CLC/TS 50238-2:2010

SLOVENSKI STANDARD
01-december-2010
Železniške naprave - Medobratovalnost voznih sredstev in sistemov za detekcijo
vlaka - 2. del: Združljivost s tirnimi tokokrogi
Railway applications - Compatibility between rolling stock and train detection systems -
Part 2: Compatibility with track circuits
Bahnanwendungen - Kompatibilität zwischen Fahrzeugen und Gleisfreimeldesystemen -
Teil 2: Kompatibilität mit Gleisstromkreisen
Applications ferroviaires - Compatibilité entre le matériel roulant et les systèmes de
détection des trains - Partie 2: Compatibilité avec les circuits de voie
Ta slovenski standard je istoveten z: CLC/TS 50238-2:2010
ICS:
03.220.30 Železniški transport Transport by rail
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 SPECIFICATION
CLC/TS 50238-2
SPÉCIFICATION TECHNIQUE
July 2010
TECHNISCHE SPEZIFIKATION
ICS 29.280; 45.060.10
English version
Railway applications -
Compatibility between rolling stock and train detection systems -
Part 2: Compatibility with track circuits

Applications ferroviaires -  Bahnanwendungen -
Compatibilité entre le matériel roulant Kompatibilität zwischen Fahrzeugen
et les systèmes de détection des trains - und Gleisfreimeldesystemen -
Partie 2: Compatibilité avec les circuits Teil 2: Kompatibilität
de voie mit Gleisstromkreisen
This Technical Specification was approved by CENELEC on 2010-07-07.

CENELEC members are required to announce the existence of this TS in the same way as for an EN and to
make the TS available promptly at national level in an appropriate form. It is permissible to keep conflicting
national standards in force.
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, 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

Management Centre: Avenue Marnix 17, B - 1000 Brussels

© 2010 CENELEC - All rights of exploitation in any form and by any means reserved worldwide for CENELEC members.
Ref. No. CLC/TS 50238-2:2010 E

Foreword
This Technical Specification was prepared by SC 9XA, Communication, signalling and processing systems,
of Technical Committee CENELEC TC 9X, Electrical and electronic applications for railways.

It was circulated for voting in accordance with the Internal Regulations, Part 2, Subclause 11.3.3.3 and was
approved by CENELEC as CLC/TS 50238-3 on 2010-07-09.

Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. CEN and CENELEC shall not be held responsible for identifying any or all such patent rights.

The following date was fixed:
– latest date by which the existence of the CLC/TS
has to be announced at national level (doa) 2011-01-07

This Technical Specification is intended to become Part 2 of the series EN/TS 50238 published under the
title ‘Railway applications - Compatibility between rolling stock and train detection systems’. The series
consists of:
1)
– Part 1: General
– Part 2: Compatibility with track circuits (this document)
– Part 3: Compatibility with axle counters.
__________
1)
Existing EN 50238:2003 was renumbered EN 50238-1 once the voting procedure on Parts 2 & 3 was closed.

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Contents
Introduction . 6
1 Scope . 7
2 Normative references . 7
3 Terms, definitions and abbreviations . 8
3.1 Terms and definitions . 8
3.2 Abbreviations . 9
4 General aspects of interference current limits for RST . 10
4.1 Derivation of interference current limits for RST . 10
4.2 Application of Interference current limits to RST design . 10
4.3 System definition . 11
5 Evaluation methods. 12
5.1 General . 12
5.2 Selected evaluation method . 13
5.3 Derivation of the interference current limits for RST and margins . 13
5.4 Criteria for compatibility . 14
6 Defined interference current limits for RST for use under interoperability
regulations . 15
6.1 Preferred track circuits for DC traction . 15
6.2 Preferred track circuits for RST for 16,7 Hz traction . 16
6.3 Preferred track circuits for RST for 50 Hz traction . 16
7 Test specifications for RST interference measurements . 16
7.1 Purpose of compatibility tests . 17
7.2 Test equipment requirements (hardware) . 19
8 Train interference analysis and evaluation methods . 20
8.1 Evaluation method. 20
8.2 Requirements for on-train interference monitoring and control . 23
8.3 Documentation . 23
Def i n i t i o n s . 24
A.1 UGSK3 . 24
A.2 UG SK 95 . 25
A.3 FTGS 46 / FTGS 917. 25
A.4 GRS . 25
A.5 Jade . 26
A.6 Coded track circuits for DC traction . 27
A.7 Dig i c o d e . 27
A.8 CBDAC . 28
A.9 Preferred track circuit in Czech Republic . 28
A.10 UM71 C, UM71 CB, UM71 C TVM and SJB . 29
A.11 DC track circuits in UK . 29
A.12 EBI Track 200 (TI21) . 30
A.13 FS3000 . 30
A.14 FS2000 / FS 2500 / FS 2550 / FS 5000 . 31
A.15 Track circuits of 95 Hz and 105 Hz in Norway . 31
A.16 JRK 10470 . 32

