CLC/TR 50507:2007

SLOVENSKI STANDARD
01-oktober-2007
Železniške naprave – Združljivost voznih sredstev in tirnih tokokrogov
Railway applications Compatibility between rolling stock and track circuits
Bahnanwendungen - Störgrenzwerte von Gleiskreisen der europäischen Bahnen
Applications ferroviaires - Limites des interférences des circuits de voie existants sur les
réseaux ferroviaires européens
Ta slovenski standard je istoveten z: CLC/TR 50507:2007
ICS:
45.060.01 Železniška vozila na splošno Railway rolling stock in
general
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

TECHNICAL REPORT
CLC/TR 50507
RAPPORT TECHNIQUE
May 2007
TECHNISCHER BERICHT
ICS 45.060.01
English version
Railway applications –
Interference limits of existing track circuits used on European railways

Applications ferroviaires -  Bahnanwendungen -
Limites des interférences des circuits Störgrenzwerte von Gleiskreisen
de voie existants sur les réseaux der europäischen Bahnen
ferroviaires européens
This Technical Report was approved by CENELEC on 2007-01-16.

CENELEC members are the national electrotechnical committees of Austria, Belgium, Bulgaria, Cyprus, the
Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia,
Lithuania, Luxembourg, Malta, the Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain,
Sweden, Switzerland and the United Kingdom.

CENELEC
European Committee for Electrotechnical Standardization
Comité Européen de Normalisation Electrotechnique
Europäisches Komitee für Elektrotechnische Normung

Central Secretariat: rue de Stassart 35, B - 1050 Brussels

© 2007 CENELEC - All rights of exploitation in any form and by any means reserved worldwide for CENELEC members.
Ref. No. CLC/TR 50507:2007 E
Foreword
This Technical Report was prepared by SC 9XA, Communication, signalling and processing systems, of
Technical Committee CENELEC TC 9X, Electrical and electronic applications for railways.
The draft, which was based on information supplied by some European railway infrastructure authorities for
track circuits currently in use in the individual countries, was submitted to vote and was approved by
CENELEC as CLC/TR 50507 on 2007-01-16.
__________
– 3 – CLC/TR 50507:2007
Contents
Page
1 Scope .6
2 Normative references.6
3 Definitions.7
4 Summary of specifications .8
4.1 General .8
4.2 Gabarits .8
4.3 Test specifications .8
4.4 Example of filter.9
4.5 List of European track circuit equipment.10

Annex A (informative) National specifications .20
A.1 Austria, ÖBB specification .20
A.2 Belgium, INFRABEL specification .22
A.3 Czech Republic, SZDC specification .26
A.4 Denmark, BS specification.29
A.5 Finland, RHK specification .33
A.6 France, SNCF specification .37
A.7 Germany, DB specification .47
A.8 Italy, RFI specification.54
A.9 Netherlands, ProRail specification .63
A.10 Norway, JBV specification .74
A.11 Poland, PKP specification .75
A.12 Spain, ADIF specification .79
A.13 Sweden, BV specification .90
A.14 Switzerland, SBB specification .91
A.15 United Kingdom, Network Rail specification.94

Figures
Figure 1 – Example of filter characteristics .9
Figure A.1 – Filter characteristics for track circuit compatibility test .21
Figure A.2 – Example of the filter(s) used for the evaluation of the injected currents.25
Figure A.3 – Placement of measuring converter.28
Figure A.4 – Filter characteristic .29
Figure A.5 – Example of a band-pass filter .36
Figure A.6 – Gabarit 50 Hz (conventional line 1 500 V) .43
Figure A.7 – Gabarit 83 Hz (conventional line 25 kV applicable to electrical railcars).44
Figure A.8 – Gabarit 83 Hz (conventional line 25 kV, applicable to engine) .45
Figure A.9 – Gabarit UM71 C, UM71 CB, UM71 CTVM PSE, UM71 CTVM 300.46
Figure A.10 – UM71 CTVM 430, UM71 SEI .47
Figure A.11 – Filter characteristics for 42 Hz, 50 Hz and 100 Hz track circuit compatibility test .53

Figure A.12 – Filter characteristics for other (audio frequency range) DB track circuit
compatibility test .53
Figure A.13 – Gabarit for High speed 25kV 50Hz line compatibility.56
Figure A.14 – 50 Hz 3 kV gabarit .58
Figure A.15 – New gabarit ranges.60
Figure A.16 – Pass band filter of HCL device .63
Figure A.17 – Current distribution and train impedance.69
Figure A.18 – Test configuration.72
Figure A.19 – Spectrum of the band pass filter .73
Figure A.20 – Typical frequency response of an individual TI 21 channel .88
Figure A.21 – Frequency response of the DC track circuit .96
Figure A.22 – Frequency response of 50 Hz single rail track circuit . 100
Figure A.23 – Frequency response of 50 Hz double rail track circuit . 105
Figure A.24 – Typical frequency response of an individual FS 2600 channel . 110
Figure A.25 – Typical frequency response of an individual TI 21 channel . 112

