the electrical and electronic fields. To
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2) The formal decisions or agreements of IEC on technical matters express, as nearly as possible, an international
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3) IEC Publications have the form of recommendations for international use and are accepted by IEC National
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5) IEC provides no marking procedure to indicate its approval and cannot be rendered responsible for any
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6) All users should ensure that they have the latest edition of this publication.
7) No liability shall attach to IEC or its directors, employees, servants or agents including individual experts and
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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 62236-1 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 50121-1:2006.
The main changes with respect to the previous edition are listed below:
– rewording of the introduction;
– suppression of Annex B.
– 4 – 62236-1 © IEC:2008
The text of this standard is based on the following documents:

FDIS Report on voting
9/1184/FDIS 9/1212/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.
62236-1 © IEC:2008 – 5 –
INTRODUCTION
The railway EMC set of product-specific International Standards consists of five parts

described at the end of this introduction.

The set of standards provides both a framework for managing the EMC for railways and also

specifies the limits for the electromagnetic (EM) emission of the railway as a whole to the

outside world and for the EM emission and immunity for equipment operating within the

railway. The latter must be compatible with the emission limits set for the railway as a whole

and also provides for establishing confidence in equipment being Fit For Purpose in the

Railway environment. There are different stationary emission limits set for trams/trolleybuses

and for metro/mainline railways. The frequency covered by the standards is in the range from
d.c. to 400 GHz. No measurements need to be performed at frequencies where no
requirement is specified. The limits for EMC phenomena are set so that the railway as a whole
achieves electromagnetic compatibility with the outside world, and between the various parts
of the railway. Throughout the set of standards, the immunity levels are chosen to ensure a
reasonable level of EMC with other apparatus within the local railway environment and with
emissions which enter the railway from the outside world. Limits are also placed on EM
emission by railways into the outside world.
The compatibility between railway emissions and their external environment is based upon
emission limits from the railways being set by considering results from measurements. Given
that the general compatibility between railways and their environment was satisfactory at the
time these measurements were made and subsequent experience of applying the limits has
confirmed their acceptability, compliance with this part of IEC 62236 has been judged to give
satisfactory compatibility. The immunity and emission levels do not of themselves guarantee
that the railway will have satisfactory compliance with its neighbours. In exceptional
circumstances, for instance near a “special location” which has unusually high levels of EM
interference, the railway system may require additional measures to be taken to ensure
proper compatibility. Particular care should be taken when in proximity to equipment such as
radio transmission equipment, military or medical installations. In particular, attention is drawn
to any magnetic imaging equipment in hospitals that may be near to urban transport. In all
these cases, compatibility must be achieved with consultation and co-operation between the
interested parties.
The immunity and emission levels do not of themselves guarantee that integration of the
apparatus within the railway will necessarily be satisfactory. The standard cannot cover all the
possible configurations of apparatus, but the test levels are sufficient to achieve satisfactory
EMC in the majority of cases. In exceptional circumstances, for instance near a “special
location” which has unusually high levels of EM interference, the system may require
additional measures to be taken to ensure proper operation. The resolution of this is a matter
for discussion between the equipment supplier and the project manager, infrastructure
controller or equivalent.
The railway apparatus is assembled into large systems and installations, such as trains and
signalling control centres. Details are given in annex A. It is not, therefore, possible to
establish immunity tests and limits for these large assemblies. The immunity levels for the
apparatus will normally ensure reliable operation, but it is necessary to prepare an EMC
management plan to deal with complex situations or to deal with specific circumstances. For
example the passage of the railway line close to a high power radio transmitter which
produces abnormally high field strengths. Special conditions may have to be applied for
railway equipment which has to work near such a transmitter and these will be accepted as
National Conditions for the specification.

– 6 – 62236-1 © IEC:2008
The series of standards IEC 62236, Railway applications – Electromagnetic compatibility,
contains the following parts:
Part 1: General
This part gives a description of the electromagnetic behaviour of a railway; it specifies the
performance criteria for the whole set. A management process to achieve EMC at the
interface between the railway infrastructure and trains is referenced.

