SIST EN 50728:2025

SLOVENSKI STANDARD
01-februar-2025
Železniške naprave - Vozna sredstva - Preskušanje elektromagnetne združljivosti s
tirnimi tokokrogi
Railway applications - Rolling stock - Testing for electromagnetic compatibility with track
circuits
Bahnanwendungen - Fahrzeuge - Prüfung der elektromagnetischen Verträglichkeit mit
Gleisstromkreisen
Applications ferroviaires - Matériel roulant - Essais pour la compatibilité
électromagnétique avec les circuits de voie
Ta slovenski standard je istoveten z: EN 50728:2024
ICS:
29.280 Električna vlečna oprema Electric traction equipment
33.100.01 Elektromagnetna združljivost Electromagnetic compatibility
na splošno in general
45.060.10 Vlečna vozila Tractive stock
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

EUROPEAN STANDARD EN 50728
NORME EUROPÉENNE
EUROPÄISCHE NORM December 2024
ICS 29.280; 45.060.10
English Version
Railway applications - Rolling stock - Testing for electromagnetic
compatibility with track circuits
Applications ferroviaires - Matériel roulant - Essais pour la Bahnanwendungen - Fahrzeuge - Prüfung der
compatibilité électromagnétique avec les circuits de voie elektromagnetischen Verträglichkeit mit Gleisstromkreisen
This European Standard was approved by CENELEC on 2024-11-05. 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.
Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN-CENELEC
Management Centre or to any CENELEC member.
This European Standard exists 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.
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Türkiye and the United Kingdom.

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
© 2024 CENELEC All rights of exploitation in any form and by any means reserved worldwide for CENELEC Members.
Ref. No. EN 50728:2024 E
Contents Page
European foreword . 6
Introduction . 7
1 Scope . 8
2 Normative references . 8
3 Terms, definitions and abbreviations . 8
3.1 Terms and definitions . 8
3.2 Abbreviations . 14
4 Test specification . 14
4.1 Preparation . 14
4.1.1 General . 14
4.1.2 Vehicle data . 14
4.1.3 Applicable requirements . 15
4.1.4 Pre-analysis . 16
4.2 Test specification . 17
4.3 Test setup . 18
4.3.1 Sensor location . 18
4.3.2 Current or voltage measurement . 18
4.3.3 Apparatus . 19
4.3.4 Other signals and information . 19
4.4 Test conditions . 19
4.4.1 Vehicles . 19
4.4.2 Infrastructure . 19
4.4.3 Environment . 22
4.5 Test procedure for vehicles . 23
4.5.1 General . 23
4.5.2 Pre-test of the measurement chain on the vehicle . 23
4.5.3 Static tests . 23
4.5.4 Dynamic tests . 23
4.5.5 Long term tests . 25
4.6 Test conditions for separate auxiliary converters . 25
4.6.1 General . 25
4.6.2 Definition of requirements . 25
4.6.3 Test procedure . 25
4.7 Check of input impedance . 26
4.7.1 Passive inductive impedance . 26
4.7.2 Passive capacitive impedance . 26
4.7.3 Controller influence . 27
5 Measurement analysis . 27
5.1 Summation - General . 27
5.2 Summation - DC rolling stock . 28
5.2.1 Synchronisation . 28
5.2.2 Point of measurement . 28
5.2.3 Scaling . 28
5.2.4 Current sharing . 28
5.3 Summation - AC rolling stock . 29
5.3.1 Synchronisation . 29
5.3.2 Point of measurement . 29
5.4 Resonances . 30
5.5 Phenomena to be discarded . 30
5.5.1 Variation of line voltage . 30
5.5.2 Variation of supply frequency . 30
5.5.3 Asymmetry in the public supply network and substation load . 30
5.5.4 Evaluation of short duration exceedances . 31
5.5.5 Other rolling stock . 32
5.5.6 Electric traction power supply system resonances . 32
5.6 Test report . 33
5.7 Pass / fail criteria . 33
5.8 Impact analysis of changes . 34
Annex A (normative) Measurement equipment . 35
A.1 General . 35
A.2 Whole measurement chain . 35
A.3 Voltage sensors . 36
A.4 Current sensors . 36
Annex B (normative) Resonances . 37
B.1 Amplification factors . 37
B.2 Measurement setups . 39
B.3 Comparison with limits . 41
Annex C (informative) Identification of transients . 43
C.1 General . 43