Tables
Table 1 – Types of track circuit equipment .11
Table A.1 – Calculation rules for 3 kV DC .23
Table A.2 – Calculation rules for 25 kV 50 Hz.24
Table A.3 – Values of gabarit (Czech Republic).27
Table A.4 – FTGS 46 .31
Table A.5 – FTGS 917 .31
Table A.6 – Maximum allowed interference currents for influencing and traction units.34
Table A.7 – Band-pass filter characteristics.36
Table A.8 – Case of UM71 and UM71 CTVM track circuits .37
Table A.9 – Single-phase power supply network.38
Table A.10 – FTGS 46 .49
Table A.11 – GLS 9/15.50
Table A.12 – EON7.50
Table A.13 – FTGS 917.51
Table A.14 – Traction gabarit of 25 kV 50 Hz DIGICODE (Alstom track circuit).55
Table A.15 – Values of gabarit for 3 kV DC traction, 50 Hz track circuit (ITALY FS/96)
(4 locomotives) .57
Table A.16 – Values of gabarit for 3 kV DC traction, 83,3 Hz track circuit (Italy FS/96)
(4 locomotives) .59
Table A.17 – Values of the new gabarit ranges.60
Table A.18 – Allowed exceeding P4i for different types of hypothesis .62
Table A.19 – Values of gabarit for Jade AF “Havenspoorlijn”.65
Table A.20 – Values of gabarit for Jade HF “Havenspoorlijn”.66
Table A.21 – Values of gabarit for Jade AF "A15 Tracé" .66
Table A.22 – Values of gabarit for 75 Hz track circuits with ATB-EG .68
Table A.23 – Values of gabarit for Overlay Track Circuit OTC45.70

– 5 – CLC/TR 50507:2007
Table A.24 – Values of gabarit for the OTL, OTS, OTZ track circuits.76
Table A.25 – Values of gabarit for the SOT-1 track circuits .76
Table A.26 – Values of gabarit for the SOT-2 track circuits .77
Table A.27 – Values of gabarit for the EOC track circuits .78
Table A.28 – Values of gabarit for Alcatel 50 Hz track circuit.80
Table A.29 – Time constants for Alcatel 50 Hz track circuit .80
Table A.30 – Values of gabarit for 3 kV 50 Hz DC (ITALY FS/96) (4 locomotives).81
Table A.31 – Values of gabarit for Enyse 50 Hz track circuit (SICE).82
Table A.32 – FTGS 46 .82
Table A.33 – Values of gabarit for FTGS 917 .83
Table A.34 – Values of gabarit for FS 2000 Electrification at 3 kV DC.84
Table A.35 – Values of gabarit for FS 3000 Electrification at 3 kV DC.85
Table A.36 – Values of gabarit for FS 3000 Electrification at 25 kV 50 Hz .86
Table A.37 – Values of gabarit for FS 5000 Electrification at 3 kV DC.86
Table A.38 – TI 21-I track circuit operating frequencies.87
Table A.39 – TI 21-M track circuit operating frequencies .89
Table A.40 – Values of gabarit for UM 71/2000 jointless track circuit .89
Table A.41 – Values of gabarit for ME 3015/3047/3091 track circuits .90
Table A.42 – Values of gabarit for Switzerland .92
Table A.43 – Limits of track circuits covered by “J78” .93
Table A.44 – Measured time constant of DC relays.95
Table A.45 – Typical events to be used In train analysis .97
Table A.46 – Transformer inrush parameters, permissible value.98
Table A.47 – Rail impedance data . 101
Table A.48 – VT1 relay impedance . 102
Table A.49 – Typical events to be used in train transient analysis. 103
Table A.50 – Impedance bond parameters in ohms at 50 Hz . 106
Table A.51 – Typical events to be used in train transient analysis. 107
Table A.52 – FS 2600 track circuit signal frequencies . 109
Table A.53 – TI 21 track circuit operating frequencies. 111