Part 2: Emission of the whole railway system to the outside world

This part sets the emission limits from the railway to the outside world at radio frequencies. It
defines the applied test methods and gives information on typical field strength values at
traction and radio frequency (cartography).
Part 3-1: Rolling stock - Train and complete vehicle
This part specifies the emission and immunity requirements for all types of rolling stock. It
covers traction stock and trainsets, as well as independent hauled stock.
The scope of this part of the standard ends at the interface of the stock with its respective
energy inputs and outputs.
Part 3-2: Rolling stock - Apparatus
This part applies to emission and immunity aspects of EMC for electrical and electronic
apparatus intended for use on railway rolling stock. It is also used as a means of dealing with
the impracticality of immunity testing a complete vehicle.
Part 4: Emission and immunity of the signalling and telecommunications apparatus
This part specifies limits for electromagnetic emission and immunity for signalling and
telecommunications apparatus installed within a railway.
Part 5: Emission and immunity of fixed power supply installations and apparatus
This part applies to emission and immunity aspects of EMC for electrical and electronic
apparatus and components intended for use in railway fixed installations associated with
power supply.
62236-1 © IEC:2008 – 7 –
RAILWAY APPLICATIONS –
ELECTROMAGNETIC COMPATIBILITY –

Part 1: General
1 Scope
1.1 This part of IEC 62236 outlines the structure and the content of the whole series.
Annex A describes the characteristics of the railway system which affect electromagnetic
compatibility (EMC) behaviour.
Phenomena excluded from this series are nuclear EM pulse, abnormal operating conditions
and the induction effects of direct lightning strike.
Emission limits at the railway boundary do not apply to intentional transmitters within the
railway boundaries.
Safety considerations are not covered by this series of standards.
The biological effects of non-ionising radiation as well as apparatus for medical assistance,
such as pacemakers, are not considered in this series.
1.2 This part of IEC 62236 is supplemented by the following specific standards:
IEC 62236-2 Railway applications – Electromagnetic compatibility – Part 2: Emission of
the whole railway system to the outside world
IEC 62236-3-1 Railway applications – Electromagnetic compatibility – Part 3-1: Rolling
stock – Train and complete vehicle
IEC 62236-3-2 Railway applications – Electromagnetic compatibility – Part 3-2: Rolling
stock – Apparatus
IEC 62236-4 Railway applications – Electromagnetic compatibility – Part 4: Emission and
immunity of the signalling and telecommunications apparatus
IEC 62236-5 Railway applications – Electromagnetic compatibility – Part 5: Emission and
immunity of fixed power supply installations and apparatus

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 60050-161, International Electrotechnical Vocabulary (IEV) – Chapter 161:
Electromagnetic compatibility (EMC)
IEC 61000-6-2, Electromagnetic compatibility (EMC) – Part 6-2: Generic standards –
Immunity for industrial environments
IEC 62427, Railway applications – Compatibility between rolling stock and train detection
systems
– 8 – 62236-1 © IEC:2008
3 Terms and definitions
For the purposes of this document, the terms and definitions related to EMC and to relevant

phenomena given in IEC 60050-161 apply.

4 Performance criteria
NOTE This clause is based on IEC 61000-6-2.

The variety and the diversity of the apparatus within the scope of this series of standards

makes it difficult to define precise criteria for the evaluation of the immunity test results.

