IEC 62236-3-1:2008

IEC 62236-3-1
Edition 2.0 2008-12
INTERNATIONAL
STANDARD
NORME
INTERNATIONALE
Railway applications – Electromagnetic compatibility –
Part 3-1: Rolling stock – Train and complete vehicle

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

All rights reserved. Unless otherwise specified, no part of this publication may be reproduced or utilized in any form or by

any means, electronic or mechanical, including photocopying and microfilm, without permission in writing from either IEC or

IEC's member National Committee in the country of the requester.
If you have any questions about IEC copyright or have an enquiry about obtaining additional rights to this publication,
please contact the address below or your local IEC member National Committee for further information.

Droits de reproduction réservés. Sauf indication contraire, aucune partie de cette publication ne peut être reproduite
ni utilisée sous quelque forme que ce soit et par aucun procédé, électronique ou mécanique, y compris la photocopie
et les microfilms, sans l'accord écrit de la CEI ou du Comité national de la CEI du pays du demandeur.

Si vous avez des questions sur le copyright de la CEI ou si vous désirez obtenir des droits supplémentaires sur cette

publication, utilisez les coordonnées ci-après ou contactez le Comité national de la CEI de votre pays de résidence.

IEC Central Office
3, rue de Varembé
CH-1211 Geneva 20
Switzerland
Email: inmail@iec.ch
Web: www.iec.ch
About the IEC
The International Electrotechnical Commission (IEC) is the leading global organization that prepares and publishes
International Standards for all electrical, electronic and related technologies.

About IEC publications
The technical content of IEC publications is kept under constant review by the IEC. Please make sure that you have the
latest edition, a corrigenda or an amendment might have been published.
ƒ Catalogue of IEC publications: www.iec.ch/searchpub
The IEC on-line Catalogue enables you to search by a variety of criteria (reference number, text, technical committee,…).
It also gives information on projects, withdrawn and replaced publications.
ƒ IEC Just Published: www.iec.ch/online_news/justpub
Stay up to date on all new IEC publications. Just Published details twice a month all new publications released. Available
on-line and also by email.
ƒ Electropedia: www.electropedia.org
The world's leading online dictionary of electronic and electrical terms containing more than 20 000 terms and definitions
in English and French, with equivalent terms in additional languages. Also known as the International Electrotechnical
Vocabulary online.
ƒ Customer Service Centre: www.iec.ch/webstore/custserv
If you wish to give us your feedback on this publication or need further assistance, please visit the Customer Service
Centre FAQ or contact us:
Email: csc@iec.ch
Tel.: +41 22 919 02 11
Fax: +41 22 919 03 00
A propos de la CEI
La Commission Electrotechnique Internationale (CEI) est la première organisation mondiale qui élabore et publie des
normes internationales pour tout ce qui a trait à l'électricité, à l'électronique et aux technologies apparentées.

A propos des publications CEI
Le contenu technique des publications de la CEI est constamment revu. Veuillez vous assurer que vous possédez
l’édition la plus récente, un corrigendum ou amendement peut avoir été publié.
ƒ Catalogue des publications de la CEI: www.iec.ch/searchpub/cur_fut-f.htm
Le Catalogue en-ligne de la CEI vous permet d’effectuer des recherches en utilisant différents critères (numéro de référence,
texte, comité d’études,…). Il donne aussi des informations sur les projets et les publications retirées ou remplacées.
ƒ Just Published CEI: www.iec.ch/online_news/justpub
Restez informé sur les nouvelles publications de la CEI. Just Published détaille deux fois par mois les nouvelles
publications parues. Disponible en-ligne et aussi par email.
ƒ Electropedia: www.electropedia.org
Le premier dictionnaire en ligne au monde de termes électroniques et électriques. Il contient plus de 20 000 termes et
définitions en anglais et en français, ainsi que les termes équivalents dans les langues additionnelles. Egalement appelé
Vocabulaire Electrotechnique International en ligne.
ƒ Service Clients: www.iec.ch/webstore/custserv/custserv_entry-f.htm
Si vous désirez nous donner des commentaires sur cette publication ou si vous avez des questions, visitez le FAQ du
Service clients ou contactez-nous:
Email: csc@iec.ch
Tél.: +41 22 919 02 11
Fax: +41 22 919 03 00
IEC 62236-3-1
Edition 2.0 2008-12
INTERNATIONAL
STANDARD
NORME
INTERNATIONALE
Railway applications – Electromagnetic compatibility –
Part 3-1: Rolling stock – Train and complete vehicle