1 Scope
This Technical Report has been written to define the interference limits of existing track circuits used on
European railways. The purpose of this Technical Report is to provide an overview, a reference and a source
of information for other specifications and specifications that are presently in preparation. As required by the
CENELEC rules, it will be updated as needed and will be finally replaced by a future specification or
standard.
According to CENELEC rules, the existing national specifications are not required to be replaced by this
Technical Report. They will remain in use as the basis for approval of vehicles in the respective countries.
Where available, the national specifications are referenced in Annex A of this Technical Report.
The two main parts of this Technical Report are:
1) the List of European track circuit equipment;
2) the National Annex.
The contents of these two parts have been provided by railway infrastructure representatives. Not all
EU countries have provided information and in some cases the information may be incomplete.
1)
In 4.5, the track circuits are classified into preferred and non-preferred types with regard to their future use
on interoperable lines. This definition provides an indication which types of track circuits are preferred for
new signalling projects.
In Annex A the interference limits and test specifications are defined within a template prepared by
CENELEC, which is intended to ensure a large degree of common content and to facilitate comparisons
between national specifications. The content of Annex A is based on existing national specifications.
This Technical Report will remain informative until it is replaced by a specification. It may, however, be used
as a basis for defining requirements, for example in improved national specifications. If the content is used in
the TSI, the TSI document shall clearly define the consequences of the requirements. The vehicles have
only to be made compatible with the track circuits used on the lines where they run, as defined in EN 50238.
Normally an approval certificate will be restricted to these lines or countries.
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.
EN 50238, Railway applications - Compatibility between rolling stock and train detection systems
UIC leaflet 512 , Rolling stock – Conditions to be fulfilled in order to avoid difficulties in the operation of track
circuits and treadles
TSI CCS AAA1; Train detection systems characteristics necessary to be compatible with rolling stock.

1)
Previously Class A and Class B as defined in TSI CCS.

– 7 – CLC/TR 50507:2007
3 Definitions
For the purposes of this document, the following terms and definitions apply.
3.1
accepting body
body that is responsible for evaluating the compatibility case and issuing the certificate of acceptance
3.2
certificate of acceptance
written authorisation from the Accepting Body that the compatibility case is acceptable to allow the new or
modified systems to enter service
NOTE This may be qualified.
3.3
compatibility case
suite of documents which records the evidence demonstrating the degree of compatibility between rolling
stock, traction power supplies and train detection systems for a specific route or specific railway network
3.4
coupled vehicles (CV)
part of the influencing unit except the traction subsystem
3.5
degraded modes
modes of operation in the presence of faults which have been anticipated in the design of the rolling stock
NOTE Degraded modes will normally allow the rolling stock to complete its journey.
3.6
gabarit
maximum permissible levels of interference signal, with respect to frequencies and duration, to which a train
detection system may be exposed
3.7
influencing unit (IU)
rolling stock influencing the infrastructure
NOTE This comprises all coupled/connected vehicles, e.g. complete train with single or multiple traction, single
vehicle, multiple connected/coupled vehicles.
3.8
right side failure
failure of a signalling system, which results in a more restrictive condition for the movement of traffic than is
appropriate
3.9
traction subsystem (TS)
subset of the traction unit which produces traction force or electric brake force
3.10
traction unit (TU)
subset of the influencing unit
NOTE Comprises all traction subsystems including auxiliary supplies and other power supplies, which can be
collectively switched off by one collector/pantograph.

3.11
wrong side failure
failure of a signalling system, which results in a less restrictive condition for the movement of traffic than is
appropriate
4 Summary of specifications
4.1 General
The essential characteristics of the track circuits are listed in tabular form. The annexes contain the specified
interference limits (gabarits) of the track circuits and the test specifications for the vehicles.
4.2 Gabarits
The set of gabarits and their associated test specifications are grouped according to the following traction
parameters:
− traction frequency;
− traction voltage.
The traction systems are:
− 25 kV, 50 Hz;
− 15 kV, 16,7 Hz;
− 3 kV, DC;
− 1 500 V, DC;
− 750 V, DC;
− non-electrified.
This differentiation is necessary to avoid unnecessarily pessimistic interference levels, and take account of
harmonic content as a function of the traction frequency and voltage.
Each gabarit consists of a graph of the maximum interference current as a function of frequency. Time
constraints are defined for each case or frequency range.
The gabarits define the maximum interference current permitted for the track circuit operating frequency
bandwidth. Formulas for calculating the effect of multiple trains/locomotives are defined. This will enable the
vehicle manufacturer or tester to establish the maximum interference current of a single locomotive, power
converter on a passenger coach, or a complete train.
The gabarits take account of the requirements in the existing national specifications as they stand.
4.3 Test specifications
The test specifications are intended to ensure that the test results are consistent and may be assumed to
apply in other locations. In particular the following aspects are considered:
a) how to measure on the vehicle:
− cumulative current flowing via the current collectors to the vehicle, to be measured as close as possible
to the current collectors via a suitable filter (e.g. 100 Hz in the case of a 100 Hz track circuit test);
− frequency and bandwidth parameters/bandpass filter characteristics (see 4.4);