C.2 Recommendations . 43
C.3 Examples . 43
Annex D (informative) Substation, traction and auxiliary system structures . 47
D.1 General . 47
D.2 Overall system . 47
D.3 AC substations . 48
D.4 DC substations . 48
D.5 AC rolling stock . 49
D.6 DC rolling stock . 50
Annex E (normative) Summation rules . 53
E.1 DC Rolling Stock: Scaling of independent IISs to the IU . 53
E.2 DC rolling stock: Scaling from the sum of Q independent IISs to a single IIS . 56
E.3 AC rolling stock . 63
Annex F (informative) Resonances . 64
F.1 General . 64
F.2 System definition . 64
F.3 Resonance amplification . 65
F.4 Relevance in railway systems . 67
F.5 Identification of resonances from measurements . 68
F.6 Examples . 71
Annex G (informative) Converters with small input filters . 75
G.1 Introduction . 75
G.2 Problems with such converters . 75
G.3 Analysis . 75
G.4 Tests . 76
Annex H (informative) Superposition of interference from electric traction power supply system and rolling stock
H.1 General . 77
H.2 Equivalent circuit diagram . 77
H.3 AC systems . 77
H.4 DC systems . 78
Annex I (informative) Voltage versus current measurement in DC vehicles . 80
I.1 Traction system . 80
I.2 Goal . 80
I.3 Influence of a magnetic core . 80
I.4 Characteristics of an air cored inductor . 81
I.5 Resonances in the filter inductor . 82
Annex J (informative) Automatic data processing . 83
J.1 General . 83
J.2 Identification of interference source(s) . 83
J.3 Characterization of identified interference sources . 84
J.4 Justification of completeness. 85
J.5 Transients . 85
J.6 Quantify the maximum value(s) of the respective interference source(s) . 85
Annex K (informative) Summation- background . 86
K.1 Scope . 86
K.2 Theoretical background . 86
K.3 Continuous approximation . 88
K.4 Measuring a group of Q independent IISs . 89
Annex ZZ (informative) Relationship between this European Standard and the Essential Requirements of
EU Directive (EU) 2016/797 aimed to be covered . 97
Bibliography . 98
European foreword
This document (EN 50728:2024) has been prepared by CLC/SC 9XB “Electromechanical material on board
rolling stock” of CLC/TC 9X “Electrical and electronic applications for railways”.
The following dates are fixed:
• latest date by which this document has to be (dop) 2025-12-31
implemented at national level by publication of
an identical national standard or by
endorsement
• latest date by which the national standards (dow) 2027-12-31
conflicting with this document have to be
withdrawn
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. CENELEC shall not be held responsible for identifying any or all such patent rights.
This document has been prepared under a standardization request addressed to CENELEC by the European
Commission. The Standing Committee of the EFTA States subsequently approves these requests for its
Member States.
For the relationship with EU Legislation, see informative Annex ZZ, which is an integral part of this document.
Any feedback and questions on this document should be directed to the users’ national committee. A complete
listing of these bodies can be found on the CENELEC website.
Introduction
This document defines the testing, measurement and evaluation methods for rolling stock interference current
emissions to demonstrate compatibility with track circuits. The evaluation is done at the interface between rolling
stock and infrastructure (the total interference current of the IU), and not at the receiver of a track circuit.
In the context of European interoperability, interference current limits for rolling stock are defined in the TSI
Interface document ERA/ERTMS/033281.
Outside European interoperability, individual limits and summation rules are defined in other documents such
as NNTRs and PD CLC/TS 50238-2. In specific application cases outside the scope of Interoperability
Regulations, limit values can be notified by the track circuit manufacturer, according to the process defined in
EN 50617-1.