B.1 Supply frequency . 33
B.2 Infrastructure characterisation . 33
B.3 Power supply impedance . 34
B.4 Approximate calculation of the lowest power supply resonance frequency . 34
B.5 Simplified method to handle resonance effects with roof cables . 35
B.6 Return current transfer function . 37
C.1 Interface voltage/current measurement . 38
C.2 Voltage resonance graphs for 15 kV 16,7 Hz network . 38
C.3 Voltage resonance graphs for 25 kV, 50 Hz network . 39
C.4 Voltage resonance graphs for 1 500 V DC network . 39
C.5 Voltage resonance graphs for 3 000 V DC network . 40
Figures
Figure 1 – Examples of IUs . 9
Figure 2 - System configuration considered for interference . 11
Figure 3 – Time domain method . 13
Figure 4 - Margins for track circuit interference current limits . 14
Figure 5 - Superposition factors . 22
Figure B.1 - Infrastructure characterisation . 33
Figure B.2 - Power supply admittance . 34
Figure B.3 – Resonance effects for various RST positions . 36
Figure B.4 – Resonance effects for various RST input capacitance . 37
Figure C.1 - Voltage resonance graph for 15 kV 16,7 Hz network . 39
Figure C.2 - Voltage resonance graphs for 25 kV 50 Hz network . 39
Figure C.3 - Voltage resonance graphs for 1 500 V DC network . 40
Figure C.4 - Impedance graphs for 3 000 V DC network . 40
Tables
Table 1 - Reduction factors for capacitive input impedance . 19
Table 2 - Summation categories . 21
Table 3 - K factor values . 22
Table A.1 - UGSK3 . 24
Table A.2 – UGSK95 . 25
Table A.3 - FTGS . 25
Table A.4 - GRS . 25
Table A.5 - GRS - limits due to rectifying traction supply . 26
Table A.6 - Jade 25 kV, 50 Hz lines . 26
Table A.7 - Jade DC lines . 26
Table A.8 - Limits for BACC and CDB 83,3 Hz . 27
Table A.9 - Digicode . 27
Table A.10 - CBDAC . 28
Table A.11 - DC Traction . 28
Table A.12 – 50 Hz AC Traction. 28

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Table A.13 - UM 71 CB and UM71 C TVM SEI . 29
Table A.14 - DC track circuits in UK . 29
Table A.15 - EBI Track 200 (TI21) . 30
Table A.16 - FS3000 3 kV, DC lines . 30
Table A.17 - FS3000 25 kV, 50 Hz lines . 31
Table A.18 - FS2000 / FS 2500 / FS 2550 / FS 5000 3 kV, DC lines . 31
Table A.19 - Track circuits of 95 Hz and 105 Hz in Norway . 31
Table A.20 – JRK 10470 . 32
Table B.1 - Supply frequency . 33
Table B.2 - Capacitance parameters for electrified lines . 35
Table B.3 - No-load supply voltage levels . 35
Table C.1 - Measurement parameters . 38
Table C.2 - Measurement frequencies . 38

Introduction
This Technical Specification is being developed to permit compliance with the Interoperability Directives
(High Speed and Conventional).
This Part 2 of the series defines
- a set of interference current limits for rolling stock based on defined track circuits,
- measurement methods to verify rolling stock interference current emissions and demonstrate
compatibility with the track circuits,
- traceability of compatibility requirements (types of track circuit and associated limits).