– 9 – CLC/TR 50507:2007
b) vehicle test conditions:
− velocity: full range from standstill to maximum speed;
− traction modes: variation of acceleration, stationary and coasting modes, constant velocity, brake
mode, start-up against the brakes;
− normal mode and failure modes;
− auxiliary supplies – from no load to full load;
− compliance with TSI CCS AAA1 (electrical impedance between the wheels);
− configuration management of hardware and software of the unit being approval tested;
c) test location:
− description of power supply arrangement;
− definition of reference test track or route, if applicable;
d) number of measurements:
− a minimum of several measurements per vehicle mode is required to identify critical areas which
require more lengthy test series;
e) analysis and evaluation of test results:
− the final analysis is usually given in the time domain. Some Rail Administrations may require an
analysis in the frequency domain;
− the integration time (length of time window) or smoothing time constant takes the required maximum
allowable interference duration into account to avoid misleading results.
It is to be expected that deviations in test results may occur if tests are performed on different infrastructures
due to differing traction supply characteristics such as resonant frequencies of supply networks, ripple on
DC supplies or harmonics of AC supplies. The difficulties of finding a worst-case test site, which is
representative of different countries with the same basic traction voltage and frequency are not trivial and
may require that testing takes place on specific test tracks or routes in the different countries.
4.4 Example of filter
Figure 1 shows an example of the filter characteristics for a 100 Hz track circuit compatibility test with f is
K
equal to 100 Hz and B is equal to 4 Hz.
transfer factor
B = bandwidth
A(f)[dB]
f = centre frequency
K
-0,5
/ B
-3
B
f
f
K
Figure 1 – Example of filter characteristics

4.5 List of European track circuit equipment
Table 1 gives a list that defines the types of track circuit equipment currently being used by European
railways. Types classified as “preferred” are designated to be used on future re-signalling projects.