If, as a result of the application of the tests defined in this series of standards, the apparatus
becomes dangerous or unsafe, the apparatus shall be deemed to have failed the test.
A functional description and a definition of performance criteria, during or as a consequence
of the EMC testing, shall be provided by the manufacturer and noted in the test report, based
on the following criteria:
Performance criterion A: The apparatus shall continue to operate as intended during and
after the test. No degradation of performance or loss of function is allowed below a
performance level specified by the manufacturer, when the apparatus is used as intended.
The performance level may be replaced by a permissible loss of performance. If the minimum
performance level or the permissible performance loss is not specified by the manufacturer,
either of these may be derived from the product description and documentation, and from
what the user may reasonably expect from the apparatus if used as intended.
Performance criterion B: The apparatus shall continue to operate as intended after the test.
No degradation of performance or loss of function is allowed below a performance level
specified by the manufacturer, when the apparatus is used as intended. The performance
level may be replaced by a permissible loss of performance. During the test, degradation of
performance is however allowed. No change of actual operating state or stored data is
allowed. If the minimum performance level or the permissible performance loss is not
specified by the manufacturer, either of these may be derived from the product description
and documentation, and from what the user may reasonably expect from the apparatus if used
as intended.
Performance criterion C: Temporary loss of function is allowed, provided the function is self-
recoverable or can be restored by the operation of the controls.
5 Management of EMC
The railway is a complex installation with moving sources of electromagnetic energy and the
application of the EMC standards in the IEC 62236 series is not a guarantee of satisfactory
performance. There may be cases where apparatus has to be positioned in restricted spaces
or added to an existing assembly, with the possible creation of environments of unusual
severity. All cases shall be considered with respect to a formal plan for the management of
EMC. This plan should be established at as early a stage of the project as is possible.
Refer to IEC 62427 for the management process to achieve EMC between rolling stock and
train detection systems.
62236-1 © IEC:2008 – 9 –
Annex A
(informative)
The railway system
A.1 General
For operating purposes, railways use electrical systems that require very high outputs (up to

several MVA) and power electronic systems that are characterised by their non-linearity

(producing harmonics).
In an electric railway, the trains must be supplied via sliding contacts from a supply line,
called the catenary or overhead, or a trackside conductor rail, which is installed along the
track. The current generally returns to the substation via the rails, a separate return conductor
or via the earth. The railway is an integrated system in which electricity has many other uses
in addition to train propulsion including:
– heating, air conditioning, catering and lighting of passenger coaches with converters on
the vehicles. This power is fed along the train by separate conductors;
– signalling and telecommunication systems along the track and between control centres,
concerned with the movement of trains;
– computer installations in control centres, linked via trackside routes;
– passenger information systems on vehicles, stations and depots;
– traction within diesel-electric locomotives and multiple units;
– battery traction vehicles.
Hence, problems of EMC arise not only within the locomotive and the power supply but also in
these associated systems. Non-electrified traction such as diesel electric traction may also be
a source of EM noise.
The normal and disturbed working of these systems may be a source of electromagnetic noise
which can affect all other systems.
A.2 General coupling mechanisms
The coupling between systems is by the well-known physical phenomena and limits are
expressed in terms of these phenomena.

Five modes of coupling are distinguished:
– electrostatic coupling, in which a charged body is discharged to a victim circuit;
– capacitive coupling, in which the varying voltage in one circuit produces voltage changes
in a victim circuit via mutual capacitance;
– inductive coupling, in which a varying magnetic field produced by a current in one circuit,
links with a victim circuit, inducing a voltage via mutual inductance;
– conductive coupling, in which the source and victim circuits share a common conduction
path;
– electric (E) and magnetic (H) radiation, in which the circuit structures act as antennas
transmitting and receiving energy.

– 10 – 62236-1 © IEC:2008
A.3 Principal electromagnetic phenomena for immunity

A.3.1 Conducted low frequency phenomena

Slow variations of the supply voltage including dips, surges, fluctuations, unbalance,

harmonics, intermodulation products, data transfer carried on the power supply, power

frequency variations, induced low frequency voltages and d.c. in a.c. networks.

A.3.2 Low frequency field phenomena

Magnetic fields, both steady and transient. Electric fields.

A.3.3 Conducted high frequency phenomena
Unidirectional and oscillatory transients, as single events or repetitive bursts. Induced
currents.
A.3.4 Radiated high frequency phenomena
Magnetic fields. Electric fields. Radio frequency radiated waves.
A.4 Principal electromagnetic phenomena for emission
In principle, the same phenomena exist as are listed for immunity, but limits have only been
applied to the following:
– magnetic fields produced by power frequency and harmonic frequency currents, up to
9 kHz;
– voltage fluctuations produced by power frequency and harmonic currents;
– radio frequency fields produced by trains.
A.5 Description of the different electric traction systems
Direct current and alternating current sources are used.
DC systems include:
– high voltage: 3 000 V
– medium voltage: 1 500 V
– low voltage: from 600 V to 1 400 V, including more particularly urban transit

systems.
AC systems include:
– industrial frequency: 50/60 Hz at 20/25 kV or autotransformer 50/25 kV
– low frequency: 16,7 Hz at 15 kV.
Isolated three phase lines exist with two overhead conductors.
A.6 Components of electric traction systems
Traction power is generally supplied from the high voltage national or railway grid systems at
voltages up to 400 kV. Connection points, known as sub-stations, perform the following
functions:
– protection (circuit breakers) for both public and railway interests;