Proof of compliance of rolling stock with the interference current limits is done in three main steps. First, a test
specification is defined, based on the specific characteristics of rolling stock to be tested (see Clause 4). This
ensures that the final results give sufficient confidence in the level of compliance. Then the tests are performed
according to the specification. Finally, the results are processed under a defined set of rules, in order to
demonstrate compliance with the given limits (see Clause 5).
Tests for the demonstration of vehicle compatibility are type tests and are performed before the first unit is put
into regular service. When completed in accordance with this document, it is the goal to perform measurements
only once per electric traction power supply system voltage and frequency.
As far as possible, common requirements are defined for both AC and DC systems. However, these differ in
several aspects. In AC systems, the impedance of the electric traction power supply system is small compared
with the impedance of the vehicle, but resonance effects need to be considered. The main source of interference
is the rolling stock. In DC systems, the impedance and, therefore, the distance from substations, is important,
but resonance effects are largely neglectable. Rectifier substations have a significant contribution to the total
interference current in DC systems, and also the traction and auxiliary systems of DC rolling stock are normally
different from those of AC. Where necessary or appropriate, this document differentiates between AC and DC
systems. If requirements are not clearly indicated as relevant to AC or DC systems then they are relevant to
both AC and DC.
In order to limit the influence from static converters (AC) and substations (DC) on track circuits, a minimum
rolling stock impedance is required. This document defines how to prove conformity with such requirements as
well.
1 Scope
This document defines the measurement and evaluation methods of rolling stock interference current emissions
to demonstrate compatibility with track circuits. This includes rolling stock with or without traction equipment.
The established limits for compatibility are defined in ERA/ERTMS/033281, PD CLC/TS 50238-2 or NNTRs as
current flowing between the vehicle and the electric traction power supply system that can disturb the track
circuit receiver, as part of the track circuit system. Additionally, the referred documents can define a minimum
rolling stock impedance in order to guarantee compatibility between the electric traction power supply system
and track circuits.
This document is relevant to the interference current limits defined in the “frequency management” for track
circuits as defined in ERA/ERTMS/033281. It is also applicable to the demonstration of compatibility with all
other types of track circuits which have established compatibility according to EN 50617-1. Finally, the
methodology defined in this document can also be applied to other track circuit types, including those for which
the only requirements are defined in NNTRs.
NOTE 1 Interface parameters between rolling stock and track circuits other than interference currents and impedance
are out of the scope of this document.
NOTE 2 For track circuits prone to wrong side failures additional precautions might be needed to mitigate safety risks.
The necessary precautions and safety considerations are outside the scope of this document, but can be found in NNTRs.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content constitutes
requirements 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.
EN 50388-1:2022, Railway Applications - Fixed installations and rolling stock - Technical criteria for the
coordination between electric traction power supply systems and rolling stock to achieve interoperability - Part 1:
General
EN 50163:2004, Railway applications. Supply voltages of traction systems
ISO/IEC Guide 98-3:2008, Uncertainty of measurement — Part 3: Guide to the expression of uncertainty in
measurement (GUM:1995)
3 Terms, definitions and abbreviations
3.1 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
ISO and IEC maintain terminology databases for use in standardization at the following addresses:
— IEC Electropedia: available at https://www.electropedia.org/
— ISO Online browsing platform: available at https://www.iso.org/obp
3.1.1
beating
interference pattern between two or more slightly different frequencies, perceived as a periodic variation in
amplitude with a rate dependent on the differences in frequencies

As impacted by EN 50163:2004/A1:2007, EN 50163:2004/corrigendum May 2010, EN 50163:2004/AC:2013,
EN 50163:2004/A2:2020, EN 50163:2004/A3:2022.
3.1.2
controlled impedance
increase of impedance by appropriate control of a connected converter
Note 1 to entry: The resulting controlled impedance is equal to the frequency response of the small signal ratio voltage
divided by current.
Note 2 to entry: The increased impedance can be a result of controlling other quantities, e.g. active interference current
suppression.