- 11 - CLC/TR 50507:2007
Table 1 – Types of track circuit equipment
Country Information Type Manufacturer Operating frequency Interference limits Traction voltage Application Classification
source
2-Lagen Motorgleisrelais BsSk 1722/8 Siemens Preferred
100 Hz
ÖBB GB-ST See A.1 Interoperable
3-Lagen Motorgleisrelais BsSk 1722/4 Siemens
Transistorgleisrelais S 50108914 Alcatel 100 Hz; 106,7 Hz Preferred
Gleichstromgleisrelais 960 90760 Alcatel / Zelisko
Gleichstromgleisrelais V25427 Siemens
AT
Gleichstromgleisrelais Z70 Siemens DC
ÖBB GB-ST No
Gleichstromgleisrelais 001183 SBW
Gleichstromgleisrelais 590040202 Zelisko
Tonfrequenzgleisstromkreise uncodiert Siemens ~ 10 KHz
INFRABEL, I.I.3 Jointless Track Circuit Alstom f = 1 600, 1 900, 3 kV, 25 kV Preferred
See A.2
Signalling DPt 2 200, 2 500 Hz
HFJointless Track Circuit ER428 Acec 15 kHz No
50 Hz Track Circuit Birail Acec, Area, 50 Hz
Interoperable
Automation,. 3 kV
INFRABEL See A.2
BE 50 Hz Track Circuit Monorail Acec, Area, 50 Hz
Automation,.
High Voltage Track Circuit Acec 4 Hz pulse rate Not applicable 3 kV, 25 kV Preferred
INFRABEL DC Track Circuits Acec DC No Diesel No
INFRABEL UM 71 C TVM 430 CSEE Transport 1 700, 2 000, 2 300, See A.2 (Cf Gabarits) 25 kV Interoperable (HSL 1)
2 600 Hz
KO-1583/KO-1599 25 Hz
SZDC See A.3 no
KO-2491/KO-2796 50 Hz
KO-3595/KO-3599
CZ
KO-31/KO-32 AZD
SZDC 75 Hz
KO-34/KO-35/KO-36 AZD See A.3 3 kV, 25 kV Interoperable
KO-3102/KO-3103 AZD
KO-43 AZD 275 Hz
Table 1 – Types of track circuit equipment (continued)
Country Information Type Manufacturer Operating frequency Interference limits Traction voltage Application Classification
source
DC track circuit Bombardier DC Preferred
Denmark
DK Railway See A.4 25 kV Interoperable
77 Hz track circuit Bombardier 77 Hz Preferred
Network
FTGS 46, FTGS 917 Siemens 4 750-6 250 Hz, 9 500-16 500 Hz Preferred
JZE 53500 Adtranz DC < 20 A/s (DC)
JZE 53100 Adtranz DC < 20 A/s (DC)
DC VR DC
DC Ganz DC
DC, diode VR DC
FI RHK
125 Hz Single Rail, Motor Relay Siemens 125 Hz
126 Hz Double Rail, Motor Relay Siemens 125 Hz
FTGS46 Siemens 4,75 - 6,25 kHz
FTGS917 Siemens 9,6 - 16 kHz
? Russia 25 Hz
- 13 - CLC/TR 50507:2007
Table 1 – Types of track circuit equipment (continued)
Country Information Type Manufacturer Operating frequency Interference limits Traction voltage Application Classification
source
CSEE/Transport- Alstom - C.F.S.W -
50 Hz 50 Hz 1,5 kV DC
Mors - Saxby
SNCF/IG.SF
CSEE/Transport- Alstom - Aster -
83 Hz 83 Hz 25 kV AC
C.F.S.W - Mors -Saxby
Interoperable (conv &
detour)
1 700, 2 000, 2 300,
UM71C CSEE/Transport
2 600 Hz
1,5 kV DC, 25 kV
AC
1 700, 2 000, 2 300,
SNCF/IG.SF UM71 CB CSEE/Transport Preferred
2 600 Hz
See A.6
(Cf Gabarits)
1 700, 2 000, 2 300,
UM 71 C TVM PSE CSEE/Transport 25 kV AC
2 600 Hz
1 700, 2 000, 2 300, 1,5 kV DC, 25 kV
SNCF/IG.SF UM71 C TVM 300 CSEE/Transport
FR
2 600 Hz AC
Interoperable (HS)
1 700, 2 000, 2 300,
UM 71 C TVM 430 CSEE/Transport
2 600 Hz
25 kV AC
1 700, 2 000, 2 300,
UM71 C TVM SEI CSEE/Transport Preferred
2 600 Hz
SNCF/IG.SF
1,5 kV DC, 25 kV
HVI Track Circuit Alstom 3 Hz pulse rate Preferred
Interoperable (conv &
AC
No
detour)
300/850 Hz CSEE/Transport 300, 850 Hz 25 kV AC
DC CSEE/Transport DC pulsed at 175 Hz
SNCF/IG.SF No no
CSEE/Transport- Silec Thomson -
DC DC
C.F.S.W -
8 200, 8 600, 9 200,
10 000, 10 600, 11 000,
FR RATP CVCM Alstom No Suburban railway
12 300 Hz -
FSK ± 75 Hz
Table 1 – Types of track circuit equipment (continued)
Country Information Type Manufacturer Operating frequency Interference limits Traction voltage Application Classification
source
DC Track Circuit WSSB, Siemens DC No Diesel Interoperable (conv)
Interoperable (HS
42 Hz WSSB, Siemens 42 Hz 15 kV
detour & conv.)
50 Hz WSSB, Siemens 50 Hz Diesel Interoperable (conv.)
See A.7
100 Hz WSSB, Siemens 100 Hz
100 Hz Alcatel SEL 100 Hz
Interoperable (HS
detour & conv.)
DE DB Netz
TF-Gsk Siemens 10 kHz
No
TF-Gsk WSSB, Siemens 16 kHz
15 kV
EON 1 and 3 WSSB, Siemens 7, 8, 10, 12, 15 kHz
Interoperable (conv.)
EON 7 ZWUS, Bombardier-ZWUS 14,6; 16,8 kHz
See A.7
GLS 9/15 Siemens 9-15 KHz
Interoperable (HS &
FTGS Siemens 4 750.6 250 Hz, 9 500.16 500 Hz (Proposed to be
conv.)
preferred)
- 15 - CLC/TR 50507:2007
Table 1 – Types of track circuit equipment (continued)
Country Information Type Manufacturer Operating frequency Interference limits Traction voltage Application Classification
source
ATIS Track Circuit Ansaldo  25 kV 50 Hz Preferred
CGSD Alstom 50 Hz Track Circuit Birail Preferred
No
BACCUS GE Transportation 50 Hz Track Circuit Birail Preferred
Systems
Staticode 85 Ansaldo 50 Hz Track Circuit Birail
Staticode 85 Ansaldo 83,3 Hz Track Circuit Birail
JZB121-801-802-803-804 Fatme - ADTRANZ 50 Hz/83,3 Hz Track Circuit
3 kV DC
Birail
S.1 - S.2 - S.3 - S.4 Sasib - ALSTOM 50 Hz/83,3 Hz Track Circuit
See A.8
Birail
W1 -W.2- W.3 - W.4 - W.5 - Westinghouse - 50 Hz/83,3 Hz Track Circuit
W.6 ANSALDO Birail
Cdb FS con relè a disco Alstom, Site, 50-83,3 Hz Track Circuit
Bombardier, Ansaldo Mono and Birail
IT RFI
Digicode DTC24-1 track Sasib - ALSTOM 1 900…4 300 Hz No 25 kV 50 Hz Preferred
Interoperable
circuit
Overlay SASIB AM 85 Sasib Track Circuit Birail (Amplitude
Modulation)