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1 Scope
This Technical Specification defines, for the purpose of ensuring compatibility between rolling stock and
track circuits the limits for conducted interference from rolling stock and the measurement method for
verifying conformity of rolling stock to these limits.
The interference limits are only applicable to interoperable rolling stock which is intended to run on lines
exclusively equipped with preferred track circuit listed in this Technical Specification. National Notified
Technical Rules are still to be used in all cases, where the line over which the rolling stock is intended to run
is equipped with any type of older version or non-preferred track circuits that are not listed in this Technical
Specification. However, the rolling stock test methodology (infrastructure conditions, test configurations,
operational conditions, etc.) presented in this Technical Specification is also applicable to establish
compatibility with non-preferred track circuits.
This Technical Specification gives guidance on the derivation of interference current limits specified for
rolling stock and defines measurement methods and evaluation criteria.
This Technical Specification defines
• a set of interference current limits for RST (Rolling Stock) applicable for each of the following types of
traction system:
- DC (750 V, 1,5 kV and 3 kV);
- 16,7 Hz AC;
- 50 Hz AC.
• methodology for the demonstration of compatibility between rolling stock and track circuits,
• measurement method to verify interference current limits and evaluation criteria.
NOTE 1 The basic parameters of track circuits associated with the interference current limits for RST are not in the scope of this
Technical Specification.
NOTE 2 Any phenomena linked to traction power supply and associated protection (over voltage, short-circuit current, under- and
over-voltage if regenerative brakes are used) is part of the track circuit design and outside the scope of this Technical Specification.
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/TR 50126 series, Railway applications - The specification and demonstration of Reliability, Availability,
Maintainability and Safety (RAMS)
EN 50128, Railway applications - Communication, signalling and processing systems - Software for railway
control and protection systems
EN 50129, Railway applications - Communication, signalling and processing systems - Safety related
electronic systems for signalling
EN 50163, Railway applications - Supply voltages of traction systems
EN 50238, Railway applications - Compatibility between rolling stock and train detection systems
EN 50388, Railway applications - Power supply and rolling stock - Technical criteria for the coordination
between power supply (substation) and rolling stock to achieve interoperability
CLC/TR 50507, Railway applications - Interference limits of existing track circuits used on European railways
UIC 550, Power Supply Installations for Passenger Stock
ENV 13005, Guide to the expression of uncertainty in measurements

3 Terms, definitions and abbreviations
3.1 Terms and definitions
For the purposes of this document, the terms and definitions given in EN 50238 and the following apply.
3.1.1
coupled vehicles
part of the influencing unit which may be considered as an individual source of interference, different to the
Traction Subsystem (see Figure 1 for examples)
NOTE Since one influencing unit may consist of multiple sources of influence, it is normally ensured that the resulting interference
current emitted by the influencing unit into the power supply network does not exceed the interference current limits for RST value.
3.1.2
influencing unit
rolling stock influencing the traction detection system
NOTE 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 up to
16 coaches.
3.1.3
integration time
the window size over which the output of the bandpass filter is calculated using RMS
3.1.4
interference source
equivalent to traction unit which is fed from its own power supply interface point (pantograph or shoe gear)
3.1.5
propulsion system
the electrical/mechanical system that produces mechanical force to push the train forward
3.1.6
sources
any interference source which can generate harmonics independently
3.1.7
train detection system
this comprises of equipment to detect the presence of a train
3.1.8
traction power unit
the unit on the train housing the converter/inverter equipment and its associated control to drive the
propulsion system. It is also known as the motor car
3.1.9
traction subsystem
any subset of the Traction Unit which produces traction force or electric brake force
3.1.10
train under test
the influencing unit used for the test measurements

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3.1.11
traction unit
a subset of influencing unit. Comprises all Traction Subsystems including auxiliary supplies and other power
supplies, which can be collectively switched off by one collector/pantograph, see CLC/TR 50507
NOTE 1 The influencing unit may consist of several “traction units“ (TU). Each TU is fed from one pantograph. One TU may be
• one locomotive;
• one electric multiple unit, with one or several propulsion systems or traction power units (motor cars);
• one complete passenger train, consisting of individual passenger coaches.
NOTE 2 The number of TUs that form one IU depends on the type of rolling stock and its application. Therefore, the definition of such
numbers is out of the scope of this Technical Specification. The following figure shows some examples for various types and
compositions of traction units, forming one influencing unit in each case.