3.1.3
degraded mode
mode of operation of rolling stock with a reduced number of ES or IIS, which has been anticipated in the design
Note 1 to entry: Degraded modes (failure modes) are operating modes which can be activated in order to isolate a defect
and continue the operation of the rolling stock. When operating in a degraded mode the system performance might be
reduced. Examples of degraded modes are deactivated traction motors or traction converters that have an impact on the
remaining ones, such as increasing power and / or traction, changing the interlacing strategy or switching frequency.
[SOURCE: IEC 60050-811:2017, 811-01-52, modified – The term “degraded modes” has been replaced with
“degraded mode” and “have been” with “has been”; “in the presence of faults” has been replaced with “of rolling
stock with a reduced number of ES or IIS,”; “of the signalling system or the rolling stock” has been deleted; the
Note 1 to entry has been added.]
3.1.4
electric traction power supply system
railway electric distribution network used to provide energy for rolling stock
Note 1 to entry: The system includes
—  contact line systems,
—  return circuit of electric traction systems,
—  running rails of non-electric traction systems, which are in the vicinity of, and conductively connected to the running rails
of an electric traction system,
—  electric installations, which are supplied from contact lines either directly or via a transformer,
—  electric installations in power plants and substations, which are utilized solely for generation and distribution of power
directly to the contact line,
—  electric installations of switching stations.
[SOURCE: IEC 60050-821:2017, 821-36-21, modified – “power supply” has been added in the term]
3.1.5
electrical subsystem
ES
smallest unit which is practicably accessible for interference current measurements
Note 1 to entry: See Figure 1 and Figure 2.
Note 2 to entry: An ES is fed from the line voltage via distribution lines inside a TU. Internally, an ES can consist of one or
several interference sources (such as traction and / or auxiliary converters) which cannot practicably be evaluated
individually.
Note 3 to entry: An ES can be an IIS, however it can also consist of multiple IISs.
3.1.6
individual interference source
IIS
smallest subset of an electrical subsystem that can be identified and characterised as an interference current
source
Note 1 to entry: The individual interference source is the basis for evaluation, in DC systems, of the total interference current
produced by an influencing unit, but it might not always be practicable to measure at IIS level.
Note 2 to entry: Individual interference sources can be various types of components and their control.
3.1.7
influencing unit
IU
rolling stock influencing the train detection system
Note 1 to entry: One influencing unit comprises all coupled / connected vehicles, e.g. complete train with single or multiple
traction, single vehicle, multiple connected / coupled vehicles and wagons, e.g. one complete passenger train, consisting of
one or more TUs and coaches.
Note 2 to entry: The influencing unit can consist of several “Traction Units“ (TU).
See Figure 1 and Figure 2 for clarification.

Figure 1 — Definition of IU, TU and Electrical Subsystem (ES)
[SOURCE: CLC/TS 50238-2:2020, 3.1.2, modified – The Note 1 to entry and Note 2 to entry have been
modified. The note 3 to entry has been omitted. The Figure 1 has been replaced.]
3.1.8
infrastructure
all fixed railway installations
Note 1 to entry: In the given context it includes the electric traction power supply system and train detection systems.
3.1.9
integration time
window size over which the root mean square (RMS) of the output of the bandpass filter is calculated
[SOURCE: CLC/TS 50238-2:2020, 3.1.3]
3.1.10
interference current
undesired frequency content in the line current, which is in the operating frequency range of the track circuits
3.1.11
interference current budget
part of the interference current limit, based on the summation rules, which can be used by an IU, TU, ES or IIS
3.1.12
interference current limit
maximum interference current which an influencing unit is allowed to produce at a given frequency to remain
compatible with a track circuit
Note 1 to entry: Interference current limits are defined in ERA/ERTMS/033281, NNTRs or PD CLC/TS 50238-2.
Note 2 to entry: Interference current limits are defined by a number of evaluation parameters, such as FFT parameters, or
bandpass filter centre frequency and bandwidth and integration time.
3.1.13
interference current monitor
system or function that monitors the interference current production of an influencing unit, traction unit or
electrical subsystem
Note 1 to entry: The interference current monitor is not part of the test specification as given in this document. It might,
however, be one of the safety measures required.