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

INTERNATIONAL
ELECTROTECHNICAL
COMMISSION
COMMISSION
ELECTROTECHNIQUE
PRICE CODE
INTERNATIONALE
Q
CODE PRIX
ICS 45.060 ISBN 978-2-88910-647-9
– 2 – 62236-3-1 © IEC:2008
CONTENTS
FOREWORD.3

INTRODUCTION.5

1 Scope.6

2 Normative references .6

3 Terms and definitions .7

4 Applicability.7

5 Immunity tests and limits .7

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

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

Table B.1 – Guideline for test .16

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

____________
RAILWAY APPLICATIONS –
ELECTROMAGNETIC COMPATIBILITY –

Part 3-1: Rolling stock –
Train and complete vehicle
FOREWORD
1) The International Electrotechnical Commission (IEC) is a worldwide organization for standardization comprising
all national electrotechnical committees (IEC National Committees). The object of IEC is to promote
international co-operation on all questions concerning standardization in the electrical and electronic fields. To
this end and in addition to other activities, IEC publishes International Standards, Technical Specifications,
Technical Reports, Publicly Available Specifications (PAS) and Guides (hereafter referred to as “IEC
Publication(s)”). Their preparation is entrusted to technical committees; any IEC National Committee interested
in the subject dealt with may participate in this preparatory work. International, governmental and non-
governmental organizations liaising with the IEC also participate in this preparation. IEC collaborates closely
with the International Organization for Standardization (ISO) in accordance with conditions determined by
agreement between the two organizations.
2) The formal decisions or agreements of IEC on technical matters express, as nearly as possible, an international
consensus of opinion on the relevant subjects since each technical committee has representation from all
interested IEC National Committees.
3) IEC Publications have the form of recommendations for international use and are accepted by IEC National
Committees in that sense. While all reasonable efforts are made to ensure that the technical content of IEC
Publications is accurate, IEC cannot be held responsible for the way in which they are used or for any
misinterpretation by any end user.
4) In order to promote international uniformity, IEC National Committees undertake to apply IEC Publications
transparently to the maximum extent possible in their national and regional publications. Any divergence
between any IEC Publication and the corresponding national or regional publication shall be clearly indicated in
the latter.
5) IEC provides no marking procedure to indicate its approval and cannot be rendered responsible for any
equipment declared to be in conformity with an IEC Publication.
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
members of its technical committees and IEC National Committees for any personal injury, property damage or
other damage of any nature whatsoever, whether direct or indirect, or for costs (including legal fees) and
expenses arising out of the publication, use of, or reliance upon, this IEC Publication or any other IEC
Publications.
8) Attention is drawn to the Normative references cited in this publication. Use of the referenced publications is
indispensable for the correct application of this publication.
9) Attention is drawn to the possibility that some of the elements of this IEC Publication may be the subject of
patent rights. IEC shall not be held responsible for identifying any or all such patent rights.

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

– 4 – 62236-3-1 © IEC:2008
The text of this standard is based on the following documents:

FDIS Report on voting
9/1186/FDIS 9/1214/RVD
Full information on the voting for the approval of this standard can be found in the report on

voting indicated in the above table.