1 IU 1 TU 1 Locomotive + Freight train
1 IU 2 TU 2 Locomotives + Freight train
1 IU 2 TU 1 Locomotuve + Passenger train
1 IU 1 TU 1 EMU
1 IU 2 TU 2 EMUs
1 IU 4 TU 4 Locomotives
Figure 1 – Examples of IUs
3.1.12
transmitter breakthrough
any background interference which can be present at the track circuit receiver from rolling stock on adjacent tracks or
substation harmonics due to shared cross bonds and/or electrical imbalance of the track circuit
3.2 Abbreviations
For the purposes of this document, the abbreviations given in EN 50238 and the following apply.

AC Alternating Current
A/D Analogue to Digital
DAT Digital Audio Tape
DC Direct Current
EMU Electrical Multiple Unit
FFT Fast Fourier Transforms
FSK Frequency Shift Keying
IU Influencing Unit
PC Personal Computer
PWM Pulse Width Modulation
RMS Root Mean Square
RSF Right Side Failure
RST Rolling stock
TC Track Circuit
TDS Train Detection System
TS Traction Subsystem
TU Traction Unit
WSF Wrong Side Failure
4 General aspects of interference current limits for RST
4.1 Derivation of interference current limits for RST
The interference limits are defined for a set of preferred types of existing track circuits which are also defined
1)
by Railway Infrastructure companies for use on future new signalling projects on interoperable lines . If it is
found that the line over which the rolling stock is intended to run is equipped with an older version or with
non-preferred track circuit then National Notified Technical Rules shall be used. It is not the intention of this
Technical Specification to mandate any particular type of train detection but it is expected that because the
list of preferred types and their limits for compatibility are drawn on the basis of established performance
criteria, the trend will be that upgraded interoperable lines are fitted with types which meet the compatibility
limits published in this Technical Specification. The complete set of compatibility requirements for existing
preferred and future types of track circuits to be installed on interoperable lines is outside the scope of this
Technical Specification.
In principle, the preferred types of track circuits from CLC/TR 50507 have been considered in defining the
interference current limits for RST. Where new upgrades of track circuits are available, their improved
susceptibility limits have been taken into account in this Technical Specification. These upgraded track
circuits whose limits are incorporated in the interference current limits for RST are marked with a star in the
lists of track circuits provided in Clause 6.
Annex A defines the interference current limits for compatibility with track circuits. The interference current
limits for RST are defined up to and including the highest frequency range occupied by existing track circuits.
The limits are defined under worst case credible failure conditions of the track circuit such as unbalance or
broken bonds or rails as defined by national authorities.
4.2 Application of Interference current limits to RST design
The interference current limits for RST and associated test methods apply to one influencing unit.
By definition, the interference current limits for RST are based on the maximum steady state interference
signal to which the track circuit may be exposed.
The rolling stock interference current limits for RST incorporate the established margins for the relevant track
circuits which take into account for interference current already generated by other vehicles on adjacent
tracks. Specific traction supply harmonics circulated through the impedance of the influencing unit are dealt
with as part of the evaluation methods.

1)
The interference current limits and the measurement specification defined in this standard apply to rolling stock intended to run over
interoperable lines equipped with preferred types of track circuits as defined by national infrastructure authorities.

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In the case of testing of single traction units on the operational railway the interference current limits for RST
will have to be applied to the influencing unit by using applicable summation rules. See also Clause 7 and
8.1.
The interference current limits for RST are defined at absolute frequencies and therefore not dependent on
mains variations.
A vehicle is required to conform only to the interference current limits for RST for the traction system(s) (DC,
16,7 Hz, 50 Hz) on which it is intended to operate.
4.3 System definition
4.3.1 Structure
1)
The overall system to be considered is shown in Figure 2 . It consists of four main parts that are defined in
the following subclauses.
Example characterisation of parts of the system based on a recent measurement campaign in different
railway networks can be found in Annex C.

