Sist en 50617

Javna obravnava SIST
SLOVENSKI STANDARD
oSIST prEN 50617-1:2013
01-september-2013
eleznike naprave - Osnovni parametri sistemov za detekcijo vlakov - 1. del: Tirni

tokokrog
Railways applications - Basic parameters of train detection systems - Part 1: Track
circuits
Bahnanwendungen - Basic Parameters der Gleisfreimeldesystemen - Teil 1:
Gleisstromkreisen
Applications ferroviaires - Paramtres de base des systmes de dtection des trains Partie 1: Circuits de voie
Ta slovenski standard je istoveten z:
ICS:
29.280
(OHNWULQDYOHQDRSUHPD
oSIST prEN 50617-1:2013
prEN 50617-1:2013
Electric traction equipment

en
2003-01.Slovenski intitut za standardizacijo. Razmnoevanje celote ali delov tega standarda ni dovoljeno.
oSIST prEN 50617-1:2013

oSIST prEN 50617-1:2013

DRAFT
prEN 50617-1
EUROPEAN STANDARD
NORME EUROPENNE
EUROPISCHE NORM
July 2013
ICS 29.280
English version
Railways applications Basic parameters of train detection systems Part 1: Track circuits
Applications ferroviaires Paramtres de base des systmes de

dtection des trains Partie 1: Circuits de voie
Bahnanwendungen Basic Parameters der

Gleisfreimeldesystemen Teil 1: Gleisstromkreisen
This draft European Standard is submitted to CENELEC members for CENELEC enquiry.
Deadline for CENELEC: 2013-12-13.
It has been drawn up by CLC/SC 9XA.
If this draft becomes a European Standard, CENELEC members are bound to comply with the CEN/CENELEC
Internal Regulations which stipulate the conditions for giving this European Standard the status of a national
standard without any alteration.
This draft European Standard was established by CENELEC in three official versions (English, French, German).
A version in any other language made by translation under the responsibility of a CENELEC member into its own
language and notified to the CEN-CENELEC Management Centre has the same status as the official versions.
CENELEC members are the national electrotechnical committees of Austria, Belgium, Bulgaria, Croatia, Cyprus,
the Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France, Germany,
Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, the Netherlands, Norway, Poland,
Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United Kingdom.
Recipients of this draft are invited to submit, with their comments, notification of any relevant patent rights of
which they are aware and to provide supporting documentation.
Warning : This document is not a European Standard. It is distributed for review and comments. It is subject to
change without notice and shall not be referred to as a European Standard.
CENELEC
European Committee for Electrotechnical Standardization

Comit Europen de Normalisation Electrotechnique
Europisches Komitee fr Elektrotechnische Normung
Management Centre: Avenue Marnix 17, B - 1000 Brussels
2013 CENELEC Project: 23572
All rights of exploitation in any form and by any means reserved worldwide for CENELEC members.
Ref. No. prEN 50617-1:2013 E
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prEN 50617-1:2013 (E)
Contents
Foreword ............................................................................................................................................................. 5
Introduction ......................................................................................................................................................... 6
Scope ...................................................................................................................................................... 7
Normative references ............................................................................................................................ 7
6
7
8
3
3.1
3.2
Terms, definitions and abbreviations .................................................................................................. 8

Terms and definitions ........................................................................................................................... 8
Abbreviations ......................................................................................................................................... 8
Description of track vacancy detection system ................................................................................. 9
10
Safety relevance of parameters ......................................................................................................... 10
11
12
13
14
15
16
17
18
19
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23
24
25
26
27
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44
6
6.1
6.1.1
6.1.2
6.2
6.2.1
6.2.2
6.2.3
6.2.4
6.3
6.3.1
6.3.2
6.3.3
6.4
6.4.1
6.4.2
6.4.3
6.4.4
6.5
6.5.1
6.5.2
6.5.3
6.5.4
6.6
6.6.1
6.6.2
6.6.3
6.6.4
6.7
6.7.1
6.7.2
6.7.3
6.7.4
6.7.5
Technical track circuit parameters .................................................................................................... 13

TC Non-Detection zone ....................................................................................................................... 13
General ................................................................................................................................................. 13
Definition of the parameter ................................................................................................................. 13
Track circuit length ............................................................................................................................. 16
General ................................................................................................................................................. 16
Track circuit minimum length including pick-up delay and tolerances ........................................ 18
TC Minimum length of detection ........................................................................................................ 19
Validation of the parameters .............................................................................................................. 19
Broken rail / Broken IRJ detection ..................................................................................................... 19
General ................................................................................................................................................. 19
Definition of parameter ....................................................................................................................... 20
Validation of the parameter ................................................................................................................ 20
Frequency management and relevant parameters of the track circuit .......................................... 20
Frequencies and immunity limits ...................................................................................................... 20
Number of operational channels ....................................................................................................... 26
Separation between operational channels / channel bandwidth ................................................... 26
Vehicle impedance as part of FM ....................................................................................................... 27
Coding .................................................................................................................................................. 27
General ................................................................................................................................................. 27
Type of coding ..................................................................................................................................... 27
Transient response of the receiver .................................................................................................... 28
General ................................................................................................................................................. 28
Switched sinusoidal signal ................................................................................................................ 29
Other signals ........................................................................................................................................ 30
Validation of the transient response of the receiver ....................................................................... 30
RAMS .................................................................................................................................................... 31
Reliability .............................................................................................................................................. 31
Availability ............................................................................................................................................ 31
Maintainability...................................................................................................................................... 31
Safety .................................................................................................................................................... 32
Validation of all RAMS parameters .................................................................................................... 33
45
46
47
48
49
7
7.1
7.1.1
7.1.2
7.1.3
Train based parameters ...................................................................................................................... 33

Shunt impedance................................................................................................................................. 33
General ................................................................................................................................................. 33
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8
8.1
8.1.1
8.1.2
8.1.3
8.2
8.2.1
8.2.2
8.2.3
8.3
8.4
8.4.1
8.4.2
8.4.3
8.5
8.5.1
8.5.2
8.5.3
8.6
8.6.1
8.6.2
8.6.3
8.7
8.7.1
8.7.2
8.7.3
Track based parameters ..................................................................................................................... 34

Total impedance of the track .............................................................................................................. 34
General ................................................................................................................................................. 34
Validation of parameter....................................................................................................................... 35
Rail to Earth impedance...................................................................................................................... 35
General ................................................................................................................................................. 35
Limits and requirements ..................................................................................................................... 35
Validation ............................................................................................................................................. 36
Rail surface resistance / track quality ............................................................................................... 36
Insulated rail joint value...................................................................................................................... 36
General ................................................................................................................................................. 36
Validation ............................................................................................................................................. 37
Type of sleepers / track structure ...................................................................................................... 37
General ................................................................................................................................................. 37
Requirement and validation ............................................................................................................... 37
Ballast resistance ................................................................................................................................ 38
General ................................................................................................................................................. 38
Requirements for validation ............................................................................................................... 38
Maximum time without train runs ...................................................................................................... 39
General ................................................................................................................................................. 39
Requirements and validation ............................................................................................................. 39
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9
9.1
9.1.1
9.1.2
9.1.3
9.2
9.2.1
9.2.2
9.3
9.3.1
9.3.2
9.3.3
9.4
9.4.1
9.4.2
9.4.3
9.4.4
9.4.5
9.4.6
9.4.7
9.5
9.5.1
9.5.2
9.5.3
9.5.4
Environmental and other parameters................................................................................................ 39

Signalling power supply quality with respect to availability .......................................................... 39
General ................................................................................................................................................. 39
Definition .............................................................................................................................................. 39
Traction power supply quality ........................................................................................................... 40
General ................................................................................................................................................. 40
Amount of sand ................................................................................................................................... 40
General ................................................................................................................................................. 40
Weather, ice and other environmental conditions ........................................................................... 40
Temperature ......................................................................................................................................... 40
Pressure/Airflow .................................................................................................................................. 41
Humidity ............................................................................................................................................... 42
Precipitation ......................................................................................................................................... 42
Solar radiation ..................................................................................................................................... 43
Protection level (IP) ............................................................................................................................. 43
Vibrations / shock................................................................................................................................ 43
EMC ....................................................................................................................................................... 43
General ................................................................................................................................................. 43
Requirement and validation for EMC with respect to vehicles ...................................................... 43
Requirement and validation for EMC with radio transmitters ........................................................ 44
Requirement and validation for overvoltage protection (including indirect lightning effects) ......... 44
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105
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107
Annex A (informative) Scenarios for broken rail Relation Track circuit Broken rail detection.......... 45
Basic principle ..................................................................................................................................... 45
A.1
Fail safe system ................................................................................................................................... 46
A.2
Examples where the broken rail detection is not possible. ............................................................ 47
A.3
A.3.1 S&C area ............................................................................................................................................... 47
A.3.2 Single rail isolation .............................................................................................................................. 47
A.3.3 Parallel ways by other tracks circuits or (and) earthing connections ........................................... 47
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Annex B (informative) Frequency management .......................................................................................... 48

Introduction/background to development ........................................................................................ 48
B.1
B.1.1 Approach to Frequency Management ............................................................................................... 49
B.1.2 Future Track Circuits and Frequency Management ........................................................................ 51
B.1.3 Future RST and Frequency Management ......................................................................................... 51
B.1.4 Application of FM to existing generation Track Circuits................................................................. 51
Frequency management Emission limits for rolling stock .......................................................... 52
B.2
B.2.1 Emission limits for rolling stock supplied under DC power systems ........................................... 52
B.2.2 Emission limits for rolling stock supplied under 16.7 Hz power systems .................................... 53
B.2.3 Emission limits for rolling stock supplied under 50 Hz power systems ....................................... 54
Comparison with existing track circuits ........................................................................................... 55
B.3
B.3.1 DC track circuits .................................................................................................................................. 55
B.3.2 GRS track circuits ............................................................................................................................... 56
B.3.3 Relay track circuits.............................................................................................................................. 57
B.3.4 UGSK 95 ............................................................................................................................................... 58
B.3.5 UGSK 3 ................................................................................................................................................. 59
B.3.6 KOA ....................................................................................................................................................... 60
B.3.7 UM 2 000 ............................................................................................................................................... 61
B.3.8 EBI200 (TI21) ........................................................................................................................................ 62
B.3.9 JADE ..................................................................................................................................................... 63
B.3.10 Digicode ............................................................................................................................................... 64
B.3.11 FTGS 46 ................................................................................................................................................ 65
B.3.12 FTGS 917 .............................................................................................................................................. 66
B.3.13 CBDAC .................................................................................................................................................. 67
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134
135
136
Annex C (informative) Vehicle Impedance / guidance for RST design to support the FM ..................... 68
C.1
Justification of the parameter ............................................................................................................ 68
C.2
Limits and RST requirements ............................................................................................................ 68
C.3
C.4
137
Annex D (informative) Example of elements of maintenance for existing track circuits ........................ 69
138
Annex E (informative) Example of management of shunt impedance ...................................................... 74
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146
Annex F (informative) Rail to ground impedance analyses ....................................................................... 76

Rail to ground impedance: Track Circuit Effects ............................................................................. 76
F.1
F.1.1 Physical factors ................................................................................................................................... 76
F.1.2 Symmetric rail- ground resistance .................................................................................................... 78
F.1.3 Values from experience ...................................................................................................................... 79
F.1.4 Asymmetric rail- ground resistance .................................................................................................. 79
Touch Potential Effects....................................................................................................................... 81
F.2
F.2.1 Discussion ........................................................................................................................................... 81
147
148
149
Annex G (informative) Example of mechanical test for IRJ ........................................................................ 86

General ................................................................................................................................................. 86
G.1
Testing program .................................................................................................................................. 87
G.2
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152
153
154
155
Annex H (informative) Example of existing requirement for the type of sleepers / track structure ....... 89
Infrabel .................................................................................................................................................. 89
H.1
DB.......................................................................................................................................................... 89
H.2
H.2.1 Wooden sleepers ................................................................................................................................. 89
H.2.2 Concrete sleepers ............................................................................................................................... 89
H.2.3 Slab tracks ........................................................................................................................................... 89
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Bibliography ...................................................................................................................................................... 90
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Foreword
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161
This document [prEN 50617-1:2013] has been prepared by CLC/SC 9XA "Communication, signalling and
processing systems", of CLC/TC 9X "Electrical and electronic applications for railways".
162
This document is currently submitted to the Enquiry.
163
EN 50617, Railway applications Basic parameters of train detection systems, will consist of
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Part 1: Track circuits;

Part 2: Axle counters.
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Introduction
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The working group SC9XA WGA4-2 has developed the limits for electromagnetic compatibility between rolling
stock and train detection systems, specifically track circuits and axle counters systems and correspondingly
published two technical specifications CLC TS50238-2 and CLC TS50238-3. These limits and associated
measurement methods are based on preferred existing systems which are well established and still put
forward for signalling renewals by infrastructure managers. To meet the requirements for compatibility with
rolling stock in the future (ref. ERA/ERTMS/033281) defined in the form of Frequency Management and to
benefit true interoperability and free movement within the Community, it is considered necessary to develop a
new harmonised standard to define the complete set of requirements for the target train detection system as
far as possible.
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This standard is based on the current understanding of the railway experts represented at WGA4-2 that track
circuits and axle counters systems will continue to be the essential two train detection systems for the
foreseeable future. The train detection systems are also seen as an integral part of the CCS trackside
subsystem, in the context of the Rail Interoperability Directive.
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The published specification TS 50238-2 and TS50238-3 can be used in the interim period, to ascertain
conformity of individual train detection systems to the requirements of the Frequency Management.
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185
A train detection system that is immune to all possible harmonics produced by rolling stock and
Energy supply systems would offer complete freedom for design of rolling stock whilst remaining fully
compatible with the detection systems. At present there are no such train detection systems designed to offer
complete immunity and compatibility is established on an individual basis.
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186
Scope
187
188
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192
This European Standard is intended to be used in the context of the Interoperability Directive and the
associated technical specification for interoperability relating to the control-command and signalling
subsystems of the trans-European rail system. It is intended for use by manufacturers of track circuits and
other forms of train detection systems using the rails as part of their detection principles as well as by
Infrastructure Managers/Infrastructure Companies and National Safety Authorities, who are responsible for
introducing and certifying new train detection systems on interoperable lines.
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This European Standard specifies the basic parameters of track circuits associated with the interference
current limits for RST in the context of interoperability defined in the form of Frequency Management. The
bands and limits defined in the Frequency Management are under evaluation for their economic impact. The
evaluation is conducted by the European Railway Agency.
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The limits for compatibility between rolling stock and track circuits currently proposed in this standard allow
provision for known interference phenomena linked to traction power supply and associated protection (over
voltage, short-circuit current and basic transient effects like inrush current and power cut-off). These effects
are assessed using modelling tools that have been verified by the previous European research project
RAILCOM.
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206
This European Standard describes the factors accounted for in the compatibility limits that will be published in
section 3.2 of the TSI CCS Interface document, ref. ERA/ERTMS/033281 and further defines a methodology
to derive the level of immunity required for the track circuit. This methodology is dependent on the application
of the track circuit. The actual immunity limits of the track circuits are not defined in this standard and remain
the responsibility of individual infrastructure managers, NSAs and/or suppliers of train detection systems.
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The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated references,
the latest edition of the referenced document (including any amendments) applies.
211
212
EN 13146-5:2002, Railway applications - Track - Test methods for fastening systems - Part 5: Determination
of electrical resistance
213
EN 13481 (all parts), Railway applications - track - performance requirements for fastening systems
214
215
EN 50122:2011, Railway applications - Fixed installations - Electrical safety, earthing and the return circuit Part 1: Protective provisions against electric shock
216
217
EN 50125-3:2003, Railway applications - Environmental conditions for equipment Part 3: Equipment for
signalling and telecommunications
218
219
EN 50126:1999, Railways applications The specification and demonstration of reliability, Availability,