Overlay SASIB FSK Sasib Track Circuit Birail FSK
Modulation
See A.8
Overlay SASIB FSK ISOLA Sasib Track Circuit Birail
93 FSKModulation
3 kV DC
SILAFO FSK SILIANI - GETS Track Circuit Birail
FSKModulation
Short circuit joint control Alstom, Site, 8, 10, 12, 18 kHz No
Bombardier,
Westinghouse-Ansaldo
High Frequency Track Circuit Westinghouse-Ansaldo 12, 15, 21 kHz See A.8
HF 01
Table 1 – Types of track circuit equipment (continued)
Country Information Type Manufacturer Operating frequency Interference limits Traction voltage Application Classification
source
GRS 50 Hz Yes No
Overlay OTC45 10kHz 10 kHz Not applicable Diesel, 1,5 kV DC
Low frequency track
GRS 5 Hz See A.9 Diesel
circuit 50 Hz
Low frequency track See A.9
circuit 75 Hz with ATP GRS 75 Hz (Regards Train Detection as Diesel; 1,5 kV DC Preferred
codes well as ATP)
Diesel; 1,5 kV DC;
HVI Impulse Track Circuit Alstom 10 Hz pulse rate No Preferred
15 kV 16,7 Hz
FTGS 46 Siemens 4,75 - 6,25 kHz Preferred
NL ProRail BV
1,5 kV DC; 15 kV 16,7 Hz
Interoperable
FTGS 917 Siemens 9,5 – 16,5 kHz Preferred
2 206, 2 500, 2 841,
Jade AF – Havenspoorlijn
Alstom 3 157 Hz FSK f0 Preferred
(Jointless Track Circuit)
± 40 Hz
Diesel; 25 kV 50 Hz
See A.9
Jade HF –
49 082, 67 232 Hz f0
Havenspoorlijn (Jointless Alstom Preferred
± 500 Hz
Track Circuit)
Jade LF – A15 Tracé
f0 = 1 600, 1 900, Diesel; 1 500 V DC,
Havenspoorlijn (Jointless Alstom Preferred
2 200, 2 500 Hz 25 kV 50 Hz
Track Circuit)
4 750.6 250 Hz,
FTGS Siemens Preferred
9 500.16 500 Hz
TI 21 Bombardier 1 532 - 2 610 Hz Preferred
15 kV
NO Jernbaneverket See A.10 Interoperable
Motor relay VT1 Westinghouse 95, 105 Hz
Motor relay JRV Bombardier 95, 105 Hz
DC JRK Bombardier DC Diesel
- 17 - CLC/TR 50507:2007
Table 1 – Types of track circuit equipment (continued)
Country Information Type Manufacturer Operating frequency Interference limits Traction voltage Application Classification
source
OTZ Bombardier-ZWUS 50 Hz
OTS Bombardier-ZWUS 50 Hz
OTL Bombardier-ZWUS 50 Hz
PKP PLK
1 580, 1 860, 2 170, 2 470,
PL See A.11 Interoperable
SOT-1 Bombardier-ZWUS
S.A.
2 800 Hz
7 000, 8 000, 10 000, 12 150,
SOT-2 Bombardier-ZWUS
14 600, 16 700 Hz
EOC Bombardier-ZWUS 26 150, 28 700, 31 500 Hz
50 Hz Alcatel 50 Hz 3 kV DC
Short SJ-24S Alstom 800 Hz
50 Hz Alstom (GRS) 50 Hz
Interoperable (conv.)
HVI (High
Alstom (Jeumont &
Voltage 10 Hz
Schneider)
Impulse)
3 kV DC 25 kV 50 Hz Interoperable (HS &
TI 21 I / M Bombardier 1,5-2,6 / 5-9 kHz
conv.)
50 Hz Bombardier 50 Hz 3 kV DC Interoperable (conv.)
ES ADIF See A.12
UM 71/2000 CSEE/Transport 1 700 - 2 600 Hz 25 kV 50 Hz Interoperable (HS)
50 Hz Dimetronic 50 Hz 3 kV DC Interoperable (conv.)
FS 1 700-2 600 / 4 000 -7 500 / 3 kV DC 25 kV 50 Hz Interoperable (HS &
Dimetronic
2000/3000/5000 4 080 - 6 000 Hz conv.)
Short ME 3015 / 3 kV DC
Electrans 15 / 14,5 / 11-19 kHz
3047 / 3091
Interoperable (conv.)
50 Hz Enyse (SICE) 50 Hz 3 kV DC
50 Hz Siemens 50 Hz 3 kV DC
3 kV DC 25 kV 50 Hz Interoperable (HS &
FTGS 46 / 917 Siemens 4-6 / 9-17 kHz
conv.)
Table 1 – Types of track circuit equipment (continued)
Country Information Type Manufacturer Operating frequency Interference limits Traction voltage Application Classification
source
Banverket JRK 10470 Bombardier Sweden DC See A.13 15 kV Interoperable Preferred
SE
JZE 54500/1, JZE
Banverket DC Yes
Siemens CH See A.14
12V= Siemens Schweiz AG DC
(HTZ-79/567) 55 Aeff (0 Hz)
Siemens CH See A.14
QC1008-9 Siemens Schweiz AG DC
(HTZ-79/567) 18 Aeff (0 Hz)
Siemens CH
QL57-2 Siemens Schweiz AG 80 kHz No
(HTZ-79/567)
Siemens CH See A.14
GLS42-125 Siemens Schweiz AG 42 Hz, 100 Hz, 125 Hz 15 kV Interoperable
(HTZ-79/567) 2 Aeff (100 Hz)
Siemens CH See A.14
FTGS46 Siemens Schweiz AG 5,5 kHz
(HTZ-79/567) 1 Aeff (5,5 Khz)
CH
Siemens CH See A.14
FTGS917 Siemens Schweiz AG 13 kHz
(HTZ-79/567) 0,5 Aeff (13 Khz)
See A.14
Siemens CH
UGSK-95 Siemens Schweiz AG 137 Hz to 225 Hz 5 Aeff (137 Hz, 175 Hz, Preferred
(HTA-494/111)
225 Hz)
Alcatel CH 15 kV Interoperable
(3EF 00003 A6231 Alcatel Schweiz AG 100 Hz No
0004)
SBB NS1-RUTA Alstom 3 Hz No
See A.14
SBB TMn726/TMn701 Siemens Schweiz AG 125 Hz
5 Aeff (125 Hz)
- 19 - CLC/TR 50507:2007
Table 1 – Types of track circuit equipment (continued)
Country Information Type Manufacturer Operating frequency Interference limits Traction voltage Application Classification
source
50 Hz Double Rail Various 50 Hz
See A.15 750 V Preferred
50 Hz Single Rail Various 50 Hz
See A.15
Reed on the AC Railway GEC (Alstom) 363 Hz - 423 Hz
(Single Rail only)
See A.15
Reed on the DC Railway GEC (Alstom) 363 - 423 Hz 750 V
(Double Rail only)
See A.15
TI 21 Bombardier 1 532 - 2 610 Hz 25 kV, 750 V
(TI 21-1 Only)
See A.15
Interoperable
HVI Track Circuit Alstom 3 Hz pulse rate (NCO.RTV.600/UK 25 kV, 750 V
only)
UK Network Rail
Preferred
See A.15
FS 2600 Westinghouse 371,8 - 525,8 Hz 750 V
(Double Rail only)
DC (non AC immune) Various DC No Diesel
DC (AC immune) Various DC See A.15 25 kV
Aster 1 700, 2 000, 2 300, 2 600 Hz
WR Quick Release Various 50 Hz No Diesel
Lucas Pulsing Girling Ltd 14 pulses/sec, 0,5 ms
See A.15 Interoperable
UM71 CTVM430 CSEE/Transport 1 700, 2 000, 2 300, 2 600 Hz 25 kV AC Preferred
(Cf Gabarits) (channel tunnel)