Power supply system
Train
Hot path
I
Other
Train
under test
Other
traction
units
U
4qc
Z
Netw
Converter /
substation I
Return
U
Source
U
Panto
Measurement
equipment
Cold path
Hot path
Track circuit
U I
U Trc
Trc Return
Z =
Int
I
Return Correspondence
Track circuit Evaluation
receiver method
S Correspondence
Trc
G =
Int
S S
S
Eval Trc
Eval
Cold path Return current path between the traction unit and the energy source via rails
G Ratio of signal at the track circuit receiver and measured interference signal
Int
Hot path Path between the energy source and the traction unit for drawing current
I Current measured in the pantograph of other trains
Other
I Current measured in the pantograph of the train under test
Return
S Interference signal processed using established evaluation criteria
Eval
S Actual interference signal at the track circuit receiver produced by the train under test while over the TC
Trc
U Voltage measured at the pantograph of the train
Panto
Voltage measured at the substation(s) or converter(s). Some railway systems have multiple side feeding arrangements
USource
U Voltage measured at the track circuit receiver while occupied by the train
Trc
U Voltage developed at the four quadrant converter of the train
4qc
Z Railway impedance as seen by the train. It defines the transfer function (coupling factor) between interference signal
Int
produced by RST and the track circuit

Figure 2 - System configuration considered for interference

1) If the configuration is applied to DC, normally DC transducers are placed in the ‘Hot path.

4.3.2 Train under test
In the context of this Technical Specification, the ‘train under test’ is the source of interference for which the
respective interference current limits apply. It can be a part of or the whole influencing unit. By operation of
its traction and auxiliary converters and other interaction it produces interference currents which are
conducted into the infrastructure.
A train may contain one or several traction units (not necessarily all of the same type) plus auxiliaries (in both
traction units and individual wagons).
The interface between train and infrastructure is at the point of drawing current (pantograph or shoe gear)
and wheel-rail. All requirements towards the train are formulated for this interface.
4.3.3 Power supply system
The power supply system comprises all live parts of the electrical system, such as power generators and
transmission lines or substations and catenary lines. Other trains interference can also be circulated via the
power supply and thus have an influence on the measured current values of the train under test. For
interference current evaluations this part is called the “hot path“.
4.3.4 Return current path (I )
return
In the evaluated system, the rails are an important part of the return current path. The same rails form part of
the track circuit train detection system known as track circuit and therefore it is important to maintain the
integrity of the track circuit to ensure it is not compromised by return currents.
For interference current evaluations this part is called the “cold path“.
The “transfer function“ is the relationship which links the return current of the train to the input voltage of the
track circuit receiver.
4.3.5 Track circuit receiver
The track circuit receiver detects whether a track is clear. For reliable and safe operation it shall not be
disturbed by interference currents which are injected into the system by trains and power supply.
The track circuit receiver reacts to the voltage between rails. The receiver itself can be characterised without
taking into account the power systems.
4.3.6 Measurement and evaluation method
The measurement and evaluation method is applied to the total line (or return) current of one influencing unit
and has to show whether the measured emissions generated by the train under test exceeds the respective
interference current limits for RST or not.
The method shall be chosen such that it reflects the behaviour of the track circuit.
5 Evaluation methods
5.1 General
Track circuits use narrow band frequency signals sent via rails to detect the presence of trains. Therefore the
applicable mechanism of interference is conducted. Outside of this band they are largely immune to
conducted interference. The frequency or amplitude content of the signal within the band varies with respect
to time depending on whether the track circuit is occupied or not (on/off), see Figure 2 as an example of the
time domain method.
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5.2 Selected evaluation method
The unique set of track circuit parameters for verifying rolling stock emissions are: centre frequencies, of
operation, interference current limit at the centre frequency which also encompasses currents at all
influencing frequencies within channel bandwidth using RMS values, reaction time of track circuit receiver.
Depending on the selected evaluation method as defined in the individual tables for interoperable track
circuits in Annex A, additional parameters are specified.

I I I
I Meas Filt Interf
Return
Signal Moving
Bandpass
conditioning RMS
filter
Limit and filter characteristic
I
∆∆f
∆∆
20dB
[A RMS]
∆∆f
∆∆
3dB
I
f
f [Hz]
Step Response to signal with
Step response
centre frequency f
I I
~ T
T
[A] [A]
I
Interf
t [s] t [s]
I
Filt
Figure 3 – Time domain method
NOTE 1 Moving RMS is the true RMS calculation over a moving time window of a constant length defined by Ti.
NOTE 2 Step response is the reaction (response) time of the evaluation method to an instantaneous change of the measured current
from 0 A to 1 A.
5.3 Derivation of the interference current limits for RST and margins
5.3.1 Process followed
The interference current limits for RST in this Technical Specification are based on track circuit susceptibility
limits and hence apply to the influencing unit.