62236-1 © IEC:2008 – 11 –
– adaptation of voltage level by transformer;

– possible rectification to provide d.c. supply or frequency conversion to give low frequency

supply.
The power obtained by this means is transmitted to the traction vehicle via a system of

flexible-suspension contact lines (known as the overhead catenary) with which a locomotive-

mounted articulated device (known as the pantograph) is brought into contact. On low voltage

lines, a trackside conductor rail may be provided from which power is collected by a sliding

contact (known as the collector shoe).

On the traction vehicle, the power is regulated and supplied to electric motors to control the

movement of the train. Auxiliary power is also regulated and, although of lower power than
that supplied to the electric traction motors, can still be a significant source of electromagnetic
noise.
On a.c. lines, circuit components may be added to the traction supply lines (auto-transformers
or booster transformers) to reduce the magnetic field and hence the induced voltage in
telecommunication circuits.
A.7 Internal sources of electromagnetic noise
There are several rail-specific components which produce electromagnetic noise. These
include:
A.7.1 Static elements
The overhead line of the railway and the high voltage line feeding the substation can be the
source of high or low frequency noise.
Among the phenomena which are involved in RF emission are:
– the corona effect, where ionisation of neutral molecules in the electric field close to the
conductors produces RF noise. This can exist along the whole alignment;
– brush discharges in zones of high voltage gradient on the surface of insulators;
– discharge type micro-arcs at bad contacts between energised metallic parts. These effects
are local and attenuate rapidly with distance;
– partial flashovers across dry bands of polluted insulator surfaces.
Railway overhead systems differ from most high voltage overhead lines by being closer to the
ground, having more insulators and having less natural cleaning of the insulators.

Low frequency noise can be significant within a wide zone, up to 3 km (or more if the ground
resistivity is high). It is produced transiently at substations when high voltage switching takes
place, is distributed along the overhead when it is energised, is enhanced when non-linear
traction loads such as rectifiers are supplied, and is stimulated locally when flashover takes
place. If a d.c. traction system is used, low frequency harmonics are produced by the rectifier
substation.
A.7.2 Mobile elements
Motive power units (electric locomotives or multiple unit coaches) are a source of
electromagnetic noise during routine working, primarily controlled by the following equipment:
– power control systems using controlled semiconductors such as thyristors, GTOs and
IGBTs. These produce energy, which give either direct radiation from the vehicle
components or indirect radiation via the power supply lines. An overhead line can act as
an antenna;
– 12 – 62236-1 © IEC:2008
– auxiliary apparatus on traction vehicles may have relatively high power rating and must be

considered as a source of noise;

– the sliding contact between the line and the pantograph (or shoe and rail). This collection

is via a series of short arcs which act as radio sources;

– special case arcing and transients which are produced when the pantograph is raised or
lowered, or the vehicle circuit breaker is closed or opened.

Diesel-electric locomotives should be included since they can contain semiconductor power

control which can generate noise. Such locomotives also contain auxiliary systems which may

be sources.
A.7.3 Auxiliary power converters
Coaching stock air conditioning, catering and similar systems may be supplied via a
semiconductor static converter and these may be sources of noise. These converters may be
on several coaches in a train and the summation of their noise must be considered.
A.7.4 Train line
The locomotive supplies power, generally at voltages less than or equal to 1 500 V,
sometimes at 3 000 V, at powers up to 800 kW, to the electric systems of the train for lighting,
heating, air-conditioning, battery charging, and converters through a conductor (termed “train
line”). This current, which can be 800 A, is a source of noise to adjacent equipment.
This auxiliary current may return to the locomotive via the rails and hence have an influence
on apparatus on the track. Train lengths of several hundred metres are not unusual.
A.7.5 Traction return current with respect to track circuits
An electrical supply (continuous, alternating or pulse) is connected across the running rails, in
what is known as a track circuit. When a train travels on the track, its axles short-circuit a
detector of this electrical supply and the presence of the train is detected. Electrical noise
may energise the detector although the train is present, giving a false indication of clear track.
Track circuits take many forms with some having frequency and time coding to reduce the risk
of false energisation.
Since the power supply may contain voltage components at track circuit frequencies, the input
impedance of the train may have to be greater than a specified value. This prevents the
passage of currents at track circuit frequencies in the running rails. The traction and auxiliary
equipment on the vehicle and the substations should not generate currents at track circuit
frequencies which exceed specified values. Limits are applied for particular cases. These
effects are entirely internal to the railway and many different cases can exist.