Note 2 to entry: In case interference currents can result in a wrong side failure, an interference current monitor which is able
to switch off an interference current source is a possible mitigation measure.
3.1.14
line current
current that flows from the contact line via the pantograph(s) (or current collectors) through the IU, TU or ES to
the return circuit
Note 1 to entry: In this document, line current is used in a more general sense and not only to the pantograph current to one
TU.
3.1.15
normal operating mode
mode of operation of rolling stock with all electrical subsystems in fault-free working configuration
3.1.16
number of tests
number of times that a condition defined in the test specification is met
Note 1 to entry: This is not necessarily equal to the number of test runs.
3.1.17
right side failure
RSF
mode of failure which does not directly compromise the safe operation of trains but can reduce availability
3.1.18
small input filter
low pass passive input filter for DC supplied vehicle with a cut-off frequency which is higher than 1/3 of the
centre frequency f of the considered track circuit
Note 1 to entry: 1/3 is set so that the filter cut-off frequency is well below the lowest track circuit centre frequency.
Note 2 to entry: For an LC filter the cut-off frequency is
2 π LC
3.1.19
steady state
operating condition of a system in which the system state variables can be considered to be constant compared
to time interval of interest
Note 1 to entry: For example, a varying speed should be considered as potentially constant if a train can stay at a certain
speed for a longer time than the time interval of interest.
[SOURCE: IEC 60050-603:1986, 603-02-06, modified – “conditions” has been replaced with “condition”.
“network” has been replaced with “system”. “are” has been replaced with “can be”. “sensibly constant” has been
replaced with “constant compared to time interval of interest”. The Note 1 to entry has been added.]
3.1.20
substation
installation which supplies a contact line
Note 1 to entry: The voltage of a primary supply system, and in certain cases the frequency, is converted by the substation
to the voltage and frequency of the contact line.
3.1.21
summation rule
calculation method to scale a set of measurements on traction unit or electrical subsystem level to the maximum
interference current for an IU with a specified confidence level
3.1.22
traction unit
TU
locomotive, motor coach or train-unit
Note 1 to entry: Each TU is fed from one pantograph or collector (or UIC busbar in case of coaches / wagons). A TU contains
at least one ES. One TU can be:
—  one locomotive;
—  one electric multiple unit, with one or several Electrical Subsystems (ES) in one or several cars;
Note 2 to entry: A TU does not have to have traction equipment.
See Figure 2 for examples. This Figure is not exhaustive.
Figure 2 — Term clarification for Traction unit (TU) and Influencing Unit (IU)
[SOURCE: IEC 60050-811:2017, 811-02-04, modified – The Notes 1 and 2 to entry have been added. Figure 2
has been added.]
3.1.23
transient
pertaining to a phenomenon or quantity which passes from one steady state to another consecutive
steady state during a time interval short compared to the timescale of interest
Note 1 to entry: The term “transient” is also used as a noun to mean a transient phenomenon or quantity.
[SOURCE: IEC 60050-103:2009, 103-05-02, modified – “during a time interval short compared to the timescale
of interest” has been added.]
3.1.24
transient
phenomenon or quantity which varies between two consecutive steady states during a time interval
short compared to the timescale of interest
[SOURCE: IEC 60050-702:2019, 702-07-781]
3.1.25
UIC busbar
single-pole line for the supply of auxiliaries through a whole train
Note 1 to entry: The return current flows through the rails.
Note 2 to entry: For additional information see UIC 550:2005-04.
3.1.26
vehicle impedance
impedance of an influencing unit seen between pantograph(s) and wheels
Note 1 to entry: The minimum impedance is defined in ERA/ERTMS/033281 or NNTRs.
Note 2 to entry: The minimum impedance can be defined in terms of inductance and capacitance.
3.1.27
wrong side failure
WSF
mode of failure which can compromise the safe operation of trains
3.2 Abbreviations
For the purposes of this document, the following abbreviations apply.