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

A list of all parts of IEC 62236 series, published under the general title Railway applications –
Electromagnetic compatibility, can be found on the IEC website.
The committee has decided that the contents of this publication will remain unchanged until
the maintenance result date indicated on the IEC web site under "http://webstore.iec.ch" in
the data related to the specific publication. At this date, the publication will be
• reconfirmed,
• withdrawn,
• replaced by a revised edition, or
• amended.
62236-3-1 © IEC:2008 – 5 –
INTRODUCTION
This product standard for rolling stock sets limits for electromagnetic emission and immunity

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

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

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

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

IEC 62236.
– 6 – 62236-3-1 © IEC:2008
RAILWAY APPLICATIONS –
ELECTROMAGNETIC COMPATIBILITY –

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

For dated references, only the edition cited applies. For undated references, the latest edition
of the referenced document (including any amendments) applies.
IEC 62236-1, Railway applications – Electromagnetic compatibility – Part 1: General
IEC 62236-2, Railway applications – Electromagnetic compatibility – Part 2: Emission of the
whole railway system to the outside world
IEC 62236-3-2, Railway applications – Electromagnetic compatibility – Part 3-2: Rolling stock
– Apparatus
IEC 62427, Railway applications – Compatibility between rolling stock and train detection
systems
62236-3-1 © IEC:2008 – 7 –
CISPR 16-1-1, Specification for radio disturbance and immunity measuring apparatus and

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

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

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

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

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

conditions during the tests shall be precisely noted in the test report.
5 Immunity tests and limits
No tests are applied to the complete vehicle, but the immunity tests and limits in Part 3-2 of
this standard were selected in the knowledge that the vehicle can be deemed to be immune
to a level of 20 V/m over the frequency range 0,15 MHz to 2 GHz. It is expected that the
assembly of the apparatus into a complete vehicle will give adequate immunity, provided that
an EMC plan has been prepared and implemented, taking into account the limits in Part 3-2 of
this standard.
– 8 – 62236-3-1 © IEC:2008
6 Emission tests and limits
The emission tests and limits for rolling stock in this standard should ensure as far as

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

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

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

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

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

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

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

One method commonly used is to specify the psophometric current I which has a
pso
psophometrical frequency weighting. The background and application of this method is
described in Annex A. As it is known that the I method does not fully represent the noise
pso
effect of the harmonics in the kHz range, alternative methods of frequency weighting may be
specified by the purchaser.
6.3 Radiated electromagnetic disturbances
6.3.1 Test site
The test site shall meet as far as possible the “free space“ requirements below within the
existing constraints of the railway environment:
– no trees, walls, bridges, tunnels or vehicles shall be close to the measurement point,
minimum separation distance:
30 m for main line vehicles,
62236-3-1 © IEC:2008 – 9 –
10 m for urban vehicles;
– since it is impossible to avoid the support masts of the overhead, the measurement point

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

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

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

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

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

3 km for main line vehicles,
500 m for urban vehicles
Overhead/third rail discontinuities as well as substations, transformers, neutral sections,

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

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

– 10 – 62236-3-1 © IEC:2008
– tests of electric braking are not required, if no different circuits are used in braking.

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

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

justified in the test report.
6.3.3 Emission limits
dB(μA/m) dB(μV/m)
H E
80 80
60 60
50 50
40 40
30 30
10 10
0 0
–10
–10
10 kHz 100 kHz 1 MHz 10 MHz 100 MHz 1 GHz
9 kHz 150 kHz 30 MHz
IEC 2178/08
Trams/trolleybuses for use in city streets

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

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

62236-3-1 © IEC:2008 – 11 –
dB(μA/m) dB(μV/m)
H E
100 100
90 90
A
80 80
B
70 70
C
A
60 60
B
A
50 50
B
C
40 40
C
30 30
20 20
10 10
0 0
10 kHz 100 kHz 1 MHz 10 MHz 100 MHz 1 GHz
9 kHz 150 kHz 30 MHz
IEC 2179/08
NOTE 1 Emission limits
A = 20/25 kV a.c.
B = 15 kV a.c., 3 kV d.c. and 1,5 kV d.c.
C = 750 V and 600 V d.c., including trams/trolleybuses for use in city streets
NOTE 2 For details of test procedure, see Annex B.
NOTE 3 All values measured at a distance of 10 m in peak values.
NOTE 4 For diesel and diesel electric locomotives and multiple units, the emission limits of Figure 1 (“other rail
vehicles”) and C in Figure 2 shall apply.
NOTE 5 There are very few external radio services operating in the range 9 kHz to 150 kHz with which the railway

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

– 12 – 62236-3-1 © IEC:2008
Annex A
(informative)
Interference on telecommunication lines