Maintainability and Safety (RAMS)
220
221
EN 50128:2011, Railway applications - Communication, signalling and processing systems - Software for
railway control and protection systems
222
223
EN 50129:2003, Railway applications Communication, signalling and processing systems Safety related
electronic systems for signalling
224
225
CLC/TS 50238-2:2010, Railway applications - Compatibility between rolling stock and train detection systems
Part 2: Compatibility with track circuits CENELEC
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227
CLC/TS 50238-3:2010, Railway applications - Compatibility between rolling stock and train detection systems
Part 3: Compatibility with axle counters CENELEC
Normative references
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EN 50160:2010, Voltage characteristics of electricity supplied by public electricity networks
229
EN 60529, Degrees of protection provided by enclosures (IP Code)
230
231
EN 60721-3 (all parts), Classification of environmental conditions. Classification of groups of environmental

parameters and their severities.
232
EN 61000-4 (all parts), Electromagnetic compatibility (EMC) Testing and measurement techniques
233
ERA/ERTMS/033281, Interfaces between control-command and signalling trackside and other subsystems
234
235
3.1
236
237
For the purposes of this document, the terms and definitions given in IEC 60050-161, IEC 60050-811,
IEC 60050-821 and the following apply.
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3.1.1
broken rail
A rail is considered as broken when there is no more electrical contact between the two parts of the rail at
each side of the crack. When only a piece of a rail is broken (only the feet or only the head) it is not
considered as a broken rail.
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3.1.2
coded track circuit
A track circuit which is using special coded signals between its own transmitter and receiver.
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250
3.1.3
neutral section
A neutral section separates two sections of OHS, which are supplied from two different substations (can be
different type of electrification / different phase angle). The neutral section is insulated and earthed. Trains
running through a neutral section must have their circuit breaker(s) open.
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254
3.1.4
side leads disconnected
failure mode of the track circuit, characterised by loose connection of the track circuit receiver/transmitter to
the rail(s)
255
3.2
256
For the purposes of this document, the following abbreviations apply.
257
AC
Alternating current
258
AFTC
Audio Frequency Track Circuit
259
CCS
Control, Command and Signalling
260
DC
Direct current
261
EJ
Electrical joint
262
EMC
Electromagnetic compatibility
263
ERA
European Railway Agency
264
EUREMCO
European Electromagnetic Compatibility project
Terms, definitions and abbreviations

Terms and definitions
Abbreviations
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prEN 50617-1:2013 (E)
265
FE
Finite Elements
266
FM
Frequency Management
267
GRS
General Railway Signal (now Alstom)
268
IM
Infrastructure Manager
269
IRJ
Insulated rail joint
270
ITU
International Telecommunications Union
271
IXL
Interlocking
272
LC
Inductor/capacitor resonant circuit
273
MTBF
Mean Time Between Failures
274
MTTR
Mean Time to Repair
275
NSA
National Safety Authority
276
OHS
Overhead system
277
RAMS
Reliability, Availability, Maintainability and Safety
278
REC
Receiver
279
RSF
Right Side Failure
280
RST
Rolling Stock
281
S&C
Switch and crossing
282
SMS
Safety Management System
283
Tpi
Pick-up delay time of the track circuit
284
TC
Track Circuit
285
TDS
Train Detection System
286
TR
Transmitter
287
TSI
Technical Specification for Interoperability
288
WSF
Wrong Side Failure
289
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291
The track vacancy detection equipment provides information about whether track sections are free or not
free.
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293
The outputs from the track vacancy detection systems are used in railway interlocking systems for route
proving as a fully automated train detection function.
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This standard applies to track vacancy detection systems using the rails to detect the presence of a vehicle.
Description of track vacancy detection system
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The figure below defines the system boundary of a track vacancy detection system.
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Figure 1 System boundary for track vacancy detection system
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Track Circuit is a general description of a whole range of train detection equipment based on the shunt caused
by the wheel sets of a train. Today there are many different types in use throughout Europe.
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The basic parameters of track circuits and any comments on safety performance are listed in Table 1.
Safety relevance of parameters
Table 1 Track circuits parameters
302
Subclause
Safety relevance
6.1 TC Non-Detection
Yes
6.2 Track circuit length
Yes
6.3 Broken rail / Broken IRJ

detection
No, for first broken rail as it affects

availability
Yes, for second broken rail as it
affects safety
10
Comments
The low impedance parallel path to

the broken rail means the first
broken rail may not be detected by
the track circuit but the train will
always be detected (RSF). If a
second broken rail appears in the
same rail, the track circuit will not
detect the vehicle (WSF). Parallel
paths are considered in the
application specific case.
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Subclause
Safety relevance
6.4.1 Frequencies and immunity

limits
Yes, for single frequency track

circuits
Comments
No, for track circuits using coding

or other criteria for frequency
discrimination against interference
6.4.2 Number of operational
channel
Not defined
parameter.
as
separate
6.4.3 Separation between

operational channels / channel
bandwidth
No
6.5 Coding
Yes
Different types of coding can be

used.
6.6 Transient response of the

receiver
Yes
Part of the fail-safe behaviour of

the track circuit.
6.7.2 Availability
No
6.7.3 Maintainability
Yes
Not following the established

maintenance regime can lead to
RSF and potentially WSF in
certain cases.
6.7.4 Safety
Yes
In the context of the application.
7.1 Shunt impedance
Yes
A too high value of shunt

impedance seen by the track
circuit can result to a non detection
of the vehicle.
8.1 Total impedance of the track
Yes, linked to maintainability
Limitations defined in the safety

case for the track circuit.
8.2 Rail to Earth impedance
Yes
Touch potential issues
8.3 Rail surface resistance / track

quality
Yes, linked to maintainability
8.4 Insulated rail joint value
Yes, for single frequency track

circuits
If adjacent track circuits operate at

the same frequency and no other
parameter is used to distinguish
between signals of adjacent
circuits such as coding, this
parameter is safety related. In this
case, if standard track quality is
provided, over-welding may lead to
WSF under certain circumstances.
8.5 Type of sleepers / track

structure
No
Safety can be affected indirectly

via the total impedance of the track
11
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prEN 50617-1:2013 (E)
Subclause
Safety relevance
Comments
8.6 Ballast resistance
No
Safety can be affected indirectly

via the total impedance of the
track. The requirement is not
safety relevant, as long as the
track circuit doesnt operate below
the min ballast resistance specified
for its length.
The ballast
resistance can be safety relevant if
too low and the equivalent shunt
impedance seen by the track
circuit prevent detection of the
vehicle.
8.7 Maximum time without train

runs
Yes
Without circulation the state of the

rail is polluted and the contact
rail/wheel degraded. This means
that train will not be detected
properly by the track circuit system
which will report/qualify the section
as free when occupied.
9.1 Signalling power supply quality

with respect to availability
No
9.2 Traction power supply quality
No
Safety is not affected if coding is

used by the track circuit.
9.3 Amount of sand
Yes
If the amount of sand is too high,

track circuit failures - due to the
isolation layer of sand between
wheel and rail may appear. This
means that train will not be
detected reliably by the track
circuit system and the section is
reported as free when occupied.
9.4.1 Temperature
No
9.4.2 Pressure/Airflow
No
9.4.3 Humidity
No
9.4.4 Precipitation
No
9.4.5 Solar radiation
No
9.4.6 Protection level (IP)
No
9.4.7 Vibrations / shock
No
9.5 EMC
Yes
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12
Fail safe functionality shall not be

compromised in the presence of
interference levels defined by the
safety case for the track vacancy
detection system.
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Technical track circuit parameters
305
6.1
306
6.1.1
307
308
309
For the installation of track circuit systems the maximum length without detection and the minimum distance
between axles has to be considered. Definitions are derived from requirements on the axle to axle distance of
rolling stock in the actual interface document of TSI CCS.
310
6.1.2
311
6.1.2.1
312
313
The maximum length of a non-detection zone between two adjacent track circuits should not be longer than
the minimum distance between the first and the last axle defined in 3.1.2.4 of ERA/ERTMS/033281.
314
315
316
If a vehicle with a very short distance between the first and the last axle (e.g. maintenance car) does not
interact with one of two adjacent track circuits, the train detection system will qualify the two adjacent sections
as free.
317
NOTE
318
The following examples explain the requirement:
319
Example 1: Overlap of two detection zones using isolated rail joints (distance X in figure below)
TC Non-Detection zone
General
Definition of the parameter

Maximum length of non-detection zone
This is a temporary effect (unless the train remains stationary in this position).
320
321
Figure 2 Overlap of two detection zones using IRJ
322
323
324
325
In S&C areas the isolated rail joints can be staggered such that there is a difference between their longitudinal
line references. The maximum stagger allowed shall be 3 m, which is the shortest distance between the first
and the last axle of a vehicle allowed on the track, defined in 3.1.2.4 of ERA/ERTMS/033281 (usually a
maintenance vehicle).
326
Example 2: Overlap of a dead zone in S&C area
327
328
329
330
Each axle is required to be detected, even if it is situated at the end of the track in the antenna (see Figure 3).
If the impedance of the spur (acting as antenna) together with the impedance of the axle, is higher than the
drop shunt of the track, the axle will not been detected (see Figure 4). For frequencies up to 2.5 kHz, this
requirement translates into max spur length of 15 m measured from the centre point of the S&C.
331
332
333
334
335
In case of a broken rail (see Figure 5) the equivalent electrical circuit is modified to incorporate the impedance
of the spur controlled by the track circuit. If the impedance is too high (the spur is too long) broken rail
detection cannot be achieved for a considerable length of the track circuit. Therefore in practice, the maximum
total length of the spur is limited to 50 m. If the layout doesnt allow this, a second receiver is needed (see
Figure 6). The layout in Figure 7 addresses all requirements from examples 1 and 2.
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Figure 3 Detection of one axle in antenna
337
338
339
Figure 4 Equivalent circuit
340
341
Figure 5 Detection of one axle in antenna with a broken rail
342
343
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Figure 6 Configuration with a second receiver
345
346
347
Figure 7 Summary of the requirements
348
349
Example 3: Zone without detection in electrical joints
350
351
352
353
354
355
In this example three track circuits (TC) with electrical tuning units are considered. The pink zone indicates the
track voltage at the frequency of the TC. The length of the electrical joint (Xm) and the maximum length of the
TC can be different for different manufacturers. Placing a shunt (or axle) in the track between the transmitter
(TR) and the receiver (REC) will change the status to not free (REC becomes red), see Figure 8. Placing one
axle (or a shunt) in the electrical joint (see Figure 9) will influence one or two TC depending on its position in
the tuning zone of the electrical joint.
356
The non-detection zone will depend on the following factors:
357
maximum length of the track
358
ballast resistance
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track voltage
360
impedance of the axle
361
impedance of the electrical joint
362
In the worst case, the non detection zone shall be smaller than the value given in point 6.1.2.1.
363
Figure 8 Track circuit with electrical joints
364
365
366
Figure 9 Detection within the electrical joint
367
368
6.1.2.2
369
Field test with the specified shunt resistance, as defined in the safety case of the TC shall be performed.
370
6.2
371
6.2.1
372
373
374
Track circuits supply the interlocking with details of whether the individual track section is free or not free. If
a train enters the track section there is a reaction time of the system the state is changed from free to not
free or vice versa.
16
Validation of the parameter
Track circuit length

General
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376
377
378
It shall be shown in the safety case that the track circuit is able to react properly at the requested maximum
speed for its application. For safety reasons, the minimum track circuit length has to be larger than the
maximum axle to axle distance of one train. If not, a free not free free message sequence can be
produced which will lead to route release by the interlocking.
379
380
To explain this parameter, the following example is provided (see Figure 10) where the boundary between two
abutting track circuits is realised by using an S-Bond in the overlapping zone.
381
382
Figure 10 Example of shunting in electrical joint area
383
384
385
Figure 11 Track section length
386
387
388
389
The length l1 in Figure 11 is at least 6 m long. The minimum track section length, for physical reasons could
not be less than 12 m if using normal S bonds at both extremes of the track circuit. In addition, S-bonds can
electrically influence each other if the distance between them is less than 30 m. For this reason, a minimum
length of 30 m shall be used if using S-bonds to separate between adjacent track circuits.
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391
392
By using short cut bonds or mechanical joints smaller minimum distance can be achieved. In that case the
distances l1 and l2 can be nearly zero. The absolute minimum length of the track circuit can be determined by
considering the speed of the train and the reaction time of the track circuit including the interlocking delay.
393
394
For normal operation, the pick up delay time (Tpi) of the track circuit relay of 250 ms is taken into account in
the example calculations below.
395
The distance covered by the train while the system reacts, can be calculated using the formulae:
Smove = v x 1000/3600 x Tpi
396
397
Minimum length of track circuit, using s-bonds:
398
LengthTC (occupation length) is 2 x l1 + l2
399
400
The length of the track circuit shall be bigger than the distance travelled by the train before the system reacts,
to avoid not detecting the train.
401
It is recommended that a tolerance of 25% on top of the physical minimum track length is used.
LengthTCmin = LengthTC x 1,25
402
403
404
Thus, at a train speed of 100km/h, the distance travelled by the train Smove is calculated to be 7 m, for 0,250 s
reaction time.
405
Therefore, the minimum track circuit length is:

LengthTCmin = 8,75 m
406
407
408
For that reason, a track circuit length longer than 30 meters is proposed to detect trains reliably at speeds of
up to 300 km/h.
409
6.2.2
Track circuit minimum length including pick-up delay and tolerances

Table 2 Track circuit minimum length including pick-up delay and tolerances
410
Tpi [s]
speed [km/h]
movement [m]
TC length proposed [m]
0,250
45
3,2
0,250
50
3,5
4,5
0,250
100
8,5
0,250
150
10,5
13,5
0,250
200
14
18
0,250
250
17,5
22
0,250
300
21
27
411
412
413
If the interlocking cycle time is longer than 250 ms already specified in the example calculations above, the
calculations shall be amended accordingly to define the alternative minimum track circuit length.
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6.2.3
TC Minimum length of detection
415
416
417
418
419
420
421
422
423
The minimum length of a detection zone should be longer than the maximum axle to axle distance defined
in 3.1.2.1 of ERA/ERTMS/033281.
The minimum length of a detection zone should be long enough to be sure that the interlocking systems
have seen the passing train :
o when using relay technique taking into account the delay-time of each relay in the complete circuit
o when using logical technology with loops of fibre optic cables taking into account the maximum
runtime
If part of the train bridges the detection section (i.e. no axle in the section), the train detection system will
qualify the section as free.
Minimum length of detection
424
Figure 12 Definition of minimum length of detection
425
426
6.2.4
Validation of the parameters
427
428
This parameter shall be validated. It has to be shown in the safety case that the track circuit is able to react
properly for the requested maximum speed for its application.
429
6.3
430
6.3.1
431
Track Circuits (TC) are capable of detecting a broken rail if specified by design.
432
433
434
435
The detection of the first broken rail may be missed, because there is a parallel way with low impedance over
a parallel path. In this case the broken rail will cause a RSF but the train will be detected. In case of second
broken rail in the same rail, the vehicle may not be detected and it will lead to a WSF. In the context of overall
railway safety, broken rails can lead to potential derailment.
436
437
438
439
A rail is considered broken by the track circuit when there is no more electrical contact between the two parts
of the rail at each side of the crack, i.e. the crack is vertical. When only part of the rail is lost (only the feet or
only the head) it is not considered as a broken rail that can be detected by a track circuit because electrical
continuity is still maintained along the broken rail.
Broken rail / Broken IRJ detection

General
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441
442
The minimum distance between the axles of the smallest vehicle in the TSI CCS is 3 m. So when the distance
between the two cracks is less than 3 m, it can be seen as one broken rail. Otherwise, they are two broken
rails because the smallest vehicle can be lost. See all scenarios in Annex A (informative).
443
6.3.2
444
445
If broken rail detection is required to be provided as part of the functionality of TDS, the track circuit shall be
able to detect the first broken rail.
446
For broken rail detection, single rail insulation is not allowed.
447
The risk of broken rail detection in S&C areas shall be minimised by design.
448
6.3.3
449
450
A test or simulation shall be done for the worst case conditions. The test shall be conducted as part of the
initial type test of the track circuit.
451
The validation of the following requirements and the limits may be requested by a certification body:
452
453
454
Definition of parameter
Compensation of the inductance of the rail or putting high impedances in the parallel way to detect the
broken rail.
The minimum impedance in the parallel path shall be defined considering the following factors:
455
456
The minimum impedance in the parallel way depends on the working frequency of the track circuit and
the infrastructure environment.
457
458
The margin that will be taken to detect the first broken rail. The first failure shall not lead to a WSF but
shall be detected reliably, or else the required safety will be compromised.
459
NOTE
460
In S&C areas, the parallel path shall be limited to 50 m, to facilitate broken rail detection.
461
The rail insulation shall be maintained as specified and not lower than 5 km.
462
463
95 % of broken rails shall be detected by the track circuits. If 95% cannot be achieved for a particular application, the
track circuit shall be split in two.
464
6.4
465
6.4.1
466
6.4.1.1
467
468
469
470
471
Table B.1 shows the results from the technical evaluation for the three main types of power networks DC,
16.7 Hz and 50 Hz. The technical evaluation is based on vehicle models using preferred converter switching
frequencies, taking into account minimum requirements for vehicle impedances. Statistical evaluation was
1)
conducted of power supply resonances . The complete model takes into account a probabilistic approach to
resonances, whilst it is a known fact that resonance is not observed on all lines with all trains.
472
473
The track circuits fully satisfying the needs of a Frequency Management have their corresponding centre
frequencies areas A, B, C, D.
The following examples of minimum percentage of broken rail detection deemed as acceptable by design:
Frequency management and relevant parameters of the track circuit

