YES have a team of experienced EMC consultants who are familiar with the EMC issues on both AC and DC railways. For railway projects we can provide:
An EMC Management Plan is particularly important on a large railway project. This
is because a railway is a fixed installation and as such, the Responsible Person for
the railway is required to document the good engineering practices used and to respect
the intended use of the component pieces of apparatus. Individual sub-systems
on the railway generally need to be CE marked and hence will have satisfied one of the
EMC Directive's conformance procedures.
Despite this a surprisingly large number of EMC issues remain unaddressed on the whole railway.
It is the purpose of the EMC Management Plan to make sure that the various design teams within the project properly understand these EMC issues. Failure to have an effective EMC Management Plan usually results in significant delays to the project at the commissioning stage. Worse still, resolution of the problems at the commissioning stage can often result in operational limits being imposed that were not originally envisaged. Typical railway EMC issues include:
The EMC Management Plan usually identifies areas of concern on a particular project. The purpose of the EMC Interface Report is to further investigate these issues and suggest possible solutions to the problems.
The EMC Management Plan or the EMC Interface Report often requires measurements of field strength or induced voltage. The test plan describes what is to be measured and how the results will be recorded. It is often appropriate in the railway environment to make many measurements over a period of time so that the effect of the passage of a train can be established. YES have great expertise in this area.
To enable the testing in a Test Plan to be carried out a Method Statement is normally necessary. This describes the equipment to be used to perform the test, how it will be deployed and how it will be transported to and from site. Furthermore the Method Statement normally details who will perform the tests, where, when and give the relevant trackside certification of the people involved (PTS, Green Card etc). The information is presented so that site supervisors, station masters etc can understand what the personnel will be doing on the site and what their requirements are, vehicular access, electrical supply, space and time required etc.
Before new assets can be deployed on or adjacent to a railway a Safety Acceptance Panel must agree that there is no EMI hazard to the existing assets. The Safety Acceptance Panel will normally expect a written submission demonstrating that possible interference mechanisms have been considered and found not to be credible.
EU Directive 2004/40/EC  and EU Recommendation 1999/519/EC  set limits on the maximum levels of electromagnetic radiation to which workers and the general public respectively can be exposed. These limits are based on the ICNIRP and NRPB Guidelines.
The recommendation (covering the general public) is being implemented under the ægis of the R&TTE and Low Voltage Directives. Standards, concerned with the health effects of EMFs and harmonised under these Directives are currently being introduced.
The Directive (covering workers) has been delayed, and will now be
transposed into national law by April 2012; it will
require employers to
assess and, if necessary, measure and/or calculate the levels of
electromagnetic fields to which workers are exposed .
YES provide an assessment, measuring and calculation service.
 - Directive 2004/40/EC on the minimum health and safety requirements regarding the exposure of workers to the risks arising from physical agents (electromagnetic fields) [back]
 - Recommendation 1999/519/EC on the limitation of exposure of the general public to electromagnetic fields (0 Hz to 300 GHz) [back]
Last Updated: 2008-Nov-17