Annex A
(informative)
National specifications
A.1 Austria, ÖBB specification
A.1.1 Scope of the specification
This specification is to be applied together with EN 50238 whereby EN 50238 covers largely the preparation
of a safety/compatibility case.
The scope of this specification is limited to defining electromagnetic interference limits and test specifications
for electric traction and other electrical equipment on trains.
The national regulation "Anforderungskatalog an Triebfahrzeuge für die Zulassung im Netz der ÖBB"
(Requirements for Approval of Rolling Stock for the Austrian National Railway Network) , 11th July 2003
applies in Austria.
A.1.2 Gabarits
A set of gabarits and their associated test specifications are required, grouped according to the following
traction parameters:
− traction frequency: 16,7 Hz;
− traction voltage: 15 kV.
The gabarits will define the maximum interference current permitted for the track circuit operating frequency
bandwidth. A formula for calculating the effect of multiple trains/locomotives will be defined. This will enable
the vehicle manufacturer or tester to establish the maximum interference current of a single locomotive,
power converter on a passenger coach, or a complete train.
The gabarits will take account of the requirements in the existing railway specifications. The existing
specifications are not expected to be changed. The values of interference in the existing specifications will
only be modified for the future specification if the rule stated in the previous paragraph was not applied by
the railway when the interference values were originally defined.
Interference limits for 100 Hz and 106,7 Hz track circuits (on ÖBB lines):
a) maximum current for an influencing unit:
− I = 2,8 A;
max100IU
− r.m.s. integration time 0,5 s;
b) maximum current for a traction unit:
− I = 2,0 A;
max100TU
− r.m.s. integration time 0,5 s;
c) calculation rule for multiple traction units:
2,8 A
= for 1 ≤ n ≤ 3 n : Number of Traction Units
I
n100 TU
n
– 21 – CLC/TR 50507:2007
If the addition of the measured influencing currents does not meet the above mentioned calculation rule,
the maximum current has to be reduced to fulfil the limit for the total influencing unit;
d) characterisation of filter:
− B bandwidth = 4 Hz;
− f centre frequency = 100 Hz or 106,7 Hz.
K
transfer factor
B = bandwidth
A(f)[dB]
f = centre frequency
K
-0,5
/ B
-3
B
f
f
K
Figure A.1 – Filter characteristics for track circuit compatibility test
A.1.3 Test specifications
The test specifications are intended to ensure that the test results are consistent and may be assumed to
apply in other locations. In particular the following aspects shall be covered:
− how to measure on the vehicle:
− cumulative current flowing from the catenary to the vehicle, to be measured as close as possible to
the overhead line/catenary via a suitable filter (e.g. 100 Hz in the case of a 100 Hz track circuit test).
If the rails are used for the transmission of the return current of the heating train line, an additional
measurement at the V connection of the traction-transformer has to be made. In both cases the
o
gabarits shall be fulfilled;
− vehicle test conditions:
− velocity: full range from standstill to maximum speed;
− traction modes: variation of acceleration, idle mode, constant velocity, brake mode;
− normal mode and failure modes;
− unloaded heating train line, when testing locomotives;
− loading on heating train line when testing coaches shall be defined. UIC 550 can provide a basis for
this;
− test location and test conditions:
− standstill testing in a station near the Austrian border;
− for an approval for the whole network of the ÖBB several measurements covering all critical areas
of the ÖBB-network and traction modes the vehicle are necessary (usually the lines Vienna-
Salzburg-Villach-Vienna and Vienna-Hohenau);
− if the approval is only wanted for a specific line, the measurements may be limited to this line;