Frequencies and immunity limits
Frequency bands of operation
1) The principles applied in the theoretical evaluation could lead also to a different FM. However, it is very unlikely that
this results in a more economic solution for the whole of Europe. No such other solution has been proposed.
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475
476
477
478
479
The proposed FM acknowledges the fact that there are track circuits widely available in individual countries
but in conflict with some of the parameter of the frequency management e.g. 50 Hz in Italy, 75 Hz in Czech
Republic, DC in Sweden, 42 Hz and 100 Hz in Germany, 138 Hz in Switzerland. These track circuits can be
assigned to areas X, Y and Z. In some cases, their limits are too low. It is envisaged that these types of track
circuits may be available in the corresponding country for a long time, but shall not be introduced in countries
where the same type is not in existence. Such examples are covered in the comparative section in Annex B.
480
6.4.1.2
481
482
483
484
Parameters for evaluation

Centre frequency
Spacing between two allowed centre frequencies
Steady state interference current limit for RST (one influencing unit)
f0
f0
I0
485
486
487
The table defines the lowest and highest centre frequency f0 for each frequency area as well as the
corresponding interference current limit I0. For frequencies f0 between the lowest and highest value, the
corresponding I0 can be derived by linear interpolation in a double-logarithmic graph I0 versus f0.
488
The centre frequency of operation shall be within the designated bands in the FM, see Annex B.
489
6.4.1.3
490
491
The compatibility limits for the proposed target TSI compatible track circuits have been selected, based on the
following criteria:
492
493
Results from the technical evaluation as presented in 6.4.1.1.
Consideration of the accuracy of this technical evaluation:
494
495
496
497
498
499
500
501
502
503
504
505
TC Compatibility limits
Centre frequencies f0: definitions are clear, and established FM rules shall be followed (see
footnote on previous page).
Integration times T - based on existing technology of track circuits.
Steady-state current limit I0 - the results of the technical evaluation (see footnote on previous
page) allows some tolerances, mainly due to different combinations of number of identical rolling
stock and their location in one network. A lower value by a factor of up to 1.5 for I0 can be
justified in order to adapt the proposed FM to existing products.
Economic aspects are covered in the proposal in a qualitative manner. It is envisaged that most
commonly used modern types of track circuit do comply with the proposed FM.
The following evaluation method, integration time / window length and 20 dB bandwidth are proposed
as a minimum compatibility requirement for TC which are compliant with the FM presented in Table B.1:
Table 3 Measurement parameters for compatibility
506
Frequency area
Evaluation method
Integration time / window length
20 dB Bandwidth
Time domain
0.5 s
10 % of f0
Time domain
40 ms
90 Hz
or FFT
40 ms
90 Hz
Time domain
40 ms
10 % of f0
Time domain
40 ms
10 % of f0
507
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6.4.1.4
Immunity to in-band interference
509
510
For the worst case current distribution, the total RST current from 1 influencing unit can flow through one track
circuits receiver. In reality, the current is shared on the power network and by adjacent tracks.
511
512
513
514
515
516
The track circuit is expected to be immune to the RST emissions specified in Table B.1, i.e. the track circuit
shall not change state in the presence of such emissions. The limits are specified in the hot path (see fig.2
from CLC/TS 50238-2, measured at the pantograph, or point of interface to the power supply) of the train and
apply to a single influencing unit. The limits also take into account multiple trains connected to the same point
on the network. Up to 10 identical trains in one feeder section are considered in the probabilistic study
regarding power supply resonances.
517
518
The total unbalance of the return current path plays an important factor in the interference mechanism for the
track circuit and in deriving the final values of immunity, see sec. 6.4.1.7.
519
520
521
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.
522
The process for assigning margins is visualised in Figure 13 below:
523
Figure 13 Margins for track circuit interference current limits
524
525
This process is applied to both WSF and RSF analyses of track circuits. For the design of the track circuit, the
immunity shall be higher that this limits, to account for additional factors as specified in the application case.
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6.4.1.5
Return current unbalance
527
Current unbalance as seen by the track circuit receiver is defined using the following formulae:
I r1 I r 2
I + I
r2
r1
528
x100% ,
I r1 , I r 2 are the currents in both rails.
529
Where
530
531
Currently, different level of unbalance is maintained by different infrastructure authorities. Typical values are
10 to 20 %, for double rail return system.
532
6.4.1.6
533
534
535
536
537
538
The immunity of the track circuit to odd multiples of the supply frequency shall be established through
laboratory testing. The applicable test limits shall be further defined by the manufacturer/infrastructure
manager from the RST emission limits of 3 A, including the frequency variation of the fundamental for the
power supply and depending on the application of track circuit (single/double rail or single/multiple track
layout), unbalance in the return cold path, multiple receivers and hysteresis in the receiver, if applicable. The
50Hz variation in the model is assumed as +/-0.1% of the fundamental frequency.
539
540
541
542
Therefore, the allocation of operational frequency bands for track circuits shall take into account the allowed
variances of odd harmonics and the limit of 3A. The frequency variance is in accordance with Annex B1 of
TS50238-2. The quoted values are supported by real data as an average variance, although it shall be noted
that they can be exceeded instantaneously.
543
544
The difference between RST emission limits and established immunity level of the track circuit shall form part
of the application safety case argument for the track circuit.
545
6.4.1.7
546
547
548
549
550
551
The immunity of the track circuit shall be established through laboratory testing and further validated by field
testing. The applicable test limits shall be further defined by the manufacturer/infrastructure manager from the
RST emission limits, depending on the application of track circuit (single/double rail or single/multiple track
layout), unbalance in the return cold path, multiple receivers and hysteresis in the receiver, if applicable. The
difference between RST emission limits and established immunity level of the track circuit shall form part of
the application safety case argument for the track circuit.
552
6.4.1.7.1
553
The following example of a test configuration for RSF is provided:
554
555
556
557
558
559
This is a quasi worst case scenario for RSF with the substation connected at one end via the shorting bond
and the RST connected via the other bond, see Figure 14. The test consists of injecting current in a typical
track circuit, to establish the track circuit susceptibility to rolling stock interference. The source of disturbance
(current generator) in Figure 15 produces sinusoidal signals. The interference source is applied between the
2 shorting bonds at the extremities of the track circuit. The track circuit rails are simulated with the nominal
inductance and resistance depending on the length and type of the considered TC.
Immunity to odd multiples of 50Hz
Validation of immunity
Test configuration in laboratory
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560
561
Figure 14 RSF interference scenario
562
563
The current from the source of disturbance flows through both rails. The unbalance is simulated with a
resistor placed between 2 sections of one rail.
564
565
The test is performed for all working frequency of TC, and for some most significant track circuit configuration
(length, coding, unbalance).
Signaling current x2
Resonant
filter + TC
transmitter
Resonant
filter + TC
receiver
Resonant
short circuit
Resonant
short circuit
Resistor for unbalance

A
Source of disturbance
(I,f)
566
Generated current
Figure 15 Block diagram for the simulation of disturbance
567
568
NOTE
569
6.4.1.7.2
570
571
The testing equipment shall cover the whole dynamic range in terms of level and frequency as defined in
CLC/TS 50238-2 for the type of track circuit.
572
6.4.1.7.3
573
The ballast is considered as a perfect isolator for the needs of the test.
Testing equipment specification
Testing procedure
Preparation of test:
2)
574
575
576
The unbalance shall be configured in one rail. The generated interference current and the
track circuit own signalling current are measured as defined in Figure 15. The track circuit
signaling current is the resultant current measured as differential current between the rails.
577
578
579
Without disturbance, the track circuit shall be calibrated as the usual procedure with the
lowest acceptable level from the transmitter and the worst acceptable signal/noise ratio on the
receiver side.
2) The unbalance level shall be selected according to the RAMS analysis.
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580
Determination of susceptibility level:
581
582
583
The frequency of the disturbance source shall be swept step by step starting from the lowest
frequency in the relevant FM band, or 10 % of the working frequency of the track circuit, to
establish the filter curve for the 20 dB point.
584
The frequency step shall be lower than 1 % of the working frequency.
585
586
The time of exposure texp to each frequency ftest ,which is different from the working frequency
fw shall be at least equal to
587
t exp = 2 x
588
The minimum time of exposure shall be at least equal to the track circuit response time.
589
590
591
The susceptibility level at each frequency shall be defined to correspond to the track circuit
changing state and with granularity no more than 1 dB ( 10 %). The lowest established level
at which the track circuit changes state is considered its susceptibility level.
592
593
The laboratory shall note all frequencies tested and, for each frequency, the susceptibility
level.
594
1
f w f test
Immunity to a transient disturbance, as defined in 6.6:

o
595
596
At the most susceptible frequency, the susceptibility level shall be confirmed with a duty cycle
corresponding with the respective requirement from 6.6.
597
598
599
600
NOTE
This procedure may be followed when necessary to establish if individual track circuits defined in national
rules or new track circuits are compliant with the FM limits defined in Annex B. The TC complies with the FM if the
susceptibility limits and the 20 dB frequency response established from the tests are higher than the RST emission limits
3)
for the relevant frequency band with a compatibility margin . This shall be true for all considered configurations.
601
6.4.1.7.4
602
603
The test shall be reproduced in some configuration in a real railway site in view to qualify the methodology
applied in laboratory.
604
605
Some configurations shall be selected from the most significant results obtained in lab (for example: lowest
and highest working frequency of TC, code AB, 1000 m length).
606
607
608
The parallel track may be used to transmit the signal. In this case, to avoid unwanted mutual coupling from the
source of disturbance line to the tested track circuit, the outside rail shall be used, and the inside rail shall be
earthed (see Figure 16).
609
The tests performed on lab are validated when the level of susceptibility are the same uncertainty .
In situ validation of the laboratory tests
4)
3) The compatibility margin shall be selected according to the RAMS analysis and shall include measurement
uncertainty
4)
Due to the real condition, the environment is not as well controlled as in a laboratory. Inevitably, the results from the
tests will differ from the results taken in laboratory. However, the susceptibility level of the track circuit shall always be
higher than the emission limits for RST.
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Signaling current x2
Resonant
short circuit
Resonant
filter + TC
receiver
Resonant
filter + TC
transmitter
Resonant
short circuit
Resistor for unbalance

A
Source of disturbance Generated current

(I,f)
610
Figure 16 Example of block diagram for the simulation of disturbance on site
611
612
6.4.2
613
614
The number of operational channels permitted for track circuit application is defined by the supplier of the
track circuit in accordance with the requirements of the FM in Annex B.
615
6.4.3
616
617
Within these four frequency bands defined in Annex B, the centre frequencies shall be placed only at certain
locations, in order to avoid:
618
619
620
621
26
Number of operational channels
Separation between operational channels / channel bandwidth
cross-talk between track circuit channels

correspondence with low-order natural harmonics of the power supply frequency (which are always
present during transients)
multiples of the preferred converter harmonic bands from traction units and auxiliaries
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Table 4 FM: Allowed values for centre frequency
622
Frequency area
Allowed values for centre frequency f0 Justification
N x 16 /3 Hz + 8 /3 Hz
(16,7-Hz system)
A
avoids multiples of power supply

harmonics in all networks
N x 50 Hz + 25 Hz
(DC and 50 Hz)

B
N x 100 Hz
avoids odd harmonics of power

supply in 50-Hz networks
N x 500 Hz + 250 Hz
N x 1000 Hz + 500 Hz
avoids multiples of preferred

converter switching frequency 1 kHz
(NOTE
15 500 Hz and 16 500 Hz are
under discussion for 16,7Hz and 50-Hz
systems)
623
624
N is any natural number so that the centre frequency is within the areas defined in Annex B.
625
6.4.4
626
627
628
This parameter defines minimum requirements for the impedance of rolling stock seen from the railway power
supply. It is an important parameter which defines the behaviour of train and as such, underlines the FM. This
parameter is outside the scope of this standard. It is discussed in more details in Annex C (Informative).
629
6.5
630
6.5.1
631
632
633
634
635
The function of each type of AFTC is based on the use of defined number of frequencies per track circuit. To
keep each track circuit separated from each other electrical bonds will be used. At one physical extreme of the
track circuit the frequency signal will be fed in via a transmitter, which will be received by the receiver at the
other extreme. To avoid a disturbance from another track circuit using the same frequency (F1) of operation
or cross talk from adjacent lines, a frequency independent coding shall be deployed.
Vehicle impedance as part of FM
Coding
General
636
Figure 17 Installation of AFTC (example)
637
638
6.5.2
Type of coding
639
6.5.2.1
640
641
642
643
In the history the coding was done by hardware coding plugs. A number of defined fixed codes where used
per type of track circuits of different manufacturers. In that case the used codes have to be known at the
system borders of the different TC-Types of each manufacturer to avoid disturbances between the different
track circuits.
644
The number of codes is normally restricted e.g. different fixed coding plugs are defined.
Fixed coding
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645
6.5.2.2
Dynamic coding
646
647
648
By using modern board controllers a fixed coding can be avoided. In that case the number of codes is not
restricted any more. Cross talking between each track circuit with the same frequency can be avoided by
producing a code per transmission session.
649
650
By using dynamic coding, extensions of existing lines do not require an agreement between two
manufacturers at the system border.
651
6.5.2.3
652
653
The transmitter of the track circuit builds a bit pattern by using allowed tolerances for one frequency which can
only be decoded by the receiver unit of the TC. The figure bellow shows a principle of using frequency shift.
Principle for a frequency shift coding method
654
Figure 18 Example for a frequency of 9 500 Hz 64 Hz
655
656
This is independent of using fixed or dynamic coding.
657
6.5.3
658
659
Coding shall be used to prevent the cross talk between adjacent track circuits on the same line and on
adjacent lines. Additional requirements may be applied by the manufacturers of track circuits.
660
661
The method of coding shall be declared by the manufacturer. The manufacturer shall specify any applicable
min separation distance between adjacent track circuits using the same code at the same frequency.
662
6.5.4
663
664
It shall be shown in the safety case that by using the codes and the defined numbers of coding the safety
integrity level required can be reached.
665
6.6
666
6.6.1
667
668
669
At this stage of the standard, complete set of requirements for laboratory testing is not provided in this
standard. Further information is awaited from the active research project in the area EUREMCO. The
following example tests are recommended.
28
Transient response of the receiver

General
oSIST prEN 50617-1:2013

prEN 50617-1:2013 (E)
670
6.6.2
Switched sinusoidal signal
671
672
For dynamic susceptibility, the following switched sinusoidal signal is recommended to be used as a test
signal to establish the behaviour of the track circuit receiver in the presence of transient interference.
u(t) in V
Burst of sinusoidal pulses
t in ms
Test signal at
input of tack
circuit receiver
TD
TRep
v (t)
Response
Analogue stage of
detector (Monitoring)
Ux
T1,0
T1,0
L (t)
State of track
circuit output
Change of state
673
674
675
676
677
678
TRep.
TD
Repetition rate (in ms)