A.7.6 Trackside equipment
Electricity is used in trackside cabinets to drive switch motors, heating and train pre-heating
as well as other apparatus. Although of relatively low power, these elements are close to the
line and may affect other railway apparatus.
A.8 Summary of main characteristics of railways
The essential differences between electric railways and other large electric networks are:
– a very wide variety of power supply configurations;
– a very wide variety of power use and control systems and sub-systems;
– the use of sliding contacts to convey high powers to the moving trains;
– the high speed of some trains;
– the presence of several moving sources within the same zone of influence;

62236-1 © IEC:2008 – 13 –
– a fluctuating and imprecise system of current flow to and from the train, including the

passage of current via the ground;

– high single phase loads which may cause imbalance in the three phase system;

– the possibility of simultaneous generation of disturbance from several sources;

– generation of EM noise over a wide frequency spectrum;

– the interaction of supply and vehicles to enhance or diminish the effect at any given

frequency.
A.9 External sources of disturbance

The railway is distributed through the public domain and is exposed to various sources of EM
noise at various places.
These include
– neighbouring railway systems;
– trackside radio stations (e.g. GSM-R system), sometimes operating at high powers;
– portable radio transmitters including portable telephones;
– adjacent overhead power lines from which power frequency induction may be experienced;
– radar sets at airports, on aircraft, in military use;
– industrial plants which disturb the electricity supply network.

___________
– 14 – 62236-1 © CEI:2008
SOMMAIRE
AVANT-PROPOS.15

INTRODUCTION.17

1 Domaine d’application .19

2 Références normatives.19

3 Termes et définitions .20

4 Critères d’aptitude à la fonction .20

5 Gestion de la CEM .20

Annexe A (informative) Le système ferroviaire .22

62236-1 © CEI:2008 – 15 –
COMMISSION ÉLECTROTECHNIQUE INTERNATIONALE

____________
APPLICATIONS FERROVIAIRES –
COMPATIBILITÉ ÉLECTROMAGNÉTIQUE –

Partie 1: Généralités
AVANT-PROPOS
1) La Commission Electrotechnique Internationale (CEI) est une organisation mondiale de normalisation
composée de l'ensemble des comités électrotechniques nationaux (Comités nationaux de la CEI). La CEI a
pour objet de favoriser la coopération internationale pour toutes les questions de normalisation dans les
domaines de l'électricité et de l'électronique. A cet effet, la CEI – entre autres activités – publie des Normes
internationales, des Spécifications techniques, des Rapports techniques, des Spécifications accessibles au
public (PAS) et des Guides (ci-après dénommés "Publication(s) de la CEI"). Leur élaboration est confiée à des
comités d'études, aux travaux desquels tout Comité national intéressé par le sujet traité peut participer. Les
organisations internationales, gouvernementales et non gouvernementales, en liaison avec la CEI, participent
également aux travaux. La CEI collabore étroitement avec l'Organisation Internationale de Normalisation (ISO),
selon des conditions fixées par accord entre les deux organisations.
2) Les décisions ou accords officiels de la CEI concernant les questions techniques représentent, dans la mesure
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La Norme internationale CEI 62236-1 a été établie par le comité d'études 9 de la CEI:
Matériels et systèmes électriques ferroviaires.
Cette deuxième édition annule et remplace la première édition parue en 2003. Cette édition
constitue une révision technique et est basée sur l’EN 50121-1:2006.
Les modifications principales par rapport à l’édition précédente sont les suivantes:
– reformulation de l’introduction;
– suppression de l’Annexe B.
– 16 – 62236-1 © CEI:2008
Le texte de cette norme est issu des documents suivants:

FDIS Rapport de vote
9/1184/FDIS 9/1212/RVD
Le rapport de vote indiqué dans le tableau ci-dessus donne toute information sur le vote ayant

abouti à l'approbation de cette norme.

