prEN 50121-1:2025

SLOVENSKI STANDARD
01-september-2025
Železniške naprave - Elektromagnetna združljivost - 1. del: Splošno
Railway applications - Electromagnetic compatibility - Part 1: General
Bahnanwendungen - Elektromagnetische Verträglichkeit - Teil 1: Allgemeines
Applications ferroviaires - Compatibilité électromagnétique - Partie 1: Généralités
Ta slovenski standard je istoveten z: prEN 50121-1:2025
ICS:
33.100.01 Elektromagnetna združljivost Electromagnetic compatibility
na splošno in general
45.020 Železniška tehnika na Railway engineering in
splošno general
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

EUROPEAN STANDARD DRAFT
prEN 50121-1
NORME EUROPÉENNE
EUROPÄISCHE NORM
August 2025
ICS 45.020; 29.280; 33.100.01 Will supersede EN 50121-1:2017
English Version
Railway applications - Electromagnetic compatibility - Part 1:
General
Applications ferroviaires - Compatibilité électromagnétique - Bahnanwendungen - Elektromagnetische Verträglichkeit -
Partie 1: Généralités Teil 1: Allgemeines
This draft European Standard is submitted to CENELEC members for enquiry.
Deadline for CENELEC: 2025-10-24.

It has been drawn up by CLC/TC 9X.

If this draft becomes a European Standard, 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.

This draft European Standard was established by CENELEC 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, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, the
Netherlands, Norway, Poland, Portugal, Republic of North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland,
Türkiye and the United Kingdom.

Recipients of this draft are invited to submit, with their comments, notification of any relevant patent rights of which they are aware and to
provide supporting documentation.

Warning : This document is not a European Standard. It is distributed for review and comments. It is subject to change without notice and
shall not be referred to as a European Standard.

European Committee for Electrotechnical Standardization
Comité Européen de Normalisation Electrotechnique
Europäisches Komitee für Elektrotechnische Normung
CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2025 CENELEC All rights of exploitation in any form and by any means reserved worldwide for CENELEC Members.
Project: 79747 Ref. No. prEN 50121-1:2025 E