Duration of interference
T1,0
Ux
System reaction time, negative slope

Product specific threshold
679
Figure 19 Receiver response to sinusoidal pulses
680
681
To cover the phenomenon of transient interference when train(s) is traversing a neutral section, the following
steps shall be taken to establish dynamic susceptibility:
682
683
a)
The sensitive part of the track circuit is the receiving input (input voltage is mainly symmetrical,
maybe some small asymmetric amplitudes should be considered).
684
b)
Set the frequency of generator to the centre frequency of the receiver, for each operational channel
685
c)
Set TRep to at least 500 ms
686
687
d)
The duration TD should be the integration time, if known or 20 ms, whichever is smaller. Reduce the
time TRep and repeat until TRep 20 ms, or the integration time is established.
688
689
Steps c) to d) are repeated to simulate bouncing of the pantograph by reducing T D (100 s is recommended
as the lowest value for TD).
29
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prEN 50617-1:2013 (E)
690
6.6.3
Other signals
691
Additional specific signal shapes are provided below for the following transient events:
692
1. 5 kV traction cut-off 4000 A for 5 to 20 ms
693
Figure 20 Cut-off in a 1500 V DC System (4000 A, 10 ms)
694
695
696
3 kV traction cut off 2500 A for 5 ms.
697
698
Figure 21 Cut-off in a 3000 V DC System (2 500 A, 5 ms)
699
700
These signal shapes shall be included in the immunity testing in laboratory.
701
6.6.4
702
703
704
The immunity of the track circuit shall be established through laboratory testing. The established immunity
level of the track circuit to transient interference shall form part of the application safety case argument for the
track circuit.
30
Validation of the transient response of the receiver
oSIST prEN 50617-1:2013

prEN 50617-1:2013 (E)
705
6.7
RAMS
706
6.7.1
707
708
Reliability cannot be defined as an individual parameter for track circuits as it is a combination of qualitative
and quantitative arguments.
709
6.7.2
710
6.7.2.1
711
712
For a standardised (typical) track circuit the availability goal can be calculated by taking into account the mean
time to repair value.
713
Other factors affecting availability:
714
715
716
1.
In addition to the defined MTBF of train detection equipment, the availability of the track circuit as part of
the complete system is dependent on the physical conditions on the ground, as specified in individual
parameters.
717
718
719
2.
Max conducted interference (immunity of the track circuit) shall be defined from the Frequency
Management.
720
6.7.2.2
721
The availability is defined as:
Reliability
Availability
General
Definition
MTBF
, [%]
(MTBF + MTTR)
722
AR =
723
724
725
MTBF is product specific and is defined for the equipment of the track detection system required for a
single detection section (indoor and outdoor). The integrity of the trackside cables and tracks/rails is
excluded from the MTBF calculations.
726
Mean Time to Repair (MTTR):
30 min to. 300 min. (typical worst case)
727
728
729
In addition to the defined MTBF of train detection equipment the availability of the track circuit as part of the
complete system depends on the physical conditions in the environment it is installed in. Availability targets
for track circuits cannot be defined independently from the rest of the infrastructure elements it comprises of.
730
Typically, RSF of 10 is achievable.
731
6.7.3
732
6.7.3.1
733
734
In order to guarantee proper functioning of the track circuit as a train detection system, maintenance is
essential to maintain safety.
735
736
Correct functioning depends on the impedances, which can be connected in parallel and in series to the
measured track circuit on the ground.
737
Different elements of maintenance for some existing track circuits are defined in Annex D (informative)
738
739
MTTR of complete system is to be covered under the responsibility of the supplier: the safety cases following
any failure have to be predefined. Any implications for IM shall be captured in their respective SMS.
-5
Maintainability
General
31
oSIST prEN 50617-1:2013

prEN 50617-1:2013 (E)
740
741
Elements to be considered for maintainability on the Trackside (and the type of failure, they might lead to) are
listed below:
742
743
744
745
746
747
Insulating joints (RSF)

Bonding (RSF)
Interconnections (WSF)
Ballast resistance (RSF)
Broken Rail (RSF/WSF)
Other Elements:
748
749
750
In House Equipment Suppliers responsibility

Cabling/Wiring/Connection Boxes
Time without train runs
751
6.7.3.2
752
753
754
The maintainability of the track circuit is part of the complete railway system maintenance and depends on the
physical conditions of the individual elements of the system used by the track circuit (e.g. ballast, rails, etc.). It
may be specific for the type of track circuit, although the following requirement is recommended:
755
756
As a minimum, a maintenance interval of one year is proposed. This relates only to the track circuit hardware.
Maintenance for the all components of the track circuits shall be derived from EN 50126.
757
6.7.4
758
The following information and definitions are derived from EN 50126, EN 50128 and EN 50129.
759
760
761
The safety of the trains on railways is based on the definitive "track free" or "track not free" indication. The
following levels of safety integrity can be specified for "track free" indication provided by track vacancy
detection systems.
762
763
764
This parameter shall be validated / proved in the safety case for the track circuit. It shall be shown in the
safety case that the safety integrity level required can be achieved. Limits and requirements are described in
EN 50126, EN 50128 and EN 50129.
765
NOTE
766
Safety
Application examples for different safety requirements
Lower safety integrity level (SIL 0 to 3)
767
768
769
770
771
772
For systems designed with the lowest level of safety integrity, it can be stated that the system itself is not safety
relevant. There is no level of automatic train protection that can be achieved with these systems. In such
circumstances, the train driver is the only person who is responsible for the safe train movement. Based on the
reaction time of any human being, the train speed shall be restricted to allow a minimum of safety. A set of "drive
by sight" rules shall be defined. These types of low integrity train vacancy system are applicable for example on
unprotected tram systems which share the track with normal road traffic vehicles.
773
774
775
776
777
Another point of view applies to systems where tracks are designed to transport freight only or with a very limited
number of persons to be transported per day. In that case a risk of injures is limited to a minimum acceptable
level. The system safety level is primarily required to protect the train and the driver. Examples of such
applications can be for freight yards / depots, where driverless locomotive operation is permitted. In that case a
safety level up to SIL 2 or in limited cases SIL 3 is required.
778
779
780
781
782
783
Highest safety integrity level (SIL 4)

-
32
On lines defined to transport passengers and designed for speeds higher than 80 km/h or where the direct line of
sight is not always assured (like in tunnels) the safety can not be left only under the responsibility of the drivers
and additional protection shall be provided. Usually this scenario will occur on interoperable lines with mixed
passenger and freight traffic. On this basis, a safety integrity level of SIL 4 for the complete train detection system
is required, in the context of its application.
oSIST prEN 50617-1:2013

prEN 50617-1:2013 (E)
784
6.7.5
785
786
The safety case shall demonstrate that all RAMS parameters required for the intended application can be
achieved. Guidance of EN 50126, EN 50128, EN 50129 shall be sought.
787
788
7.1
789
7.1.1
790
791
As a general principle, the track circuit shall be able to detect trains which are compliant with 3.1.9 and
3.1.10 of ERA/ERTMS/033281.
792
The shunt impedance in this standard is defined in relation to vehicle mass / axle load.
793
794
795
796
797
The train shunt is defined as the total impedance including the contact impedance between wheel and track,
the resulting impedance of the wheel sets of a vehicle. The train shunt is known to be strongly affected by the
dynamic behaviour of the wheel-rail contact. Sanding, leaves and other non conductive pollution strongly
affect the resulting impedance. The parameters axle load, quality of wheel surface, quality of track surface,
electric traction or not and e.g. the presence of tread brakes also affect the resulting impedance.
798
799
To obtain these values all of the complex and related parameters have to be taken into account. Annex E
provides an example of how this parameter can be managed.
800
801
802
The train shunt is only partly defined by the maximum allowed wheel to wheel impedance. The non-linear
nature of the rail-wheel impedance with respect to rail to rail voltage is a specific track circuit parameter and
cannot be standardised.
803
804
In RST TSI (Annex A, appendix 1, subclause 3 Vehicle Design, 3.5 Impedance between wheels), the electrical
impedance between the running surfaces of the opposite wheels of a wheel set shall not exceed:
805
806
Validation of all RAMS parameters
Train based parameters

Shunt impedance
General
0.01 for new or reassembled wheel sets;

0.05 after overhaul of wheel sets.
807
808
In practice the shunt seen by the track circuit is increased in value by the amount of pollution on the wheel and
track surfaces.
809
7.1.2
810
811
812
813
To demonstrate reliable detection of train by the track circuit, 0.5 shall be selected for a control test shunt,
as an appropriate worst case value. If the track circuit is demonstrated to detect a train only with a lower
shunt value, additional restrictions shall be in place to maintain safe operation in accordance with the SMS of
the IM.
814
815
NOTE
Lower shunting capability may be a requirement for certain track circuits which have broken rail detection as
part of their functionality. This is expected to be covered in the Safety Management System of the Infrastructure Manager.
816
817
818
To maintain the correct operation of the track circuit, this parameter shall be managed by the Infrastructure
Manager/Controller and Railway Undertakings who operate the trains, to keep this parameter within the
limitations of the safety case.
819
7.1.3
820
Test with a control shunt shall be performed to demonstrate correct operation.
33
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prEN 50617-1:2013 (E)
821
822
8.1
823
8.1.1
824
This worst case value is used to calculate the allowed interference currents in the track circuits.
825
826
As an example, the maximum allowed interference current can be defined based on the following equivalent
electrical diagram shown in Figure 22:
827
The limits are derived for 2 scenarios:
828
829
830
831
Track based parameters

Total impedance of the track
General
WSF when the track is occupied by the vehicle but due to interference it shows a free status;
RSF when the track is free of train but due to interference it shows a not free' status.
The derivation of these limits is based on different subsets of the parameters.

IRJ
IRJ
Z3
Z3
Rb
Z3
Rv
Rt
Z3
Track section with length l
Rr
Zs
Zl
110 V in
phase with
U
f Hz
Is
U, f
Supply side
832
Il
Relay side
833
Figure 22 Ballast impedance Rb
834
835
As Figure 22 shows that there are two conflicting parameters influencing the detection of a train; the actual
(dynamic) train shunt (Rt) and the ballast impedance (Rb).
836
837
Both impedances are in parallel, thus the resulting impedance will determine whether or not the track will
function correctly.
838
839
The wrong side failure scenario for interference shall be determined for the maximum train shunt of 0.5 .
The following values shall also defined:
840
841
842
843
844
34
the maximum transmitter voltage;

the maximum ballast impedance;
the maximum interference current limit;
the maximum unbalance (for double rail track circuit);
oSIST prEN 50617-1:2013

prEN 50617-1:2013 (E)
845
846
Ballast impedance, as part of the total impedance of track, is an important parameter for maintenance and can
affect correct functioning of the track circuit as defined in 6.7.3
847
8.1.2
848
The specific value for total track impedance shall be determined depending on the TC frequency of operation.
849
8.1.3
850
851
The max impedance of the track is defined in the safety case for the track circuit. The ballast impedance,
used to define the WSF scenario for interference currents, shall be controlled by the SMS of the IM.
852
8.2
853
8.2.1
854
855
856
857
The parameter is a fundamental part of the rail-rail impedance. The exact definition is the impedance seen
between a rail and the electrical ground underneath it. Rail to earth analyses are provided in Annex F
(informative). The parameter is of relevance to track circuits. If the track quality is maintained to the limits
defined by the TSI (min 5 k per connection point to ground) detrimental effects can not be expected.
858
Rail to ground impedance is a factor in several phenomena which affect the railway:
Validation of parameter
Rail to Earth impedance

General
859
860
The rail to ground impedance is a fundamental controlling factor in determining the detection range of
a track circuit.
861
862
The rail to ground impedance affects the balance of current flow in the rails; thereby having an indirect
effect on the interference seen by a track circuit.
863
864
The rail to ground impedance is of importance on DC railways to limit electrochemical corrosion

effects.
865
The rail to ground impedance affects the touch potential generated in the return rails.
866
867
868
869
870
Calculations indicate that 90% of the inter-rail impedance (in the absence of trains, cross-bonds etc) is in the
pad under the rails (and track clip insulator). This can be bridged by the rail-ground capacitance at higher
frequencies and by any contamination water, oil, metal dust etc. The major current path between rails is not
via the ballast but flows down into the soil beneath the railway and crosses between the rails via earth.
Details of the assessment and further calculations are given in the supporting technical documentation.
871
8.2.2
872
873
There are several existing standards which include or imply definitions of ground impedance requirements for
various effects.
874
8.2.2.1
875
876
TSI minimum electrical impedance of fastening is 5 k with fastener spacing of 600 mm gives a rail-ground
impedance of 3 .km. Local variations are calculated between 2 .km and 10 .km.
877
8.2.2.2
878
879
TSI minimum electrical impedance of fastening is 5 k: this can be interpreted as local contamination
5)
impedance should be 5 k .
Limits and requirements
Ground impedance: track circuits
Ground impedance: local contamination
5) TSI states that some components of the CCS subsystem may require higher values.
35
oSIST prEN 50617-1:2013

prEN 50617-1:2013 (E)
880
8.2.2.3
Ground impedance: Corrosion
881
Ground Impedance in relation to corrosion is referred to in EN 50122-2.
882
8.2.2.4
883
884
Ground impedance influences the touch potential on cables connected to track circuits. Limits of acceptable
touch potentials are given in EN 50122-1 and EN 50122-3.
885
8.2.3
886
The validation of this parameter is included as part of the ballast impedance tests in section 8.6.
887
8.3
888
The quality of rail surface is part of the total track impedance value, covered in 8.1.
889
8.4
890
8.4.1
891
892
For reliable operation of the track circuits which use insulating joints as a separation between adjacent block
sections, a minimum value of the rail insulated joint is required to be maintained.
893
894
The purpose of the insulated rail joints is to prevent the current from a track circuit flowing in an adjoining track
circuit and causing a wrong side failure condition thus affecting safety or availability.
895
8.4.2
896
The following values for IRJ are defined in 8.4.2.1 and 8.4.2.2 and shall be verified by the corresponding test.
897
The validation of the requirements and the limits shall be part of the submission to a notified body.
898
8.4.2.1
899
900
The IRJ shall withstand the following dielectric strength test: 4 kVAC 50 Hz for 60 seconds. The type test is
managed in laboratory with the IRJ insulated from ground.
901
902
The IRJ shall fulfil the requirements for ohmic resistance values shown in Table 5 with a dc test voltage test
between 250 VDC and 500 VDC.
903
The following values in Table 5 shall be achieved for different levels of humidity.
Ground impedance: touch potential
Validation
Rail surface resistance / track quality
Insulated rail joint value

General
Electrical test
Table 5 Insulation values at different humidity
904
905
36
Humidity
Insulation
60%
600 M
65%
70 M
70%
7 M
75%
3 M
80%
1,5 M
oSIST prEN 50617-1:2013

prEN 50617-1:2013 (E)
906
907
In normal working conditions, it is expected that the electrical test shall detect an insulation fault if the
measured value falls below a limit defined by the IM.
908
8.4.2.2
909
910
The mechanical strength of IRJ is a track quality parameter. A set of requirements for mechanical tests is
provided as an example in Annex G.
911
8.4.3
912
Laboratory test shall be performed, as part of type approvals.
913
8.5
914
8.5.1
915
916
For the use of track circuits on the track the impedance between the rails shall be higher than the minimum
impedance needed for the availability level of the track circuit.
917
The type of sleepers and their isolation to the rails will influence the impedance between the rails.
918
For its normal function, the track circuit needs minimum impedance between the rails depending on:
Mechanical test
Validation
Type of sleepers / track structure

General
919
The maximum length
920
The power of the transmitter
921
The working frequency
922
The impedance of the receiver seen from the track
923
These minimum impedances are product depending.
924
8.5.2
925
This parameter defines the requirements for the sleepers used in the track circuit environment.
926
There are three types of sleepers used in the railway infrastructure:
927
Wooden sleepers
928
Concrete sleepers
929
Metal sleepers
930
Each has his typical form and isolation.
931
The metallic bridges are effectively covered by the tests of metal sleepers.
932
933
The whole construction (sleepers, isolations between sleepers and rails, distance between the sleepers,
isolations to earth, ballast, and metal bridges) gives certain impedance between the rails.
934
8.5.3
935
936
For each type of sleepers, a test shall be done with the sleeper mounted on its isolation pad but without
ballast. It shall also be tested under the influence of salty water poured over it (worst case conditions).
937
These tests shall be done according to EN 13146 Part 5.
938
The validation of the requirements and the limits shall be part of the submission to a notified body.
Requirement and validation
37
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prEN 50617-1:2013 (E)
939
940
The minimum value for acceptance depends of the type of track circuits that are used and the distance
between two sleepers. The requirements in the TSI INF are as follow:
941
942
The minimum impedance between the rails is 3 km for conventional lines, 8 .km for high speed
lines, but can be asked by the IM for a higher value to put other TC on the tracks.
943
The minimum impedance of the complete mounted sleeper with respect to EN 13481 should be:
944
5 k per sleeper for conventional lines,
945
15 k per sleeper for high speed lines
946
947
The impedance shall be tested according to EN 13146-5, but the IM can require a higher value to suit
other TC types.
948
Examples are provided in Annex H.
949
NOTE
950
8.6
951
8.6.1
952
953
In order to ensure correct functioning of the track circuit, a minimum ballast resistance between the rails is
required to be maintained.
954
This minimum ballast resistance is required to achieve the expected availability level of the track circuit.
955
8.6.2
956
This parameter defines the requirement for ballast resistance necessary in the track circuit environment.
957
958
The whole construction of track (sleepers, isolations between sleepers and rails, distance between the
sleepers, isolations to earth, ballast, and metal bridges) gives certain impedance between the rails.
959
8.6.3
960
The verification of the ballast resistance shall be performed according to EN 13146 5.
961
The IM shall ensure that a minimum ballast resistance between the rails is achieved, as follows:
This parameter shall be considered in conjunction with 8.6 to formulate a basic parameter for track circuit.
Ballast resistance
General
Requirements for validation
962
3 .km for conventional lines
963
8 .km for high speed lines.
964
965
966
967
968
969
NOTE
In the past, values of 3 .km to 6 .km for ballast resistance were specified for track maintenance purposes.
Higher values can be also specified by individual IMs. The parameter is important for TDS, especially for new designs.
Higher values allow longer lengths to be achieved. The max length of the track circuit shall be defined for the min ballast
resistance that can be maintained. For new designs, the signalling manufacturer shall define the min acceptable ballast
resistance required.
970
971
If the specified ballast resistance cannot be achieved, it shall be necessary to install a system with respect to EN 13481, to
ensure the following min value of an alternative parameter:
972
5 k resistance per sleeper for high speed and conventional lines.
38
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prEN 50617-1:2013 (E)
973
8.7
Maximum time without train runs
974
8.7.1
975
976
Without regular passage of wheels, the state of the rail gets contaminated by various polluters and the
rail/wheel contact degrades.
977
8.7.2
978
979
This parameter defines the minimum number of daily runs in nominal condition in order to ensure correct
functioning and reliable operation of the TC.
980
981
This parameter also defines the maximum time without train runs in degraded condition beyond which the
functioning of TC is no longer reliable.
982
8.7.3
983
984
As per the Safety Management System of the Infrastructure Manager, specific limits shall be defined by
individual Infrastructure Manager in conjunction with suppliers.
985
986
9.1
987
9.1.1
988
989
990
Signalling power supply provides the energy to the track circuit system. The characteristics of the power
supply shall be adapted to the needs of the TC system, and the TC system shall tolerate some natural
variations of these characteristics.
991
9.1.2
992
According to EN 50160, the power supply quality can be characterised by the following parameters:
General
Requirements and validation
Environmental and other parameters