Cette publication a été rédigée selon les Directives ISO/CEI, Partie 2.

Une liste de toutes les parties de la série CEI 62236, présentées sous le titre général
Applications ferroviaires – Compatibilité électromagnétique peut être consultée sur le site web
de la CEI.
Le comité a décidé que le contenu de cette publication ne sera pas modifié avant la date de
maintenance indiquée sur le site web de la CEI sous "http://webstore.iec.ch" dans les

données relatives à la publication recherchée. A cette date, la publication sera
• reconduite,
• supprimée,
• remplacée par une édition révisée, ou
• amendée.
62236-1 © CEI:2008 – 17 –
INTRODUCTION
Cette série de Normes Internationales de produits qui s’applique à la CEM dans le domaine

ferroviaire comprend cinq parties qui sont décrites à la fin de cette introduction.

Cette série de normes fournit à la fois un cadre pour la gestion de la CEM à l’intérieur du

domaine ferroviaire et spécifie également les limites d’émission électromagnétique (EM) du

système ferroviaire dans son ensemble vers le monde extérieur ainsi que les limites

d’émission et d’immunité EM des équipements qui fonctionnent dans le système ferroviaire.

Ces dernières doivent être compatibles avec les limites d’émission définies pour le système

ferroviaire dans son ensemble et également apporter l’assurance que les équipements sont

adaptés pour l’environnement ferroviaire. En statique, des limites d’émission différentes sont
définies pour les trams/trolleybus et les métros/grandes lignes. La fréquence couverte par ces
normes va du courant continu à 400 GHz. Aucune mesure n’est nécessaire aux fréquences
pour lesquelles aucune prescription n’est spécifiée. Les limites pour les phénomènes de CEM
sont fixées de manière à ce que le système ferroviaire pris dans son ensemble assure la
compatibilité électromagnétique avec le monde extérieur, et entre les différents éléments du
système ferroviaire. Dans cette série de normes, les niveaux d’immunité sont choisis pour
assurer un niveau raisonnable de CEM avec les autres appareils dans l’environnement
ferroviaire local et avec les émissions qui pénètrent le système ferroviaire et qui proviennent
du monde extérieur. Sont également fixées des limites pour les émissions EM produites par
les systèmes ferroviaires et affectant le monde extérieur.
La compatibilité entre les émissions des chemins de fer et l’environnement extérieur est
basée sur les limites d’émission ferroviaires établies en tenant compte de résultats de
mesures. Etant donné que la compatibilité générale entre les chemins de fer et leur
environnement était satisfaisante au moment où les mesures ont été réalisées et que
l’expérience tirée de l’application des limites a confirmé leur acceptabilité, on a jugé que la
conformité avec la présente partie de la CEI 62236 donnait une compatibilité satisfaisante.
Les niveaux d’émission et d’immunité ne garantissent pas par eux-mêmes que le système
ferroviaire aura une conformité satisfaisante avec ses voisins. Dans des circonstances
exceptionnelles, par exemple à proximité d’un « emplacement spécial » qui a des niveaux
d’interférences EM exceptionnellement élevés, le système ferroviaire peut requérir de prendre
des mesures complémentaires pour assurer une compatibilité convenable. Un soin particulier
devrait être apporté à proximité d’équipements tels que les appareils de transmission radio,
les installations médicales ou militaires. Il faut porter une attention toute particulière aux
équipements à imagerie magnétique dans les hôpitaux qui peuvent être près des transports
urbains. Dans tous ces cas, la compatibilité doit être atteinte après consultation et
coopération entre les parties intéressées.
Les niveaux d’immunité et d’émission ne garantissent pas par eux-mêmes que l’intégration
des appareils à l’intérieur du système ferroviaire sera nécessairement satisfaisante. Cette
norme ne peut pas couvrir toutes les configurations possibles d’appa
...