1 Contents Page
2 European foreword . 3
3 Introduction . 4
4 1 Scope . 6
5 2 Normative references . 6
6 3 Terms definitions and abbreviations . 6
7 3.1 Terms and definitions . 6
8 3.2 Abbreviations . 6
9 4 Management of EMC . 7
10 5 Performance criteria . 7
11 Annex A (informative) The railway system . 9
12 A.1 Introduction . 9
13 A.2 General coupling mechanisms . 9
14 A.3 Principal electromagnetic phenomena for immunity . 10
15 A.3.1 Conducted low frequency phenomena . 10
16 A.3.2 Low frequency field phenomena . 10
17 A.3.3 Conducted high frequency phenomena . 10
18 A.3.4 Radiated high frequency phenomena . 10
19 A.4 Principal electromagnetic phenomena for emission . 10
20 A.5 Description of the different electric traction systems . 10
21 A.6 Components of electric traction systems . 10
22 A.7 Internal sources of electromagnetic noise . 11
23 A.7.1 General . 11
24 A.7.2 Static elements: . 11
25 A.7.3 Mobile elements: . 11
26 A.7.4 Train line: . 12
27 A.7.5 Traction return current with respect to track circuits: . 12
28 A.7.6 Trackside equipment: . 12
29 A.8 Summary of main characteristics of railway systems . 12
30 A.9 External sources of disturbance . 13
31 Annex B (informative) EMC management plan . 14
32 Bibliography . 17
34 European foreword
35 This document (prEN 50121-1:2025) has been prepared by CLC/TC 9X “Electrical and electronic applications
36 for railways”.
37 This document is currently submitted to the Enquiry.
38 The following dates are proposed:
• latest date by which the existence of this (doa) dav + 6 months
document has to be announced at national
level
• latest date by which this document has to be (dop) dav + 12 months
implemented at national level by publication of
an identical national standard or by
endorsement
• latest date by which the national standards (dow) dav + 36 months
conflicting with this document have to be (to be confirmed or
withdrawn modified when voting)
39 This document has been prepared according to Decision 69/09 taken during the TC 9X meeting.
40 This document will supersede EN 50121-1:2017.
41 prEN 50121-1:2025 includes the following significant technical changes with respect to EN 50121-1:2017:
42 — clarification in Clause 4, Management of EMC;
43 — introduction of additional explanation in informative Annex A, A.1 Introduction, A.2 General coupling
44 mechanisms, A.4 Principal electromagnetic phenomena for emission, A.5 Description of the different
45 electric traction systems, A.7.2 Static elements, A.7.3 Mobile elements and A.9 External sources of
46 disturbance;
47 — introduction of new informative Annex B “EMC management plan”.
48 EN 50121, Railway applications — Electromagnetic compatibility, consists of the following parts:
49 — Part 1: General [the present document];
50 — Part 2: Emission of the whole railway system to the outside world;
51 — Part 3-1: Rolling stock — Train and complete vehicle;
52 — Part 3-2: Rolling stock — Apparatus;
53 — Part 4: Emission and immunity of the signalling and telecommunications apparatus;
54 — Part 5: Emission and immunity of fixed power supply installations and apparatus.
55 Introduction
56 The railway system EMC set of product-specific European Standards is intended, in the main, to permit
57 compliance with the EMC Directive, but also to provide a means of prescribing compatibility between internal
58 parts of the railway system. It consists of five parts described at the end of this Introduction.
59 The set of standards provides both a framework for managing the EMC for railway systems and also specifies
60 the limits for the electromagnetic (EM) emission of the railway system as a whole to the outside world and for
61 the EM emission and immunity for equipment operating within the railway system. The latter is intended to be
62 compatible with the emission limits set for the railway system as a whole and also provides for establishing
63 confidence in equipment being Fit For Purpose in the Railway environment. There are different stationary
64 emission limits set for trams/trolleybuses and for metro/mainline railway systems. The frequency covered by the
65 standards is in the range from DC to 400 GHz. No measurements need to be performed at frequencies where
66 no requirement is specified. The limits for EMC phenomena are set so that the railway system as a whole
67 satisfies the Directive on electromagnetic compatibility with the outside world, and so that EMC is achieved
68 between the various parts of the railway system. Any specific problems in complying with the limits are intended
69 to be addressed by the procedures given in the EMC Directive. Throughout the set of standards, the immunity
70 levels are chosen to ensure a reasonable level of EMC with other apparatus within the local railway environment
71 and with emissions which enter the railway system from the outside world. Limits are also placed on EM
72 emission by railway systems into the outside world.
73 The compatibility between railway system emissions and their external environment is based upon emission
74 limits from the railway systems being set by considering the results from measurements at the time that the
75 EMC Directive became enforceable. Given that the general compatibility between railway systems and their
76 environment was satisfactory at the time these measurements were made and subsequent experience of
77 applying the limits has confirmed their acceptability, compliance with this Standard has been judged to give
78 satisfactory compatibility. The immunity and emission levels do not of themselves guarantee that the railway
79 system will have satisfactory compliance with its neighbours. In exceptional circumstances, for instance near a
80 location which has unusually high levels of EM interference, the railway system can require additional measures
81 to be taken to ensure proper compatibility. Particular care should be taken when in proximity to equipment not
82 covered by the EMC Directive such as radio transmission equipment, military or medical installations. Attention
83 is particularly drawn to any magnetic imaging equipment in hospitals that can be near to urban transport. In all
84 these cases, compatibility should be achieved with consultation and co-operation between the interested
85 parties.
86 The immunity and emission levels themselves do not guarantee that integration of the apparatus within the
87 railway system will necessarily be satisfactory. The standard cannot cover all the possible configurations of
88 apparatus, but the test levels are sufficient to achieve satisfactory EMC in the majority of cases. In exceptional
89 circumstances, for instance near a location which has unusually high levels of EM interference, the system can
90 require additional measures to be taken to ensure proper operation. The resolution of this is a matter for
91 discussion between the equipment supplier and the project manager, infrastructure manager or equivalent.
92 The railway apparatus is assembled into large systems and installations, such as trains and signalling
93 operational control centres. Details are given in informative Annex A. It is not, therefore, possible to establish
94 immunity tests and limits for these large assemblies. The immunity levels for the apparatus will normally ensure
95 reliable operation, but it is important to prepare an EMC management plan to deal with complex situations or to
96 deal with specific circumstances; for example, the passage of the railway line close to a high power radio-
97 transmitter which produces abnormally high field strengths. Special conditions may have to be applied for
98 railway equipment which has to work near such a transmitter and these will be accepted as National Conditions
99 for the specification.
100 The series of standards EN 50121
...