Signalling power supply quality with respect to availability
993
994
995
996
997
998
999
9.1.3
General
Definition
Variation of the voltage magnitude

Variation of the mains frequency of the AC power systems
Voltage dips and power interruptions
Voltage harmonic and distortion level of the AC power systems
AC ripple on DC power systems
Other EMC related phenomena
1000
1001
Power supply characteristics and quality levels shall be defined by agreement between the infrastructure
manager and the track circuit manufacturers.
1002
1003
1004
Tests can be performed on the track circuit component according to the relevant standard from the
EN 61000-4 series, or other testing methods defined by agreement between the infrastructure manager and
the track circuit manufacturer.
1005
For EMC phenomena, standard EN 50121-4 shall be applied (see also 9.5).
39
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prEN 50617-1:2013 (E)
1006
9.2
1007
9.2.1
1008
1009
1010
Power supply quality (i.e. harmonic voltages) at the pantograph of trains has an influence on the interference
currents seen by the track circuit. Harmonic voltages in the power supply will lead to higher or additional
interference currents through rolling stock, depending on the impedance of traction units.
1011
1012
1013
1014
1015
1016
1017
Power supply quality is considered in the definition of frequency management for track circuits and rolling
stock for the target system. Parameters frequency management / separation of operational channels and
vehicle impedance have been defined also under this aspect, including all individual values (frequencies,
current limits etc.). However, power supply quality is normally not measured during operation of railway
systems, and improving power supply quality can be complex and costly (e.g. installation of additional highvoltage damping devices). Therefore, it will be essential to define a consistent frequency management for the
target system, as part of Interoperability requirements.
1018
9.2.2
1019
1020
1021
1022
1023
No separate limits can be defined for traction power supply quality. The traction power supply quality is a
factor taken into account by the model used to predict rolling stock emissions for the purposes of FM.
Therefore, the requirement for traction power supply quality of the target system is embedded in the rolling
stock emission requirements as part of the frequency management and vehicle impedance requirements
defined in section Annex B.
1024
9.3
1025
9.3.1
1026
1027
1028
Sand when applied to the rail to improve adhesion levels for traction and braking may affect the safe
performance of the track circuit. For reliable train detection by track circuits, the density or thickness of the
layer of sand on the rail and the associated electrical resistance it presents should be limited.
1029
1030
1031
If the amount of sand is too high, track circuit failures - due to the isolation layer of sand between wheel and
rail may appear. This means that the train may not be detected reliably by the track circuit system, and in
the worst case, the track circuit may report/qualify the section as free in the presence of train.
1032
9.3.2
1033
1034
No specific requirement can be defined as long as the sanding equipment complies with TSI CCS and
ERA/ERTMS/033281, subclause 3.1.4.
1035
9.3.3
1036
No requirements for the track circuit can be defined.
1037
9.4
1038
9.4.1
1039
9.4.1.1
1040
1041
The ambient temperature range is a basic requirement for all technologies to ensure the correct functionality
and reliability of electric and electronic equipment in the target application environment.
1042
1043
The ambient temperatures for signalling equipment are described in the standard EN 50125-3. EN 50125-3
offers a list of several temperature categories.
1044
1045
Therefore there are different ambient temperature ranges to be applied for these kinds of track circuit
components.
40
Traction power supply quality

General
Amount of sand
General
Weather, ice and other environmental conditions

Temperature
General
oSIST prEN 50617-1:2013

prEN 50617-1:2013 (E)
1046
9.4.1.2
1047
1048
1049
The track circuit evaluator component shall work in the temperature range and under the conditions which are
described in EN 50125-3, class T1 and T2 for containers or in buildings either with or without temperature
control.
1050
Depending on the location of application the given temperature ranges shall be applied.
1051
9.4.1.3
1052
1053
The track circuit trackside equipment located in a junction box or in a cubicle near by the track has to work in
the temperature range and under the conditions as defined in EN 50125-3, class T1 and T2 in a cubicle.
1054
These temperature ranges cover the following thermal influences:
1055
1056
1057
1058
1059
Ambient temperature for track circuit evaluator component
Ambient temperature for track circuit trackside equipment
Ambient temperature at the ground on railway tracks (including thermal radiation from the ground of
the track)
Higher air temperatures, as in the open air, are taken into account inside cubicles, not temperature
controlled containers or buildings caused by power dissipation of other inside installed components
and influence of solar radiation.
1060
1061
NOTE
If the trackside equipment is located in a cubicle together with other equipments it has to be made sure, that
the internal temperature of the cubicle will not exceed the specified temperature range.
1062
9.4.2
1063
9.4.2.1
1064
1065
1066
a) Height-level
Air-pressures above and below the range specified in 9.4.2.2 may cause malfunction or damage of the
equipment (isolation).
1067
1068
1069
b) Aerodynamic forces at free lines / Aerodynamic forces in tunnels

Aerodynamic forces may lift the cabling, loosen lids of electronic housing or loosen parts of the equipment in
general.
1070
1071
1072
c) Wind
Very strong winds may lift the cabling, loosen lids of electronic housing, and loosen parts of the equipment in
general.
1073
9.4.2.2
1074
1075
Test of the right function and the resistance against air flow in wind-tunnels or by putting mechanical pressure
on certain points of the housing shall be performed.
1076
1077
According to the standard EN 60721-3, category 4 Z10, and according to EN 50125-3 category A1, the track
circuit shall work within the air-pressure (height-level) range of:
Pressure/Airflow
General
1078
- min. air-pressure:
84 kPa
1079
- max. air-pressure:
106 kPa
1080
(-> height level up to 1400 m over zero)
1081
1082
The maximum resulting aerodynamic forces at free lines / in tunnels shall be calculated/defined for the single
situations by the manufacturer on basis data from the infrastructure manager.
41
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prEN 50617-1:2013 (E)
1083
9.4.3
Humidity
1084
9.4.3.1
1085
1086
Humidity especially inside the equipment or its electronic parts may cause malfunction as well as damage
(short circuit, etc.).
1087
9.4.3.2
1088
Test shall be performed according to EN 50125-3, Table 3 Humidity at different places T1
1089
The track circuit shall work within the following humidity range:
General
1090
- permanent min. rel. air humidity: 15 %
1091
- permanent max. rel. air humidity: 100%
1092
9.4.4
1093
1094
Laboratory tests shall be performed so far as it is possible for different categories of precipitation - rain, hail,
snow, ice. In addition, tests on the track under real conditions (e.g. winter) shall be applied.
1095
1096
The track circuit shall be demonstrated to perform reliably up to the maximum precipitation levels defined in
9.4.4.1, 9.4.4.2, 9.4.4.3 and 9.4.4.4.
1097
9.4.4.1
1098
1099
Rain together with air flow may get in the equipments or electronic parts (see also subclauses 9.4.2 and
9.4.3).
1100
1101
Tests shall demonstrate that the track circuit operates reliably under permanent rain level of 6 mm/min in
combination with air flow defined according to EN 50125-3, subclause 4.6.
1102
9.4.4.2
1103
1104
Tests shall demonstrate that the track circuit operates reliably under permanent withstand of all type of snow
together with air flow defined according to EN 50125-3, subclause 4.7.
1105
9.4.4.3
1106
1107
1108
Hail may cause physical damage, especially if the hail stones have diameter bigger than 15 mm.
Consequently, water may get into the equipment case and reach the electronic parts inside. The humidity
levels will build up as a result (see also subclause 9.4.3 on effects of humidity).
1109
1110
Tests shall demonstrate that the track circuit operates reliably under permanent hail conditions with hails
stones of 15 mm diameter.
1111
NOTE
Exceptionally high diameter hail stones are possible in laboratory condition according to EN 50125-3, 4.7.
1112
9.4.4.4
Ice
1113
1114
1115
Ice can form underneath the train and if it becomes loose and falls over the track circuit equipment it may
cause physical damage. Consequently, water may get into the equipment case and reach the electronic parts
inside. The humidity levels will build up as a result (see also subclause 9.4.3 on effects of humidity).
1116
1117
Tests shall demonstrate that the track circuit operates reliably under permanent icy conditions specified
according to EN 50125-3, 4.8.
1118
NOTE
42
Precipitation
Rain
Snow
Hail
Ice, falling off the trains and any risk to the following trains is outside the scope of this standard.
oSIST prEN 50617-1:2013

prEN 50617-1:2013 (E)
1119
9.4.5
Solar radiation
1120
1121
1122
Solar radiation may influence the quality of material (cabling, plastic covers, etc.). The track circuit shall not be
damaged, otherwise, water digress may occur and humidity may built up and affect electronic parts (see
subclause 9.4.3).
1123
The effect of solar radiation is covered by the parameter "Ambient temperature" in 9.4.1.
1124
1125
According to EN 50125-3, subclause 4.9, the track circuit components destined for lineside installation, shall
2
be designed to operate reliably over their expected life time with a maximum solar radiation of 1120 W/m .
1126
9.4.6
1127
1128
1129
In certain local areas and for some extreme climate conditions, it would be possible, that water will stand in
the area of the track circuit. If any water gets into the equipment housing, the electronic parts may be
damaged and the track circuit will be disturbed or work not correctly (see also subclause 9.4.3).
1130
1131
The track circuit component placed on the track should be protected against water at a depth of 820 mm from
the top of the housing for duration of one hour.
1132
1133
1134
1135
The track circuit shall operate reliably after the test performed according to EN 60529, category IP65 for any
trackside mounted equipment, and IP68 for any rail mounted equipment. The track circuit rail mounted
components shall be tested under water at a depth of 820 mm from the top of the housing for duration of one
hour.
1136
9.4.7
1137
9.4.7.1
1138
1139
1140
Any track circuit component mounted on the rail shall withstand very high impulses and accelerations.
Vibrations / impulses may loosen electronic parts, connectors, or destroy electronic components etc. with the
result of malfunction.
1141
9.4.7.2
1142
1143
1144
The component shall operate properly during and after the tests defined in EN 50125-3. The test limits shall
be chosen according to the specific location of the track circuit component under test, e.g. sleeper mounted,
ballast mounted, box mounted outside the track.
1145
9.5
1146
9.5.1
1147
1148
1149
1150
The track circuit may be influenced by different magnetic / electromagnetic fields resulting from the current in
the rail, from electromagnetic sources on board the passing trains and from its external environment e.g. radio
transmitters or lightning. Depending on the magnitude of the source, correct functionality can be lost
temporarily, or in very extreme cases the track circuit can be damaged.
1151
9.5.2
1152
1153
1154
The track circuit should fulfil the requirements in 6.4 for the frequency management described in Annex B in
the absence of FM defined in the TSI CCS or other existing national rules for compatibility between RST and
TDS.
1155
1156
NOTE 1
For clarification, the FM for the target system will be deleted from this document and cross referenced from
the TSI suite of documents only, once the TSIs are completely developed and published.
Protection level (IP)
Vibrations / shock
General
EMC
General
Requirement and validation for EMC with respect to vehicles
43
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prEN 50617-1:2013 (E)
1157
1158
1159
1160
1161
NOTE 2
Magnetic Fields generated by eddy current brake are not covered in the standard. The interaction between
the track circuit and active / passive eddy current brakes will be described by the European research project on eddy
current brakes. The possible influences on the infrastructure, including track and layout, will probably be the subject of
another standard working group on eddy current brakes. Once these interfaces are defined, the intention is to include the
relevant results for the impact on track circuit design here in a dedicated subclause of this document.
1162
9.5.3
1163
The track circuit shall be immune to electromagnetic fields, specified according to EN 50121-4.
1164
9.5.4
1165
The manufacturer shall provide details of overvoltage protection provided by the design of the track circuit.
44
Requirement and validation for EMC with radio transmitters
Requirement and validation for overvoltage protection (including indirect lightning effects)
oSIST prEN 50617-1:2013

prEN 50617-1:2013 (E)
Annex A
(informative)
1166
1167
1168
1169
1170
1171
Scenarios for broken rail

Relation Track circuit Broken rail detection
A.1 Basic principle
1172
1173
Figure A.1 Broken rail basic principle
1174
In case of a single track circuit, each track circuit will detect a broken rail, even when with single rail insulation.
45
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prEN 50617-1:2013 (E)
1175
A.2 Fail safe system
1176
1177
Figure A.2 No detection of the first failure
1178
1179
A fail safe system is a system that will experience a RSF with a single failure (i.e. it is detected) before the
second failure (together with the first one), which will lead to a WSF.
1180
1181
1182
The first broken rail may not be detected, because there is a parallel way to the cracked rail with lower
impedance, but the vehicle will always be detected. In case of a second broken rail in the same rail the
vehicle will be lost and it will qualify as WSF, see figure A.3.
1183
Figure A.3 Scenario of WSF: no detection of the train
1184
46
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prEN 50617-1:2013 (E)
1185
A.3 Examples where the broken rail detection is not possible.
1186
A.3.1 S&C area
1187
In each S&C area you will have parallel way over the rails.
1188
A.3.2 Single rail isolation
1189
1190
Figure A.4 Single rail isolation
1191
With single rail isolation the earthed rails appear in parallel.
1192
A.3.3 Parallel ways by other tracks circuits or (and) earthing connections
1193
1194
Figure A.5 Parallel ways
47
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prEN 50617-1:2013 (E)
Annex B
(informative)
1195
1196
1197
Frequency management
1198
1199
B.1 Introduction/background to development
1200
1201
1202
1203
1204
1205
1206
1207
1208
The Frequency Management for track circuits and rolling stock is a concept proposed to define the
compatibility limits between RST and track circuits in this document. The frequency bands and limits are
derived from commonly available TC limits combined with calculated emissions of state-of-the-art RST. This
includes effects of several identical trains in the same power supply feeding section which can not always be
guaranteed to provide optimum interlacing between individual traction units. Characteristic emissions from the
traction power supply are also included in the FM calculations. It is acknowledged that the harmonised
evaluation of transient effects is still under development. Typical transients are included in the FM
calculations and evaluated against known filter bandwidth defined for existing track circuits in the relevant
range. Additional work is expected on this topic from EUREMCO project.
1209
The basic conflict between rolling stock and detection systems is:
1210
1211
1212
Rolling stock uses electrical switching power for traction and auxiliary systems, which results in high
return currents at the fundamental frequency and its harmonics corresponding to the main switching
frequency;
1213
1214
TCs use the rails to connect between the receiver and transmitter. TCs signals are low power compared
to the return currents of the rolling stock.
1215
1216
1217
Combining rolling stock and detection systems requires robust EMC management to achieve a safe and
reliable interface between the individual subsystems (RST, CCS and Energy supply ENE). The status quo of
available compatibility limits across member states is plotted in Figure B.1.
Overall Gabarit for all train detection
1000
Harmonic Current
Amps RMS
100
10
0,1
0,01
0,001
1
10
100
1000
10000
Frequency Hz
1218
Figure B.1 Overall gabarit for all train detection systems
1219
48
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prEN 50617-1:2013 (E)
1220
B.1.1 Approach to Frequency Management
1221
1222
In the proposed FM,.the compatibility limits for TCs are specified as current taken from the catenary by a
single RST influencing unit.
1223
1224
1225
The FM as presented in this standard will be used to develop the FM for RST which ERA requires to close
one of the open points in the TSI Interface document, ref. ERA/ERTMS/033281, for the purposes of
interoperability.
1226
1227
Frequency management provides a solution to the basic conflict defined above. It offers the following benefits
for the future:
1228
1229
It allows infrastructure managers to use more than one train detection system on any route without the
need for individual compatibility cases,
1230
1231
It offers manufacturers of train detection systems objective criteria to design and construct new
systems
1232
1233
It offers rolling stock manufacturers the use of a standard approach to demonstrate compatibility with
(all) detection systems.
1234
1235
1236
1237
Although every effort was made to have the same emissions and limits for the following Power Supply
Systems 25 kV 50 Hz, 15 kV 16.7 Hz, 3 000 V DC and 1 500 V DC, some differences remain. This reflects
the existing situation, where vehicles and signalling systems are designed for a specific Power Supply
System.
1238
The approach to reach a frequency management is two-fold:
1239
1240
1241
Rolling stock emissions are defined for each power supply system, based on existing technologies,
without any additional measures to achieve compatibility for a specific country or infrastructure
segment like costly filters;
1242
Track circuit limits are taken into account as defined in TS50238-2;
1243
1244
Emissions and limits are then combined and Frequency Bands are carefully allocated where compatibility
could be established, see Table B.1.
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prEN 50617-1:2013 (E)
Table B.1 FM: band of operation for track circuit
1245
Frequency Management (FM)
Power
System
Lowest f0
[Hz]
I0 (low end)
[A]
f0
[Hz]
Highest f0 I0 (high end)