AC Alternating Current
DC Direct Current
EC European Commission
EU European Union
EMU Electric Multiple Unit or Battery Electric Multiple Unit when connected to the electric traction
power supply system
ERTMS European Rail Traffic Management System
FFT Fast Fourier Transform
GPS Global Positioning System
LC Inductor-Capacitor
NNTR National Notified Technical Rules
PWM Pulse Width Modulation
RMS Root Mean Square
TSI Technical Specification for Interoperability
UIC International Union of Railways
4 Test specification
4.1 Preparation
4.1.1 General
Rolling stock and their traction and auxiliary system configurations as well as control systems and parameters
can be very diverse. It is, therefore, necessary to prepare for interference current measurements by a pre-
analysis for the specific rolling stock. The compiled data serve as input to the test specification and will
guarantee an efficient performance and evaluation of the measurements.
The following subclauses specify this data collection and its analysis.
4.1.2 Vehicle data
4.1.2.1 General
The vehicle manufacturer shall document the following data characterizing the vehicle to be tested:
a) Rolling stock configuration (locomotive, or EMU);
b) Electric traction power supply system(s) under which the rolling stock is intended to operate;
c) Main circuit diagram (traction and auxiliaries);
d) Main data: maximum speed, tractive and brake effort and power at wheel;
e) Dynamic braking systems (regenerative, rheostatic, mixed);
f) Operational configurations (double or multiple traction, traction battery if applicable);
g) Whether a UIC busbar is fitted and maximum number of coaches
h) Whether the UIC busbar is fed from a converter, instead of directly from the catenary or via a transformer
winding
i) Degraded modes of operation (e.g. traction or auxiliary converters isolated);
j) Maximum currents of IU, TU, traction and auxiliary converters, and voltage dependency of these maxima.
Based on this information, one Influencing Unit (IU) shall be defined. Traction units (TU) and Electrical
Subsystems (ES) shall be identified according to 3.1.7, 3.1.22 and 3.1.5. This will be part of the documentation
of the pre-analysis (see 4.1.4).
4.1.2.2 Converter control data
The following information about converter control is essential to perform the pre-analysis:
a) Switching method and frequency and how it varies with operating point;
b) Interlacing scheme;
c) Information about the effect of converter or control failures on switching parameters (e.g. frequency, pulse
pattern) and interlacing of remaining converters;
d) Use of controlled impedance;
e) Cut-off frequency of the input filter (see 3.1.18);
f) Limitations which can have an influence on interference current generation.
This information is not part of the documentation for interference current measurements. It can be shared with
the other involved parties. It is essential to perform the pre-analysis (see 4.1.4).
4.1.3 Applicable requirements
4.1.3.1 General
The vehicle manufacturer shall compile the following for the IU, apportioned to the analysed formation:
a) Interference current limits (including all relevant parameters);
b) Minimum IU input impedance (inductive, capacitive).
for both interoperable (TSI) and national operation, depending on the intended use of the vehicle.
The split of limits (both interference current and impedance) between locomotives and coaches “intended to be
used in general operation” (as specified in Commission Regulation (EU) No 1302/2014, 7.1.1.5.2) is defined in
other documents.
4.1.3.2 DC Systems- Interference current budget for rolling stock and power supply
For track circuits used on DC systems at frequencies where the substation contributes significantly to
interference currents, the limit shall be budgeted to allow for the substation contribution. See informative
Annex H for more explanation.
For the DC system interference current limits defined in the TSI Interface document ERA/ERTMS/033281 at N
x 100 Hz, where N is an integer, the budget for IU generated currents shall be 60 % of the limit, if the IU has
exactly the minimum required input impedance.
For higher input impedances the IU interference current budget is higher, since the influence from the substation
will be lower. For example for 2 p.u. input impedance: the substation contribution is only 40 %, and the IU budget
is √ (1 – 0,4 ) = 91,7 %.
For limits in PD CLC/TS 50238-2, NNTRs or other documents other budgets may apply. Informative Annex H
may be used as a guide.
4.1.4 Pre-analysis
4.1.4.1 General
The vehicle manufacturer shall identify the expected interference currents, covering all relevant operating
conditions and expected worst case operational configurations, including degraded modes. This is an input to
the test specification.
This can be done by
a) Simulation in the time domain (this may include the consideration
...