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

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

electromagnetic disturbances caused by the currents in the railway system.
These disturbances result in induced longitudinal voltages ranging from the frequency of the
fundamental wave to higher frequency harmonics. Sources of the harmonics are converters
applied within the traction equipment of the traction stock and/or in the power supply station.
Due to imbalances in the cable itself, these longitudinal voltages translate to transverse
voltages or noise.
The acceptable level of noise on conventional analogue telephone lines is specified by the
ITU-T. The value of this noise is measured with a psophometric filter.
The relationship between the current absorbed by the traction vehicle and the noise on the
telecom line is neither under the total control of the vehicle manufacturer nor of the railway
and telecommunication network operators.
This relationship depends on:
• the structure of the telecom cables:
– shielding, isolation to ground, balance of the cable;
• the characteristics of the telecom terminals:
– susceptibility, input balance;
• the topology of the telecom network:
– length of parallel sections of the telecom line to the tracks;
– the distance between tracks and telecom lines;
– the earth-resistivity;
• the topology of the railway network:
– single/double track;
• the type of power supply of the catenary:
– a.c./d.c.;
– substation ripple (d.c. rectifiers or a.c. 16,7 Hz static converters in some cases);
– type of catenary and feeder system (e.g. 1 × 25 kV or 2 × 25 kV);
– application of return conductors;
– single-end or double-end supply of the section under consideration;
• the density of train circulation;
• the current absorption and generation of harmonics of the tractive stock;
• the kind of harmonics superposition from a number of converters.

62236-3-1 © IEC:2008 – 13 –
A.2 Psophometric current definition

The psophometric current is an equivalent disturbance current, which represents the effective

disturbance of a current spectrum in a power circuit to a telephone line. It is defined by the

equation:
I = (p I )²
f f
pso ∑
p
where
I is the current component at frequency f in the contact line current;
f
p is the psophometric weighting.
f
The values of p may be found in the ITU-T Directive „Protection of telecommunications lines
f
against harmful effects from electrical power and electrified railway lines“ (ITU-T O.41).
For measurement purposes, voltage and ampere meters which automatically calculate the
signal according to these values of p by means of a psophometric filter are available.
f
A.3 Limits and test conditions
It shall be the responsibility of the purchaser to specify the maximum value of the
psophometric current, and the conditions under which it is defined, including duration.
The following conditions shall be covered:
– limits of I under normal and under reduced performance conditions (one or more
pso
traction converters temporarily out of service);
– in the case of d.c. supply:
d.c. railways are normally fed by diode rectifiers from the 3-phase mains supply. Ideally, a
single bridge rectifier produces a 6-pulse shape of voltage (i.e. first harmonic at 300 Hz in
a 50 Hz mains) or two bridges produce a 12-pulse shape (i.e. 600 Hz). Due to imbalances
in the rectifier and due to induction, a fundamental component at 50 Hz is commonly
found.
The presence of filters in the substation greatly reduces the effect of the substation.
Nevertheless, in d.c. systems, the substation is the main source of perturbation.
Thus, to qualify a traction vehicle, the contribution of the rectifier unit and filters of the
fixed installation shall be taken into account.

It shall also be necessary to take into account the distance between the traction vehicle
and the substation which affects the line inductance;
– in the case of a.c. supply:
if the line voltage distortion has to be taken into consideration, the essential harmonics
shall be specified. If special resonance conditions in the catenary system shall be taken
into account, it shall be necessary to specify the relevant data. Otherwise, the situation of
the vehicle nearest to the supply station is assumed to give the highest value I .
pso
A.4 Measurement of the psophometric current
During acceptance tests or investigation tests, the disturbance current I shall be measured
pso
on board the traction vehicle. Existing current sensors of the vehicle may be used, if their
frequency response is sufficient (at least up to 5 kHz). In the case of an a.c. system, the
current shall be picked up on the high voltage side of the transformer primary winding, and
not on the ground side, as the transformer may have a resonant frequency below 10 kHz.