[Hz]
[A]
Evaluation
method /
Integration
time
DC
125
50
275
2,5
Time
domain
500 ms
16,7 Hz
125
16 /3 Hz
275
2,5
50 Hz
75
50
275
2,5
3 200
0,15
DC
16,7 Hz
50 Hz
1)
1 600
0,37
100
1 500
0,4
100
3 200
0,15
4 750
1,0
500
6 750
0,6
Time
domain
40 ms
19 500
0,2
Time
domain
40 ms
DC
16,7 Hz
50 Hz
DC
2)
9 500
0,6
1 000
DC
75
...
125
16,7 Hz
50 Hz
DC
3 200
0,15
...
6 750
0,1
16,7 Hz
50 Hz
3 200
3,2
...
4 750
2,0
DC
6 750
0,1
...
19 500
0,1
16,7 Hz
50 Hz
6 570
3,2
...
9 500
2,0
16,7 Hz
Reduced compliance with FM
50 Hz
FFT / 1 s
Time
domain or
FFT
Time
domain or
FFT
Time
domain or
FFT
Odd Harmonics shall be allowed up to 3 A, see 6.4.1.5
1246
1247
1248
1249
1250
1251
The current of a single influencing unit is denoted by I0 and is measured at the pantograph (point of drawing
power). The centre frequencies of the track circuits are denoted by f0, while f0 denotes the frequency
separation required between adjacent centre frequencies for operation of track circuits. The centre
frequencies in practice can differ as long as the established filter curve for the track circuit immunity is within
the defined parameters specified in Table B.1.
1252
The following restrictions for the choice of centre frequencies f0 apply:
1253
1254
1)
For DC systems, f0 shall not fall together with multiples of 300 Hz (characteristic harmonics of 6-pulse
rectifier brigde in substations
1255
1256
1257
2)
For AC systems (16,7 Hz and 50 Hz), the choice of f0 is still under discussion (to achieve co-ordination
between preferred line converter switching frequencies and resonances in the power supply together with
roof cables on rolling stock)
50
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prEN 50617-1:2013 (E)
1258
1259
1260
The proposed FM needs to be evaluated for potential limitations to Asset Management Policies of IM,
designers of TC and designers of RST. The economic evaluation to be conducted by ERA is expected to
identify those, by taking into account the main advantages it offers.
1261
B.1.2 Future Track Circuits and Frequency Management
1262
1263
1264
The obvious choice of a track circuit to meet the requirements of FM will be a coded train detection system
with frequencies of operation within the identified bands, because coding is the only viable alternative to avoid
wrong side failure due to interference currents from RST.
1265
B.1.3 Future RST and Frequency Management
1266
1267
1268
The proposed Frequency Management allows the immunity of the future track circuit to be based on a
carefully selected set of parameters. A different selection of RST parameters could completely compromise
the established compatibility with existing track circuits.
1269
B.1.4 Application of FM to existing generation Track Circuits
1270
1271
1272
1273
The immunity of a TC is not a simple single parameter. The immunity depends on the type of TC, the
implementation on the infrastructure and the worst-case assumptions under which the TC shall perform safely
and/or reliably. Both the TC types as well as these assumptions are different in the various European
countries.
1274
EXAMPLE
Two examples are provided to clarify the above statement:
1275
1276
1277
1278
1279
1280
The immunity limits as currently defined in TS50238-2 for the 75Hz GRS type TC, suggest the TC is
very sensitive to transients. This is due to the filter bandwidth and the defined integration time, which
causes any step change in current (a transient) to easily exceed the limit. At the same time, the same
step changes in current are known to regularly occur in practice without any known impact on track
circuit operation. In the Netherlands research is being done to further define and quantify allowable
transients to redefine the limit.
1281
1282
1283
1284
The immunity limit for double rail TC with IRJs in the Netherlands is 2,3 A. This limit is reached under
the worst-case assumption of 20% unbalance of current seen by the TC receiver. In practice the
average value of the unbalance is less than 1 to 2 %, so the practical immunity will be at least 23 A,
although this limit is only used as an unquoted safety margin.
1285
Current unbalance as seen by the track circuit receiver is defined in 6.4.1.5.
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prEN 50617-1:2013 (E)
1286
B.2 Frequency management Emission limits for rolling stock
1287
B.2.1 Emission limits for rolling stock supplied under DC power systems
1288
Figure B.2 Interference current limits for DC power systems
1289
1290
NOTE
The following evaluation parameters were used to derive at the limits proposed for Band X:
1291
f 3dB = 3% f o (appr. value for 2 X 2nd order Butterworth filter)
1292
f 20dB = 10% f o (7,5 Hz for 75 Hz TC or 27,5 Hz for 275 Hz TC)
1293
T 0 = 500 ms (integration time)
1294
1295
1296
Therefore, the limits for Band X shall be used for compatibility between RST and TC, and include any transient
interference. The absolute immunity of the TC to steady state interference is not shown on this graph and can be
established following the guidelines in 6.4.1.4.
52
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prEN 50617-1:2013 (E)
1297
B.2.2 Emission limits for rolling stock supplied under 16.7 Hz power systems
1298
1299
Figure B.3 Interference current limits for 16.7 Hz power systems
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prEN 50617-1:2013 (E)
1300
B.2.3 Emission limits for rolling stock supplied under 50 Hz power systems
1301
Figure B.4 Interference current limits for 50 Hz power systems
1302
54
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prEN 50617-1:2013 (E)
1303
B.3 Comparison with existing track circuits
1304
B.3.1 DC track circuits
1305
Operating frequencies :
1306
DC
1307
Figure B.5 Limits comparison for DC track circuits
1308
1309
Information source : BVS 543.19300 (2011)
1310
DC
Not existing.
16,7 Hz
Not compliant with FM (additional costs for vehicles, no coding).

Exists in SE only; removed in other countries. Not to be used outside of SE.
50 Hz
Not existing.
1311
55
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prEN 50617-1:2013 (E)
1312
B.3.2 GRS track circuits
1313
1314
75 Hz
1315
Figure B.6 Limits comparison for 75 Hz track circuit
1316
1317
Source:TS 50238-2 : 2010
1318
DC
Not compliant with FM. Lies in band for input filter resonance of future highly
efficient traction drives. Remains national. Clear definition of transients immunity
is needed.
16,7 Hz
Not existing.
50 Hz
For AC systems compliant only if current level is high enough. Clear definition of
handling of transients needed.
1319
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prEN 50617-1:2013 (E)
1320
B.3.3 Relay track circuits
1321
Operating frequencies:
1322
42 Hz
1323
95 Hz
1324
100 Hz
1325
105 Hz
1326
106.7 Hz
1327
125 Hz
1328
1329
Figure B.7 Limits comparison for various relay type track circuits
1330
1331
Source :
1332
SBB J78 (2008)
1333
BVS 543.19300 (2011)
1334
DC
Not existing.
16,7 Hz
National
Not compliant with FM. Only old installations remaining (42 and 100 Hz in DE,
CH, AT, 106.7 Hz in CH and AT, 125 Hz in CH, 95 and 105 Hz in NO).
50 Hz
Not existing.
1335
1336
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prEN 50617-1:2013 (E)
1337
B.3.4 UGSK 95
1338
1339
138 Hz
1340
175 Hz
1341
225 Hz
1342
1343
Figure B.8 Limits comparison for UGSK 95 type track circuit
1344
1345
Source: SBB J78 (2008)
1346
DC
Not existing.
16,7 Hz
National
Not compliant with FM. Exists in CH only. Not to be used for new applications.
50 Hz
Not existing.
1347
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prEN 50617-1:2013 (E)
1348
B.3.5 UGSK 3
1349
1350
208.75 Hz
1351
225.45 Hz
1352
242.15 Hz
1353
1354
Figure B.9 Limits comparison for UGSK 3 type track circuit
1355
1356
Source :
1357
TS 50238-2 : 2010
1358
DC
Not existing.
16,7 Hz
Compliant with FM.
50 Hz
Not existing.
1359
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prEN 50617-1:2013 (E)
1360
B.3.6 KOA
1361
1362
75 Hz
1363
275 Hz
1364
1365
Figure B.10 Limits comparison for KOA track circuit
1366
1367
Source: TS 50238-2 : 2010 plus addendum
1368
DC
National
X
75 Hz not compliant with FM (remains national). 275 Hz hast too low limits. Clear
definition of immunity to transients is needed.
16,7 Hz
Not existing.
50 Hz
Too low limits. Clear definition of handling of transients needed (proposed TSI
values already include effects of transients).
1369
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prEN 50617-1:2013 (E)
1370
B.3.7 UM 2 000
1371
1372
1700 Hz
1373
2000 Hz
1374
2300 Hz
1375
2600 Hz
1376
1377
Figure B.11 Limits comparison for UM 2 000 track circuit
1378
1379
Source: TS 50238-2 : 2010
1380
DC
Compliant with FM.
16,7 Hz
Not existing. Not compliant with FM.
50 Hz
Compliant with FM.
1381
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prEN 50617-1:2013 (E)
1382
B.3.8 EBI200 (TI21)
1383
1384
1 532 / 1 566 Hz (E)
1385
1 682 / 1 716 Hz (A)
1386
1 831 / 1 865 Hz (G)
1387
1 979 / 2 013 Hz (C)
1388
2 129 / 2 163 Hz (F)
1389
2 279 / 2 313 Hz (B)
1390
2 428 / 2 462 Hz (H)
1391
2 576 / 2 610 Hz (D)
1392
1393
Figure B.12 Limits comparison for EBI200 track circuit (projected)
1394
1395
Source: BVS 543.19300 (2011)
1396
Note the following assumption: steady state limit modified to 300 mA

DC
Compliant with FM.
16,7 Hz
National
Not compliant with FM. Exists in NO only. Not to be used in other countries.
50 Hz
Channels A (1 700 Hz), C (2 000 Hz), B (2 300 Hz), D (2 600 Hz): compliant with
FM.
National
1397
62
Other channels remain national (collision with odd harmonics of 50 Hz).
oSIST prEN 50617-1:2013

prEN 50617-1:2013 (E)
1398
B.3.9 JADE
1399
1400
1 595 Hz
1401
1 894 Hz
1402
2 206 Hz
1403
2 500 Hz
1404
2 841 Hz (for AC only)
1405
3 157 Hz (for AC only)
1406
NOTE
Frequencies/limits may deviate, depending on source document
1407
1408
Figure B.13 Limits comparison for Jade track circuit
1409
1410
Source: Various, mainly older. Values are partly contradictory. Under evaluation by Infrabel (IM)
1411
DC
(B)
Eventually compliant with FM. To be checked for exact frequencies.
16,7 Hz
50 Hz
(B)
Eventually compliant with FM. Limit for odd harmonics too low according to
available information, but to be checked against real immunity.
1412
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prEN 50617-1:2013 (E)
1413
B.3.10
Digicode
1414
1415
2 100 Hz
1416
2 500 Hz
1417
2 900 Hz
1418
3 300 Hz
1419
3 700 Hz
1420
4 100 Hz
1421
4 500 Hz
1422
4 900 Hz
1423
Figure B.14 Limits comparison for Digicode track circuit
1424
1425
Source: TS 50238-2 : 2010

DC
Compliant with FM
(NOTE: Band Y is less critical in DC systems than in AC)
16,7 Hz
50 Hz
Channels 2100, 2500 and 2900 Hz have too low limits for odd harmonics. Other
bands in conflict with resonances / preferred switching frequencies of rolling
stock.
1426
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prEN 50617-1:2013 (E)
1427
B.3.11
FTGS 46
1428
1429
4 750 Hz
1430
5 250 Hz
1431
5 750 Hz
1432
6 250 Hz
1433
1434
Figure B.15 Limits comparison for FTGS 46 track circuit
1435
1436
Source: TS 50238-2 : 2010

DC
Compliant with FM.
16,7 Hz
Compliant with FM.
50 Hz
Compliant with FM.
1437
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prEN 50617-1:2013 (E)
1438
B.3.12
FTGS 917
1439
1440
9 500 Hz
1441
10 500 Hz
1442
11 500 Hz
1443
12 500 Hz
1444
13 500 Hz
1445
14 500 Hz
1446
15 500 Hz
1447
16 500 Hz
1448
Figure B.16 Limits comparison for FTGS 917 track circuit
1449
1450
Source: TS 50 238-2 : 2010

DC
Compliant with FM.
16,7 Hz
(D)
Partly compliant with FM. Channels 15.5 and 16.5 kHz in conflict with resonance
effects together with preferred line converter switching frequencies of rolling
stock.
50 Hz
(D)
Partly compliant with FM. Channels 15.5 and 16.5 kHz in conflict with resonance
effects together with preferred line converter switching frequencies of rolling
stock.
1451
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prEN 50617-1:2013 (E)
1452
B.3.13
1453
1454
1455
1456
1457
1458
1459
1460
1461
1462
1463
1464
1465
1466
1467
1468
1469
CBDAC
3 750 Hz
4 250 Hz
4 750 Hz
5 250 Hz
5 750 Hz
6 250 Hz
6 750 Hz
7 250 Hz
9 500 Hz
10 500 Hz
11 500 Hz
12 500 Hz
13 500 Hz
14 500 Hz
15 500 Hz
16 500 Hz
1470
1471
Figure B.17 Limits comparison for CBDAC track circuit
1472
1473
Source: TS 50 238-2 : 2010 plus amendment

DC
Compliant with FM.
D
16,7 Hz
Not used so far. Channels 4 750 to 6 750 Hz and 9 500 to 14 500 Hz would be
compliant (same as for 50-Hz networks).
50 Hz
(C)
Partly compliant with FM. Some channels (7 250 Hz, 15.5 kHz and 16.5 kHz) in
conflict with resonance effects together with preferred line converter switching
frequencies of rolling stock.
(D)
1474
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prEN 50617-1:2013 (E)
Annex C
(informative)
1475
1476
1477
Vehicle Impedance / guidance for RST design to support the FM
1478
1479
C.1 Definition of the parameter
1480
1481
The impedance of a traction unit is a frequency-dependent value which can be interpreted as the reaction
(change in line current I) of the traction unit to harmonics 68U on the line voltage:
1482
1483
Z(f) = 1 / Y(f)
with
1484
Y(f) = I(f) / U(f)
1485
1486
1487
1488
This consideration is valid for all frequencies except the fundamental power supply frequency (where power
consumption is controlled separately). For low frequencies, a controlled influence may be present in Z(f). For
higher frequencies, the impedance is only given by parameters of the passive components (transformers,
inductors, capacitors, cables).
1489
C.2 Justification of the parameter
1490
1491
1492
1493
The systematic frequency management between rolling stock and track circuits will work only if the rolling
stock holds minimum requirements for the impedance seen from the power supply. Otherwise, the quality of
the railway power supply could be poor (e.g. in case of high level of harmonics produced by rolling stock), or
the high interference currents could be flowing through individual trains.
1494
C.3 Limits and RST requirements
1495
For DC traction:
1496
1497
1498
1499
1500
1501
Minimum inductive impedance at 300 Hz (value to be defined) in order to limit currents at

characteristic substation rectifier harmonics (applicable to one influencing unit IU, definition of an IU
see [TS 50 238-2])
If traction unit has an LC input filter: filter resonance either < 40 Hz, or between 60 and 80 Hz
For both AC and DC traction:
1502
1503
Maximum input capacitance (e.g. from shielded roof cables) for one influencing unit: 80 nF, or 0.2 nF
per meter of train length, whichever is the higher value
1504
C.4 Validation of the parameter
1505
1506
1507
The validation of the vehicle impedance is done during rolling stock type tests. The initial impedance values
are normally derived from type tests of the individual components, which are then compared / validated as
design parameters of the train. No measurements with complete trains are required.
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prEN 50617-1:2013 (E)
Annex D
(informative)
1508
1509
1510
1511
Example of elements of maintenance for existing track circuits
1512
1513
1514
1515
1516
1517
1518
1519
1520
1521
Adjusted by:
Rd (Output level) and
Rv (Sensitivity)
Rb Ballast resistance (to be as high as possible)
Rax Axle resistance + resistance of twice interface axle-rail
Rj.Joint-resistance, to be high, danger of overrolling
Sensitive against parasitic voltage
Short distance usage due to low DC-supply
Figure D.1 typical DC-TrackCircuit
1522
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prEN 50617-1:2013 (E)
1523
1524
1525
1526
Except Rd and Rv same parameter as above