Track circuit susceptibility limits are defined under worst case credible failure conditions such as unbalance
and broken bonds or rails. WSF and RSF analyses are conducted for a realistic set of conditions that provide
the most frequent causes of failure.
5.3.2 Right side and wrong side margins
The process for assigning margins is visualised in the following Figure.
Track circuit susceptibility under normal
conditions
Allowance for
infrastructure
Track circuit susceptibility under degraded
degradation/fault
track conditions (broken rail, etc.)
Margin
Max allowable emissions per influencing unit

Figure 4 - Margins for track circuit interference current limits

This process is applied to both WSF and RSF analyses of track circuits. The applicable interference current
limit is provided in the relevant track circuit information table in Annex A.
For single frequency track circuits which have no other layer of protection available against failure due to
interference, a margin from 6 dB to 10 dB is traditionally applied (equivalent to a factor of 2 for RSF and 3 for
WSF, correspondingly). By considering the most significant factors and accurate prediction models of the
transfer function the margin can be reduced. For track circuits that deploy various techniques of protection
against WSF, and higher integrity, interference can only cause RSF and typically, a margin from 10 % to
50 % is applied. Different margins apply to different track circuits. Considerations of margins are outside the
evaluation process defined by this Technical Specification.

5.4 Criteria for compatibility
5.4.1 Location
The measurement chain shall, if possible, be positioned such that it can measure the total return current
from the influencing unit. In cases when the measurement of the total current of the influencing units is not
possible or practicable, individual traction unit shall be measured and respective summation rules used
according to 8.1.1.
Emissions per influencing unit

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5.4.2 Criteria
The interference current shall not exceed the limits as defined in Clause 6. This limit shall be met for each
track circuit channel as listed in the normative Annex A.
Single non-repetitive exceedances of the limits can be tolerated if they can be proved to result from transient
events and that they do not affect the designed behaviour of the track circuit as defined in the corresponding
table in Annex A. Examples of transient phenomena are current bouncing, gapping, circuit breaker operation
and inrush.
5.4.3 Safety and availability
Demonstration of compatibility shall be a pass/fail criterion under worst case operating conditions (nominal
and degraded) for the train against declared interference current limits.
The interference current limits for RST are defined under credible track circuit degraded conditions.
Numerical targets may be available and assigned to these types of TDS degraded conditions but cannot be
verified by testing. Therefore the trains shall meet the interference current limits for RST defined in this
Technical Specification under all train operating conditions (nominal and degraded). Any exceedances of the
defined interference current limits in the rolling stock shall be managed in accordance with Clause 8 of this
Technical Specification. Tests shall be conducted under controlled conditions and the fundamental traction
supply frequency at the time of the test obtained through measurements. For DC network, the infrastructure
manager shall provide the qualification of the frequency stability of the network at the time of conducting the
test. For 16,7 Hz network only, the tests' results shall be evaluated taking into account the frequency
variations in accordance with Clause B.1.
6 Defined interference current limits for RST for use under interoperability
regulations
Interference current limits for RST as defined for individual track circuit types shall be used for demonstrating
compatibility in the respective country of operation. Only limits for track circuits defined as preferred in the
respective country shall be used to formulate the compatibility criteria for conformity with the Railway
Interoperability Regulations. The upgraded track circuits whose limits are incorporated in the interference
current limits for RST are marked with a star in the list of track circuits in 6.1, 6.2 and 6.3. Compatibility
results can be used for cross-acceptance against the same track circuits in another country if it is confirmed
the cross-acceptance applies to the same influencing unit, this includes any software configuration that
existed at the time of testing. The interference current limits for RST are provided in the tables in Annex A for
all preferred types of track circuits in their frequency range and shall be met for each track circuit channel
defined by its centre frequency f .
6.1 Preferred track circuits for DC traction
List of currently defined preferred track circuits that meet the requirements of 4.1:
- Italy – coded track circuit (BACC, CDB 83,3 Hz)
- Netherlands – Jade 1 & 2, FTGS 46, FTGS 917, HVI, GRS 75 Hz ATP coded TC
- UK – EBI Track 200 (TI21)
- Czech Republic – EVKO 75 Hz, EVKO 275 Hz, KOA 75 Hz, KOA 275 Hz, ASE, ASAR
- Belgium – Jade 1 & 2, HVI
- Germany - FTGS 46, FTGS 917
- France – UM71 C*, UM71 CB*, UM71 CTVM*, HVI, SJB*
- Poland – EOC-1, EOC-3,SOT-1, SOT-2, EON-1, EON-3, EON-6
- Spain – FS3000, FS2000/2500/2550/5000