– 14 – 62236-3-1 © IEC:2008
The psophometric current shall be measured by means of a psophometer or another adequate

system which uses filtering according to the psophometric weighting factor p .
f
To obtain additional information about the composition of the spectrum and the sources of

disturbance, the use of a dual channel spectrum analyser, applied to vehicle input current and

input voltage, is strongly recommended.

The psophometric current should be measured in normal and in reduced operation mode (not

all converters operating). The interpretation of the measurement results should take into

consideration the influence of operating conditions as well as changes in line inductance and

supply voltage.
Effects due to transients (switching in the power circuits, pantograph bouncing, third
rail/fourth rail gaps, etc.) should be kept out of the evaluation.
A.5 Calculation of the overall psophometric current of a trainset
Typically, the total current of a trainset is not available. Instead of installing a special
measuring system which can generate an image of the total current from sensors distributed
over the whole trainset, it is normally sufficient to pick up the current of one tractive unit of the
trainset.
If the psophometric current is being measured at one power terminal of a trainset and this
trainset has „n“ terminals, the overall current shall be calculated according to the rules given
in the following subclauses.
A.5.1 DC systems
DC railways are normally fed by diode rectifiers from the three phase supply. If no special
filters are applied, the ripple of the rectifier output contributes considerably to the
psophometric current absorbed by vehicles in the supply section:
– d.c. systems with dominating rectifier ripple
(vehicles with camshaft control; vehicles with chopper or inverter control, substation with
6-pulse rectifier without filtering),
I = n × I
pso (total) pso (one unit)
– d.c. systems with converters on the vehicle and low rectifier ripple
I may be less than I , for choppers operating in interlaced mode,
pso (total) pso (one unit)
I = n × I , for choppers operating without synchronisation or for
pso (total) pso (one unit)
inverters directly connected to the power supply.
A.5.2 AC systems
The psophometric current generated by vehicles in the supply section depends mainly on the
type of converter used on board the vehicle:
– a.c. systems with phase controlled converters
I = n × I . This seems to be based on a statistical mix of vehicle
pso (total) pso (one unit)
types, speeds and actual current consumption. But recent experience with high power
trainsets shows that this n -law is not applicable in the case of equal speeds, equal
power and equal vehicle types, when I = n × I applies
pso (total) pso (one unit)
– a.c. systems with 4 quadrant converters (4QC, pulse width modulated line converter)
I < I , if 4QC operate in interlaced mode (normal operating condition),
pso (total) pso (one unit)
I = n × I , if n equal units operate in non-interlaced mode.
pso (total) pso (one unit)
62236-3-1 © IEC:2008 – 15 –
Annex B
(normative)
Radiated electromagnetic disturbances –

Test procedure
B.1 Purpose
This annex describes a measurement method for evaluation and qualification of a complete

railway vehicle or train concerning the noise generated in the range 9 kHz to 1 GHz. It fulfils
most of the IEC 62236-2 measurement method recommendations but provides simplified
features which significantly reduce the whole test duration.
B.2 Measuring equipment and test method
To reduce test duration, the frequency scanning technique is used. This can be done either by
a spectrum analyser or a computer controlled receiver. Each frequency range is divided into
several subranges.
Each evaluation of a train or a vehicle consists in doing a test of each subrange.
The apparatus shall scan this subrange continuously and memorise the maximum values
reached during the test. This can be achieved by the „peak hold“ function or under computer
control of the apparatus. This method assumes that the level and characteristics of
electromagnetic noise do not vary significantly during each scan.
The position, location, type and other features concerning the antennas are the same as
described in IEC 62236-2.
The measuring apparatus shall be in accordance with the CISPR 16-1-1 requirements
described in 4.2: „Peak measuring receivers for the frequency range 9 kHz to 1 GHz“.
However, for the 9 kHz to 150 kHz range (band A), the 200 Hz bandwidth may give the
following problems.
– it is not always available in standard spectrum analysers;
– the scan duration is excessive for moving sources;
This would make it necessary to multiply the number of subranges which is contrary to the
objective of the method.
For these reasons, the bandwidth for band A may be higher and 1 kHz is a convenient value.
Proper corrections shall be carried out on the measurement results assuming that the noise is
a broad band white noise.
– 16 – 62236-3-1 © IEC:2008
Table B.1 may be used as a guideline for the test:

Table B.1 – Guideline for test

a b
Band Subrange Span Bandwidth Sweep time

Hz Hz kHz ms
A 9 k - 59 k 50 k 1 300
50 k - 150 k 100 k 1 300
B 150 k - 1,15 M 1 M 9 or 10 37
1 M - 11 M  10 M 9 or 10 370
10 M - 20 M  10 M 9 or 10 370

20 M - 30 M  10 M 9 or 10 370
C/D 30 M - 230 M 200 M 100 or 120 42
200 M - 500 M 300 M 100 or 120 63
500 M - 1 G  500 M 100 or 120 100
a
For a spectrum analyser.
b
May be slightly different from one instrument to another.

NOTE If using a standard low cost spectrum analyser, care should be taken to always use the apparatus within
the manufacturer guaranteed limits (input attenuation, intermediate frequency gains, etc.) and ensure a proper
calibration. It also may be necessary to check the accuracy of the instrument over the whole frequency range with
a reference signal prior to testing.

___________
– 18 – 62236-3-1 © CEI:2008
SOMMAIRE
AVANT-PROPOS.19

INTRODUCTION.21

1 Domaine d’application .22

2 Références normatives.22

3 Termes et définitions .23

4 Applicabilité.23

5 Essais d’immunité et limites .23

6 Essais d’émission et limites.24
6.1 Compatibilité avec les systèmes de signalisation et de communication.24
6.2 Perturbations des lignes de télécommunication .24
6.2.1 Lignes de télécommunication numériques .24
6.2.2 Lignes de télécommunication analogiques.24
6.3 Perturbations électromagnétiques rayonnées .25
6.3.1 Site d’essai.25
6.3.2 Conditions d’essai .25
6.3.3 Limites d’émission .27
Annexe A (informative) Perturbations affectant les lignes de télécommunication.29
Annexe B (normative) Perturbations électromagnétiques rayonnées – Procédure
d’essai .33

Figure 1 – Limites pour l’essai stationnaire (quasi-crête, 10 m).27
Figure 2 – Limites pour l’essai à faible vitesse (crête, 10 m) .28

Tableau B.1 – Guide pour l’essai .34

62236-3-1 © CEI:2008 – 19 –
COMMISSION ÉLECTROTECHNIQUE INTERNATIONALE

____________
APPLICATIONS FERROVIAIRES –
COMPATIBILITÉ ÉLECTROMAGNÉTIQUE –

Partie 3-1: Matériel roulant –

Trains et véhicules complets
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
du possible, un accord international sur les sujets étudiés, étant donné que les Comités nationaux de la CEI
intéressés sont représentés dans chaque comité d’études.
3) Les Publications de la CEI se présentent sous la forme de recommandations internationales et sont agréées
comme telles par les Comités nationaux de la CEI. Tous les efforts raisonnables sont entrepris afin que la CEI
s'assure de l'exactitude du contenu technique de ses publications; la CEI ne peut pas être tenue responsable
de l'éventuelle mauvaise utilisation ou interprétation qui en est faite par un quelconque utilisateur final.
4) Dans le but d'encourager l'uniformité internationale, les Comités nationaux de la CEI s'engagent, dans toute la
mesure possible, à appliquer de façon transparente les Publications de la CEI dans leurs publications
nationales et régionales. Toutes divergences entre toutes Publications de la CEI et toutes publications
nationales ou régionales correspondantes doivent être indiquées en termes clairs dans ces dernières.
5) La CEI n’a prévu aucune procédure de marquage valant indication d’approbation et n'engage pas sa
responsabilité pour les équipements déclarés conformes à une de ses Publications.
6) Tous les utilisateurs doivent s'assurer qu'ils sont en possession de la dernière édition de cette publication.
7) Aucune responsabilité ne doit être imputée à la CEI, à ses administrateurs, employés, auxiliaires ou
mandataires, y compris ses experts particuliers et les membres de ses comités d'études et des Comités
nationaux de la CEI, pour tout préjudice causé en cas de dommages corporels et
...