No DC connection, nearly immune against parasitic Voltages
Failsafe due to phase-shift-design of neighbouring circuits
Figure D.2 Typical LF (40 110Hz) TrackCircuit for Motor-Track-Relay or Transistor-Track-Relay
1527
1528
Table D.1 Typical extension values of circuits
1529
Number of neighboring tracks for

return current (BB)
Category for Motor-Relay
Transistor-Relay
II
III
IV
100 Hz
106,7 Hz
45 m
90 m
155 m
370 m
130 m
250 m
65 m
130 m
230 m
580 m
240 m
450 m
80 m
185 m
335 m
860 m
350 m
650 m
95 m
230 m
425 m
1130 m
460 m
850 m
110 m
270 m
515 m
1400 m
570 m
1050 m
1530
1531
Category defines the proper wiring in the Motor-Relay-Trackside switchbox.
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1532
1533
1534
Parameters as seen in figures above
Figure D.3 Double track insulation system with earthing-transfer transformers
1535
1536
1537
1538
Parameters as seen additional layout of S-joint and tuning of capacitor
Figure D.4 Audio-frequency FTGS-Circuit with electric s-joints (jointless)
1539
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prEN 50617-1:2013 (E)
1540
According to the previous figures, parameters can be seen as follows:
1541
Rax..Axle-resistance, in series with 2x Rr
1542
Rr.Resistance of Rust covering each rail
1543
RbBallast-resistance in parallel to (Rax + 2Rr), decreasing sensitivity if too low
1544
1545
Rj.Resistance over joints, leading to RSF, when 0, if properly designed; might lead to WSF Justification
of the parameter
1546
The following generic requirements and consequences are defined:
1547
1548
1549
1550
1551
1552
Insulating Joints:
o To separate different track circuits properly, and separate from earthed rail, IRJ may be used.
Failure might end in over-rolling (= short-circuit to neighbouring rail)
o Maintained by regular visual inspection, no diagnostic system available.
o Leads to RSF (detected), if the track circuit is properly designed and it is a single failure (e.g.
Earth-jumping between abutting track circuits)
1553
1554
1555
1556
1557
Bonding:
o The quality and type of connection of cables to and between rails shall be maintained.
o Maintained by regular visual inspection
o Corrosion might lead to RSF, when properly designed (all bonds/connections to be connected
in series). WSF, when breaking of contact leads to loss of a rail under survey.
1558
1559
1560
1561
1562
1563
1564
1565
1566
1567
Interconnections/cross-bonds:
o Interconnections will assure the proper connection of different rails, especially in S&C areas
where different potential to earth may exist. The cross bonds provide serial connection
between rails to equalise potential by providing a continuous traction return path.
o Short interconnections are prone to breaking, when bent.
o Maintained by regular visual inspection.
o A disconnected cross bond can give rise to RSF conditions, in the absence of any other
failures. In case of a second failure occurring, for example a broken side lead of the receiver,
this can eliminate the signal rail from the track circuit detection path (or create run-round
paths) and lead to WSF of the track circuit.
1568
1569
1570
1571
1572
1573
1574
1575
1576
Ballast Resistance:
o Ballast resistance is the main influencing factor for reliable operation because it is connected
in parallel to the relevant value of shunt detection on the equivalent electrical track circuit
diagram.
o The ballast resistance depends on the ballast/sleeper quality, moisture and weather
o Ballast resistance is maintained by regular visual inspection although automated diagnostic
systems are feasible.
o When the minimum established values for reliable operation (in old systems: maximum
values, too) are exceeded, this leads to RSF.
1577
1578
1579
1580
1581
Broken Rail:
o If broken rail detection is part of the functionality of the track circuit it results in RSF.
NOTE
To have this functionality, the track circuit shall be double rail and using IRJ. Jointless track circuits do not
detect broken rail and work properly in the presence of single broken rail. The failure is not revealed.
o
o
1582
1583
1584
72
Second broken rail can potentially lead to WSF in jointless track circuits.
Broken rail detection is a supplementary function of the track circuit. If not provided as part of
the core functionality, surveys by various monitoring systems is feasible
oSIST prEN 50617-1:2013

prEN 50617-1:2013 (E)
1585
1586
1587
1588
1589
1590
1591
1592
In House Equipment
o System supplied by manufacturer according to 50126/SIL4 includes safety-cases,
certification, and, maintenance-plan for supplied equipment
o System borders shall be clearly defined by supplier in joint discussion with the IM
o Maintenance for the in-house equipment shall be defined according to the maintenance-plan
provided by the supplier in conjunction with the IM
o Conditions that can lead to RSF are described in the safety-cases by the supplier.
1593
1594
1595
1596
1597
1598
1599
1600
1601
1602
Cabling/Wiring/Connection Boxes
o Cabling on site has to be done under the responsibility of the nominated qualified supplier in
charge
o Proper earthing and insulation design to be provided
o Earthing of the cables and core-core and core-earth measurements shall be carried out as
required by the safety case for the track circuit
o The integrity of the wire-jumpers shall be monitored on a regular basis
o Maintenance shall be done by regular visual inspection. Vatous diagnostic systems are also
partly feasible.
1603
1604
1605
1606
1607
1608
1609
1610
Time without train runs:

o Corrosion of the rail might lead to WSF if the train is not detected by the track circuit due to
rust build up. Operational procedure for resetting into service after defined period of
system-standstill shall be introduced.
o Maintenance procedure shall be defined for Resetting into service
o The axle resistance seen by the track circuit might increase in case of exceeding corrosion
levels, which will lead to WSF.
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prEN 50617-1:2013 (E)
Annex E
(informative)
1611
1612
1613
1614
Example of management of shunt impedance
1615
1616
1617
In the Netherlands this is achieved by the so called Point Model. This model addresses the known critical
aspects in a pragmatic, though not scientifically proven way. It is based on several decades of experience and
measurements.
1618
1619
The point model and its parameters are described in the following table and most of the input parameters are
described in the train based parameters.
1620
If a train gets 43 points or more the train is certified.

Table E.1 Combination requirements only valid for electrical trains
1621
Aspect
Weight
Traction
type
Wheel
profile
Brake type
Axle load
Axles
Factor
Score (weight
factor)
Electrical
Else
Conform EN 13715
S1002
Else
Cast iron brakes
Else
< 5 ton
5 10 ton
10 15 ton
15 20 ton
> 20 ton
N axles
Total score
1622
1623
1624
1625
If the train does not reach 43 points the following rule will apply: The train will be accepted on a track if the
train is operated in addition to an existing operation of a minimum of 36 trains in 24 h. This train consists of a
minimum of 6 axles with an axle load of 6 tons or 4 axles with a minimum axle load of 18 tons.
1626
1627
When the point model is met, the surface quality is covered when running every 24 h and with the exception of
leaves!
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1628
1629
1630
1631
To cover this uncertainty that can heavily affect the safety of the track circuit systems Prorail has a number of
locations where the actual train shunt seen by a track circuit is permanently measured. When the values
exceed the limit the train operation parties are informed that loss of shunt is to be expected. Safety is then
achieved by more stringent procedures.
1632
The train shunt is only partly defined by the maximum allowed wheel to wheel resistance.
1633
1634
In TSI Annex A appendix 1 subclause 3 Vehicle Design 3.5 Impedance between wheels, the electrical
resistance between the running surfaces of the opposite wheels of a
1635
wheel set shall not exceed:
1636
- 0.01 for new or reassembled wheel sets;
1637
- 0.05 after overhaul of wheel sets.
1638
1639
1640
In practice this value is increased by pollution of the wheel and track surfaces. An appropriate worst case
value used in the Netherlands is a train shunt of 0.5 (ten times the shunt of a single wheel set). This worst
case value is used to calculate the allowed interference currents in the track circuits.
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prEN 50617-1:2013 (E)
Annex F
(informative)
1641
1642
1643
Rail to ground impedance analyses
1644
1645
F.1 Rail to ground impedance: Track Circuit Effects
1646
F.1.1 Physical factors
1647
1648
An analysis of the physical factors which affect the rail-ground impedance can be performed using a simple
FE model:
1649
1650
Figure F.1 FE model result
1651
1652
The material property values are derived from various reference sources and can vary widely: for instance
12
wood varies in conductivity by a factor of approx 10 between kiln dried and saturated fibre states.
1653
1654
1655
1656
1657
1658
1659
The FE model suggests that about 90% of the inter-rail resistance (in the absence of trains, cross-bonds etc)
is in the pad under the rails (and Pandrol clip insulator). This, of course, is effectively bridged by the railground capacitance at higher frequencies (whereas the current flow through the ground is not) and by any
contamination water, oil, metal dust etc. The model also shows that the major current path between rails is not
via the ballast but flows down into the soil beneath the railway and crosses between the rails via earth. The
model suggests that the conductivity rail-rail is approximately 8k m. This accords well with the accepted
values of between 2 and 10 km used in calculations in the UK.
1660
1661
1662
The model also shows that rail to ground impedance (resistance) will be affected by contamination of the
rail/sleeper interface. Contamination is often localised hence the rail-ground impedance is not constant along
a track. An example of localised rail contamination is shown below.
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1663
1664
Figure F.2 Example of ballast covering sleepers
1665
1666
1667
1668
The previous picture shows a situation where the ballast has been allowed to completely cover the sleepers.
This not only changes the length of rail in contact with the ballast creating an alternative path which bypasses
the rail pads but also allows surface debris to become lodged at rail level. In this instance the debris is a
piece of aluminium foil which would form a highly conductive bridge across an isolation pad.
1669
1670
1671
1672
1673
The rail to ground impedance can be represented by an equivalent circuit shown below. It should be noted
that the major components in this circuit are resistive and capacitive. Current flow in the ground is normally not
considered to be inductive however the resistance can be frequency dependent and although such eddy
current phenomena are used in sub-surface exploration this effect is not considered to be of high significance
in ground current flow at the frequencies of current track circuits.
1674
1675
Figure F.3 Equivalent circuit of ground path
1676
1677
1678
1679
1680
Railways tend to be continuous entities whereas track circuits tend to be of fixed length. Hence it is important
to model the track beyond the track circuit at either end. To do this an equivalent impedance, representing the
track beyond the section can be created. By iterating the track section circuit repetitively (see the 2 following
figures): the impedance calculation asymptotes to a fixed value allowing the use of a single component in the
resulting model.
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prEN 50617-1:2013 (E)
Receiver/
Relay
1681
Figure F.4 Equivalent impedance definition from a simple model
1682
1683
.............ETC
1684
1685
Figure F.5 Equivalent impedance definition from a complex model
1686
1687
1688
Then, using this, the attenuation at the receiver for a given transmitter voltage can be calculated using a
forward iteration. This gives you a nice picture of the attenuation along the rails from transmitter to receiver.
For low frequency signals this is linear but for higher frequencies it curves nicely.
1689
1690
1691
The model can then be used to decide, given the transmitter voltage and the receiver sensitivity what the track
length between them can be under various rail-ground conditions. This should give us some insight into what
is important.
1692
F.1.2 Symmetric rail- ground resistance
1693
The equivalent circuit of a section of track with its connections to ground is shown in the following figure.
Track beyond
Receiver
Track Circuit Length
ground
Receiver/
Relay
1694
1m section
of track
Transmitter
Rail to
ground
1695
Figure F.6 Equivalent circuit of a section track
1696
1697
1698
1699
1700
The circuit comprises a transmitter, receiver or relay, and the track. The track is represented by a repeating
block of components which model the rail and inter-rail impedance for a 1m section. The inter-rail impedance
is divided into three sections two sections representing the rail insulator and the third representing the ground
conduction For this simple two-wire case we can neglect mutual inductance and transverse (ground to
ground conduction along the railway) as these are symmetric.
1701
1702
The model includes the rail effects beyond the receiver (these can be significant) which is represented by a
characteristic (theoretical) line impedance based on the individual section components (see above).
1703
1704
The model shows that the effective length of detection for track circuits is limited by the rail-ground resistance.
The detection length is frequency dependent as the track components are frequency dependent. Whilst the
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prEN 50617-1:2013 (E)
1705
1706
effect is not length limiting for power frequencies it does affect audio frequency circuits and affects higher
frequency circuits e.g. at >50 kHz significantly reducing the effective detection length to approximately 100 m.
1707
1708
This analysis assumes that both rails have equal impedance to ground and, as such does not require any
longitudinal component of ground resistance.
1709
1710
1711
The model shows that a Rail-Rail resistance of 2 is sufficient to reduce the received signal at the receiver to
1/3 of that from the transmitter at audio frequencies. Thus it would seem that the rail to ground resistance
should be a minimum of half this quantity i.e. 1 /km.
1712
F.1.3 Values from experience
1713
1714
The TSI mandates a minimum track fixing impedance between rail and ground of 5 k. Assuming that clips
are spaced at 600 mm intervals then this gives a minimum resistance of 3 km per rail.
1715
1716
1717
1718
Each country has its local conditions however all are of the order of km. The UK uses a range of values
between 2 and 10 km and the Netherlands assumes values as low as 1.5 km. It can be seen that the TSI
and other country values are above the theoretical minimum for track circuit operation. Hence a nominal value
of 3 km may be adopted for future track circuit development as this is in line with the TSI.
1719
F.1.4 Asymmetric rail- ground resistance
1720
1721
1722
The longitudinal resistance of the ground path is low hence a simple model such as the one shown above
cannot be used. The model may be modified to include the longitudinal effects and to allow differential
resistance to ground (R1R2). One section of the modified model is shown below.
R1
R2
1723
1724
Figure F.7 Modified model
1725
1726
1727
1728
With the resistances to ground balanced the model behaves as for the mathematical analysis used above. To
allow exploration of the parameters the new model has been implemented in an electrical circuit simulation
package. The results shown below are for a nominal 1 km resistance to ground (i.e. 2 km rail-rail) with a
1.5 km track length.
1729
1730
The analysis shows that there is a slight longitudinal voltage generated along the track which is frequency
dependent.(blue, green, red lines) which rises to approximately 100 mV at high frequency.
1731
1732
1733
1734
The model also shows the degradation in receiver voltage with frequency (black line). A unit transmitter
voltage is used and at low frequency nearly the whole of this voltage is generated across the receiver. At
audio frequencies (>1 kHz) this has fallen to approximately 20 % of the transmitter value which correlates with
the analysis in the first section.
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prEN 50617-1:2013 (E)
Micro-Cap 9 Evaluation Version