− due to the operation of different (partly older) types of vehicles in the ÖBB-network it has to be
considered, that the voltage in overhead line has a very high level of harmonics to the 16,7 Hz
traction frequency. The above-mentioned gabarits shall also be fulfilled under these bad case
conditions of the traction voltage;
− analysis and evaluation of test results:
− an initial analysis during the test series is required to ensure, for example, that the test equipment is
providing a suitable signal/noise ratio with respect to the gabarit values (10 % of the gabarit or
5 mA, whatever is larger) and that no overloading occurs;
− the final analysis is required in the time domain. Analysis in the frequency domain is not
recommended due to the difficulty of achieving a time reference;
− the bandpass filtered harmonic current has to be displayed as floating r.m.s.;
− the integration time (length of time window) or smoothing time constant shall take the required
maximum allowable interference duration into account to avoid misleading results;
− the r.m.s. values may be calculated as follows:
− true r.m.s. (integration);
− mean rectified value multiplied by 1,11;
− note that if the r.m.s. value is calculated by mean time windows, the overlapping of sequential time
windows shall be at least 50 %.
It is to be expected that deviations in test results may occur if tests are performed on different infrastructures
due to differing traction supply characteristics such as resonant frequencies of supply networks, ripple on DC
supplies or harmonics of AC supplies. It is realised that the difficulties of finding a worst-case test site that is
representative of different countries with the same basic traction voltage and frequency is not trivial.
A.2 Belgium, INFRABEL specification
A.2.1 Scope of the specification
This specification is to be applied together with EN 50238 whereby EN 50238 covers largely the preparation
of a safety/compatibility case.
The scope of this specification is limited to defining electromagnetic interference limits and test specifications
for electric traction and other electrical equipment on trains.
A.2.2 Gabarits
A set of gabarits and their associated test specifications are required, grouped according to the following
traction parameters:
− traction frequency;
− traction voltage.
For INFRABEL the following sets of gabarits are taken into account:
− set 1 of gabarits for 3 kV, DC;
− set 2 of gabarits for 25 kV, 50 Hz;
A.2.2.1 Definitions
A Freight Train (FT) can have a maximum of 2 traction units.
A Passenger Train (PT) can have a maximum of 16 UIC coaches and 1 traction unit.

– 23 – CLC/TR 50507:2007
Since one influencing unit may consist of multiple sources of influence, it shall be ensured that the resulting
interference current emitted by the influencing unit into the power supply network does not exceed the
gabarit value.
A.2.2.2 Gabarit for 3 kV, DC
a) maximum current for an influencing unit (calculation rule according to e):
− I = 20 A (35 Hz < f < 60 Hz);
AC
− I = 50 A (35 Hz < f);
AC
− I > 0,5 A (otherwise not taken into account for the calculation rule);
AC,TS,MINIMUM
− I > 0,5 A (otherwise not taken into account for the calculation rule);
AC,CV,MINIMUM
b) maximum 50 Hz current for an influencing unit (calculation rule: summation):
− I ≤ 4 A (48,5 Hz < f < 51,5 Hz) for DC and AC traction;
− I ≥ 4 A (48,5 Hz < f < 51,5 Hz) for AC traction during max 1 000 ms;
c) ma
...