6.2 Preferred track circuits for RST for 16,7 Hz traction
List of currently defined preferred track circuits that meet the requirements of 4.1:
- Austria – S50108914 106,7 Hz; S1722-8 100 Hz
- Germany – FTGS 46, FTGS 917
- Netherlands – FTGS 46, FTGS 917, HVI
- Norway – FTGS 46, FTGS 917, TI21, 95 Hz, 105 Hz
- Sweden – JRK10470
- Switzerland – UGSK 95, UGSK 3, FTGS 46, FTGS 917
NOTE 1 It should be noted that the only even harmonic presently used for track circuits operation is the sixth harmonic of 16,7 Hz for
100 Hz track circuits.
NOTE 2 The audio frequency track circuit types used in Austria, Germany and Switzerland are mainly of the same technology as in
the rest of interoperable Europe using 50 Hz traction and similar limits apply at operational frequencies of track circuits.

The limits for interoperable track circuits for 16,7 Hz traction are defined in Annex A.
6.3 Preferred track circuits for RST for 50 Hz traction
List of currently defined preferred track circuits that meet the requirements of 4.1:
- Belgium – Jade 2, HVI TC
- Czech Republic – EVKO 275 Hz, KOA 75 Hz, KOA 275 Hz, ASE, ASAR
- Denmark – DC TC, 77 Hz, FTGS 46, FTGS 917
- France – UM71 C*, UM71 CB*, UM71 CTVM*, HVI, SJB*
- Italy – ATIS (CBDAC), Digicode DTC24-2
- Poland – SOT-1, SOT-2, EON-1, EON-3, EON-6
- Netherlands – Jade 1-28, Jade 1-31, Jade 1-49, Jade 1-67, Jade 2, HVI
- UK – EBI Track 200 (TI21), DC AC immune various, UM71 C TVM SEI
- Spain – FS3000, FS2000/2500/2550/5000
NOTE There are no limits currently defined for HVI track circuits. This is due to the nature of operation of the track circuits which are
considered to be currently outside the scope of this standard.
7 Test specifications for RST interference measurements
The complete methodology for demonstration of compatibility with track circuits on interoperable lines shall
be in accordance with the EN 50238.
The measurement and evaluation method of emissions from interoperable rolling stock shall be able to
distinguish between steady state interference and interference due to transient behaviour. Exceedances of a
limit that can undisputedly be attributed to perturbations from the power supply shall be discussed with the
infrastructure manager in the evaluation of the interference behaviour of the train. In all other cases, a more
detailed study is required and additional information shall be sought from the design authority if not provided
in Annex A.
Tests are type tests and shall be performed before the first unit is put into regular service.

- 17 - CLC/TS 50238-2:2010
The test method for traction units is specified in detail in 7.1.
7.1 Purpose of compatibility tests
The purpose of the compatibility tests is to verify conformity to the interference current limits for all train
configurations listed in 7.1.1. The operating conditions for the train under test are covered by 7.1.2. The
infrastructure conditions to be taken into account are as per 7.1.3.
7.1.1 Configurations of the train under test during measurements
The following configurations shall be applied to the train under test:
- completely switched off (reference measurement);
- auxiliaries only;
- traction in normal configuration (including auxiliaries);
- traction in normal configuration (no auxiliary load);
- all credible degraded modes (e.g. one or more converter out of operation) which might occur during
operation;
- faults inside the train under test and corresponding effects are not considered during the test;
- if interlacing between traction units is required to fulfill the compatibility requirements then the train
consist to be tested shall have the multiple traction units required to achieve compatibility.
NOTE For locomotives, when forming the train under test, the heating line for wagons is treated as auxiliaries. Passenger coaches are
excluded from this specification at this stage unless treated as part of IU.
7.1.2 Operating conditions for the measurements tests
The following operating conditions shall be applied for the measurements tests:
- start-up and switching off of vehicle at standstill (only informative test, no pass-fail criterion). The results
of this test shall be documented;
- running at different speeds depending on interference patterns. It is recomm
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