Cenelectry.cir
3.98E00
3.00E00
1.00E00
1.00E-01
1.00E-02
4.00E-03
1735
1.00E01
v(12) (V) v(29) (V) v(30) (V) v(4)-v(1)
1.00E03
1.00E04
F (Hz)
Figure F.8 First analysis result
1736
1737
1.00E02
An imbalance between R1 and R2 may be introduced into the circuit which will simulate local contamination.
Micro-Cap 9 Evaluation Version
Cenelectry.cir
3.98E00
3.00E00
1.00E00
1.00E-01
1.00E-02
4.00E-03
1738
1.00E01
v(12) (V) v(29) (V) v(30) (V) v(4)-v(1)
1.00E02
1.00E03
1.00E04
F (Hz)
1739
Figure F.9 Second analysis result
1740
1741
1742
1743
The results of reducing the local resistance can be seen to have a small effect on the receiver signal which
has degraded from 22% at balance to 18% with imbalance but there is a much larger effect on the potential
drop along the track which has risen to 25% of the transmitter voltage at low frequencies. This voltage can
appear across adjacent tracks and can cause track circuits on these to be degraded.
1744
1745
Hence it is concluded that, as well as the rail-rail resistance being of importance in the definition of track circuit
performance the relative balance of rail to ground is another factor to be considered.
1746
1747
There are no known limits for specific rail-ground asymmetric resistance other than those included as part of
the implied rail-rail resistance path. Rail to rail resistance limits are often read as rail to ground limits.
1748
1749
1750
1751
Other phenomena on the railway do consider rail to ground resistance as a separate subject however these
are not concerned with track circuit performance and are sometimes in contention with each other on different
infrastructures. For example rail to ground resistance must be maximised on a DC railway to avoid the DC
traction current causing electrochemical corrosion to buried services and pipework whereas on the AC railway
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prEN 50617-1:2013 (E)
1752
1753
asymmetric rail to ground resistance (bonding of one rail to earth) is normally used to limit high touch
potentials generated by return AC current.
1754
1755
1756
However it is not possible to give an accurate figure for any such local leakage to ground as it is highly
dependent upon the overall circuit configuration of the track circuit. Instead the general condition given in the
TSI of each track connection having a resistance of greater than 5 k should be adhered to.
1757
F.2 Touch Potential Effects
1758
1759
This section examines the effect of touch potential generated in lineside cabling and in particular this
phenomenon will affect the long cables connecting track circuit.
1760
F.2.1 Discussion
1761
1762
The high currents created under fault conditions on the railway can induce voltages into the track circuit
interconnection cables. Such voltages are only of practical significance for long interconnection lengths.
1763
1764
1765
The ITU produces a series of handbooks that examine interference from electrical systems to
telecommunications cables. One of the scenarios examined covers the induction phenomenon created by
fault currents on electrified railways.
1766
A typical OHS configuration is shown in the following figure.
1767
1768
1769
Figure F.10 Typical cross-section of O.C.S. (Standard Cantilever type)

To this is added the location of the victim cable which is usually within the area outlined by the red box.
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prEN 50617-1:2013 (E)
1770
Figure F.11 Typical cross-section of O.C.S. (Standard Cantilever type)
1771
1772
The configuration has many feed and return paths, one of which is through earth.
1773
The ITU-T method considers that the return path for the victim is also through earth.
1774
1775
1776
The fault situation can be modelled and the coefficients calculated: Even for a simplified system consisting
only of two overhead wires and rail return the partial section model looks something like the one shown next
figure.
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prEN 50617-1:2013 (E)
partdual Macro
Overhead2_in1
40
41
15n*length
C8
R20
R_Ovd_R*length
45
42
43
E28
E30
44
E29
46
56
E36
47
70
Overhead_out1
L8
E49
L_ovh_L*length
E42
partdual Macro
Overhead_in
15n*length
C1
R2
R_Ovd_R*length
L1
L_ovh_L*length
E1
5
11
R7
10
15n*length
C2
48
E31
57
E37
49
50
65
E43
58
71
Overhead_out
E50
59
L2
E4
Rail1_in
E2
12
R5
R6
R_1_R*length
R_1_12_R/length
L_1_L*length
E5
51
E32
60
E38
66
E44
73
Rail1_out
E52
13
R_G_leak/length
14
R8
R_2_12_R/length
E7
Rail2_in
E8
15
15n*length
C7
16
54
R10
R_2_R*length
L3
L_2_L*length
33
E19
Rail3_in1
26
15n*length
C5
27
R17
32
38
52
L9
L_2_L*length
R_4_34_R/length
28
36
E20
Rail4_in1
15n*length
C6
31
63
E40
E24
35
Earth_in
100p*length
R13
C4
R_Cab_R*length
E11
17
18
67
E46
55
61
L10
L_2_L*length
E10
21
Rail2_out
72
Rail3_out1
E51
E35
39
R19
R_4_R*length
Cable_in
74
E53
37
E22
29
68
E47
E23
30
R15
R16
R_3_R*length
R_3_34_R/length
R18
R_G_leak/length
64
E41
34
E21
25
E34
E12
19
E33
20
E39
53
69
E48
75
Rail4_out1
E54
E45
62
22
23
Cable_out
L4
L_Cab_L*length
24
Earth_out
R14
R_Ground*length
.parameters(length)
Figure F.12 Model of fault situation
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There are 42 mutual coupling coefficients consisting of the sum value of some 369 sub-coefficients which
define all interactions (including the effects of shielding i.e. the k coefficients). These coefficients depend upon
the geometric separation of the go and return paths: some of which are through ground. Since our study
cannot stipulate a specific configuration or geometry it is not possible to define these coefficients in a
satisfactory manner.
Instead a ranging approach can be considered: we can look at the normal ranges of the parameters used in
the simple equation and use a much simplified calculation to define an expected range for induced voltage.
From first principles:
At the instant of the fault (assumed to be a short) the source voltage will appear across the inductive parts of
the system. If the system inductance is L and the source voltage is U then
U = Lx
dI
dt
Where U is the instantaneous operational voltage of the system.

L is the effective inductance of the short circuit loop
The di/dt will create a magnetic field which induces a voltage in a nearby system
Suppose the mutual inductance between the victim cable and the supply is M.
The induced voltage is given by
E = k Mx
dI
dt
Where k is a screening factor appropriate to the system.

Substitute for dI/dt from above and
E =k
M
U
L
Hence as a back of the envelope calculation we can calculate the maximum peak induced voltage. All
subsequent effect of the short circuit will be lesser voltages
To determine L and M we can make some assumptions:
The inductance of the overhead and return can be pessimistically estimated by assuming an earth return for
the system.
The system can be normalised to length although the intrinsic inductance value of the feed wires does vary
slightly with length. The ITU suggests a typical figure of 2 mH/km
We can add an allowance for the inductance of the supply etc. .10 mH to 20 mH
The system voltage is 25 kV (or we could assume that the short occurs exactly at the peak of the waveform
i.e. 35 kV)
k can be varied from 0.1 to 0.9 which covers most scenarios in the literature.
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prEN 50617-1:2013 (E)
M can be simplified to a simple 4 wire problem (2 wires inducing with defined go-return paths and a third wire
some distance away with an earth return. In the following diagram wire 1 would represent the overhead at 4.5
metres above ground. 2 would represent the rail return at ground level, 3 would represent the track circuit
cable and 4 represent the ground return (at a depth defined by the ground resistance.
Figure F.13 Current Carrying Rails 1,2 ; Pickup Rails 3,4
M :=
0
2
d 14 d 23
d 13 d 24
ln
Ground depth varies with frequency and is defined as
Dearth ( f , ) := 659
f
A range calculation may be performed by varying all the parameters and iterating to a best and worst case
scenario.
For a 1 km length the induced voltage ranges from 20 V (best case values for all variables) to 376 V (worst
case values for all variables).
The variability caused by ground resistance variation is approximately 20%.
The most dominant factor is the shielding coefficient. Since this is highly geometry/configuration dependent it
is impossible to give a generic value.
EN 50122 gives the basic permissible touch potentials for different exposure times. The shortest interval
considered is 20 ms for which a figure of 370 volts is permitted. The rough calculations indicate that this
voltage could be instantaneously achieved under dry conditions for a 1 km exposure.
A separate table gives permissible voltages up to 865 volts for a short interval which varies with the response
of the circuit which trips the fault. Self tripping times for VCBs are up to approximately 70 ms for this time the
permissible voltage is 785 volts. Again the rough calculations would indicate that this could be achieved using
approximately a 2 km exposure.
Hence the ranging calculations would suggest that longest interconnection distances (without isolation) would
be between 1 and 2 km.
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prEN 50617-1:2013 (E)
Annex G
(informative)
Example of mechanical test for IRJ
G.1 General
Because of wheels running over the soft insulation-material between the IRJ-rails, steel at that edge has to
withstand extraordinary mechanical forces. The conditions may be met by using high quality steel rails
(R 350 HAT with Brinell hardness 355HB) or high durability welding at the edges (e.g. Boehler DUR 300).
Heat treatment, or pertilisation of rail edges is another method to achieve Brunell hardness of 350HB.
It should be noted that the quality of the weld doesnt necessarily correspond to the quality of the IRJ.
Practical evidence suggests that flashbutt welders are better than thermal welders. If welding is required
close to the IRJ, minimum distances shall be imposed, to maintain the discontinuity of the track and the
supporting structure of sleepers.
86
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prEN 50617-1:2013 (E)
G.2 Testing program

Table G.1 IRJ testing program
Properties
Measurement unit
a
Reference value
Test method
2000
UNI EN ISO 527
Tensile strength (60E1)
kN
kN
1700
UNI EN ISO 527
kN
1500
UNI EN ISO 527
Compressive strength
Percentage elongation to fracture
kN
%
See
See
UNI EN ISO 604

UNI EN ISO 527
e
Flexural strength (5*106 load

changes at 20 Hz)
kN
+200 /-15, see
Elastic Modulus
Mpa
See
UNI EN ISO 178
See
UNI EN ISO 180
IZOD notched impact strength
Mpa
Water absorption
UNI EN ISO 178
0,4
UNI EN ISO 62
Density
g/cm
1,341,40
UNI EN ISO 1183
Hardness
SHORE D
350 HB
UNI EN ISO 868
Determination of ash
3033
UNI EN ISO 3451-4
Volume resistivity
xm
See
UNI 4288
Min. Resistance (1000V)
30
UNI 4288
Min. Insulation Resistance

(-30/+60C)
UNI 4288
Disruptive Strength
V AC
4000
UNI 4288
a.
Force to be defined according to type of rail, not linear if given as pressure, therefore three lines/values for different types of rail
b.
compressive strength alternatively given as measurement-procedure instead of tensile strength, insulation material in joint-gap has to
be removed in this procedure
c.
these terms are NOT defined as a precondition, at least in Austrian tendering suggest to remove them
d.
This term is NOT characteristic for IJ behaviour, more specifically defined within the steel quality, therefore not defined separately.
e.
Flexural Strength: 5*106 load changes at 20Hz cycles, no residual deflection/deformation after test
The mechanical tensile type test (when using UIC 60 or UIC 49 rail) should be performed according following
steps:
a) Applying an axial load up to 1000 kN with 1 kN/s gradient and waiting for 5 minutes;
a. Decreasing load to 0 kN with 50 kN/s gradient;
b. Measuring residual deformation that shall be not more than 0.10 mm;
b) Applying an axial load up to 1500 kN with 1 kN/s gradient and waiting for 5 minutes;
a. Decreasing load to 0 kN with 50 kN/s gradient;
b. Measuring residual deformation that shall be not more than 0.14 mm;
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prEN 50617-1:2013 (E)
Figure G.1 Test diagramm for mechanical tensile test
The dynamic mechanical test is performed according the following test set-up as part of the type test:
Figure G.2 Test set-up for dynamic mechanical test
The dynamic mechanical type test should be performed applying a dynamic load between 30 kN and 300 kN
with load frequency of 4 Hz.
After 2 Million cycles the IRJ shall maintain the whole integrity by using penetrating liquid creep test or
alternative method.
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prEN 50617-1:2013 (E)
Annex H
(informative)
Example of existing requirement for the type of sleepers / track structure
H.1 Infrabel
Infrabel needs 6 km for the JADE track circuit for a maximum length of 2000 m. The distance between the
sleepers are 0,6 m, so there are 1666 sleepers on one km track. The acceptance value for one mounted
sleeper will be 10 k (1666 X 6).
H.2 DB
H.2.1 Wooden sleepers
ballast resistance (complete calculation for 1 km for the two rails per single track) = 1,5 km
width per fastening per sleeper 20 cm => 1/5000 of a meter
1,5 / 2 x 5000 = resistance per fastening
3,75 k at one single fastening point (one track to one sleeper)
width per fastening per sleeper 65 cm

o
2,4 km insulation resistance as minimum (TSI = 3 )
Proposal 3 km
H.2.2 Concrete sleepers
ballast resistance (complete calculation for 1km for the two rails per single track) = 2,5 km
width per fastening per sleeper 20 cm => 1/5000 of a meter
2,5 / 2 x 5000 = resistance per fastening
6,25 k at one single fastening point (track to sleeper)
width per fastening per sleeper 65 cm

o
4 km insulation resistance as minimum
Proposal 5 km
H.2.3 Slab tracks
6 km insulation resistance (latest TSI request for high speed lines using of complete concrete ballast
without sleepers)
Proposal 5-6 km
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prEN 50617-1:2013 (E)
Bibliography
[1]
2012/88/EU, Commission decision of 25 January 2012 on the technical specification for interoperability
relating to the control-command and signalling subsystems of the trans-European rail system Official
journal nL51 of 23/02/2012 p. 0001-0065
[2]
EN 27388:1993, Water quality Determination of electrical conductivity
[3]
EN 50238:2003, Railway applications Compatibility between rolling stock and train detection
systems
[4]
IEC 60050-161, International Electrotechnical Vocabulary (IEV) Subclause 161: Electromagnetic

compatibility
[5]
IEC 60050-811, International Electrotechnical Vocabulary (IEV) Subclause 811: Electric traction
[6]
IEC 60050-821, International Electrotechnical Vocabulary (IEV) Subclause 821: Signalling and
security apparatus for railways
[7]
UNI EN ISO 62:2008, Plastics - Determination of water absorption
[8]
UNI EN ISO 178:2001, Plastics - Determination of flexural properties
[9]
UNI EN ISO 180:2000, Plastics - Determination of Izod impact strength
[10]
UNI EN ISO 527:1993, Plastics - Determination of tensile properties
[11]
UNI EN ISO 604:2002, Plastics - Determination of compressive properties
[12]
UNI EN ISO 868:2003, Plastics and ebonite - Determination of indentation hardness by means of a
durometer (Shore hardness)
[13]
UNI EN ISO 1183:2004, Plastics - Methods for determining the density of non-cellular plastics
[14]
UNI EN ISO 3451-4:1998, Determination of ash Part 4: Polyamides
[15]
UNI 4288:1972, Tests on plastics. Determination of surface and volume resistivity.
[16]
ITU-T Directive volume IV, Inducing currents and voltages in electrified railway systems
[17]
ITU-T Directive volume V, Inducing currents and voltages in power transmission and distribution
systems
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Javna obravnava SIST

eleznike naprave - Osnovni parametri sistemov za detekcijo vlakov - 1. del: Tirni

oSIST prEN 50617-1:2013

Electric traction equipment

oSIST prEN 50617-1:2013

oSIST prEN 50617-1:2013

Applications ferroviaires Paramtres de base des systmes de

Bahnanwendungen Basic Parameters der

European Committee for Electrotechnical Standardization

oSIST prEN 50617-1:2013

prEN 50617-1:2013 (E)

Normative references ............................................................................................................................ 7

Terms, definitions and abbreviations .................................................................................................. 8

Description of track vacancy detection system ................................................................................. 9

Safety relevance of parameters ......................................................................................................... 10

Technical track circuit parameters .................................................................................................... 13

Train based parameters ...................................................................................................................... 33

oSIST prEN 50617-1:2013

prEN 50617-1:2013 (E)

Track based parameters ..................................................................................................................... 34

Environmental and other parameters................................................................................................ 39

oSIST prEN 50617-1:2013

prEN 50617-1:2013 (E)

Annex B (informative) Frequency management .......................................................................................... 48

Annex E (informative) Example of management of shunt impedance ...................................................... 74

Annex F (informative) Rail to ground impedance analyses ....................................................................... 76

Annex G (informative) Example of mechanical test for IRJ ........................................................................ 86

oSIST prEN 50617-1:2013

prEN 50617-1:2013 (E)

This document is currently submitted to the Enquiry.

Part 1: Track circuits;

oSIST prEN 50617-1:2013

prEN 50617-1:2013 (E)

oSIST prEN 50617-1:2013

prEN 50617-1:2013 (E)

EN 50126:1999, Railways applications The specification and demonstration of reliability, Availability,

oSIST prEN 50617-1:2013

prEN 50617-1:2013 (E)

EN 50160:2010, Voltage characteristics of electricity supplied by public electricity networks

EN 60529, Degrees of protection provided by enclosures (IP Code)

EN 60721-3 (all parts), Classification of environmental conditions. Classification of groups of environmental

For the purposes of this document, the following abbreviations apply.

Audio Frequency Track Circuit

Control, Command and Signalling

European Railway Agency

European Electromagnetic Compatibility project

Terms, definitions and abbreviations

oSIST prEN 50617-1:2013

prEN 50617-1:2013 (E)

General Railway Signal (now Alstom)

Insulated rail joint

International Telecommunications Union

Inductor/capacitor resonant circuit

Mean Time Between Failures

Mean Time to Repair

National Safety Authority

Reliability, Availability, Maintainability and Safety

Right Side Failure

Switch and crossing