FTGS Requirements On Trackwork

Infrastructure
Signalling
Track Circuits TCM / FTGS
Interface Specification Signalling – Trackwork-

Requirements for Concrete Route Elements
For Bidding and Project Handling
SST-350-000-1105017-A
Name Department Date Signature

Released by: Axel Heilmann IC MOL RA SPP 2011-10-10
Reviewed by: Klaus Dietrich IC MOL CT ED TP 2011-05-17
Reviewed by: Peer Bohlmann IC MOL RA OP OCD 4 2011-04-28
Reviewed by Kersten Beer IC MOL RA R&D TC 213 2011-05-19
Prepared by: Martin IC MOL RA SPP SYS 3 2011-04-29
Bimmermann
Track Circuits FTGS/TCM SST-350-000-1105017-A 2011-05-26

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Interface Specification – Signalling Trackwork Page 1 of 31
Requirements
© Siemens AG 2011. All Rights Reserved. For internal use only. Confided as a trade secret.
Infrastructure
Revision Log
Rev. EDM Author Date Reference Changes

Rev.
A - Martin Bimmermann 2011-04-29 All chapters Draft
Transmittal, reproduction, dissemination and/or editing of this document as well as

utilization of its contents and communication thereof to others without express
authorization are prohibited. Offenders will be held liable for payment of damages.
All rights created by patent grant or registration of a utility model or design patent
are reserved.
Siemens AG
P.O. Box 33 27
38023 Brunswick
Germany
www.siemens.com
[email protected]

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Requirements
Infrastructure
Table of Contents
1 Introduction.......................................................................................................................... 4
1.1 Scope and Purpose ............................................................................................................... 4
1.1.1 Abbreviations & Definitions.................................................................................................... 4
1.1.2 Abbreviations ......................................................................................................................... 4
1.2 Reference Documents........................................................................................................... 5
1.3 Technical Reviews................................................................................................................. 5
2 Track Vacancy Detection System ...................................................................................... 6
2.1 S- Bond and Running Rail Installation................................................................................... 8
2.1.1 Hidden Installation (Design of Reinforcement within Track Slabs) ....................................... 9
2.1.1.1 Track Slabs within which Reinforcement requires to be insulated .......................................13
2.1.1.2 Allocation of the Track Slabs underneath the S- Bond Area................................................16
2.1.1.3 Overall Concept for Earthing and Bonding...........................................................................17
2.1.1.4 Electrically Isolating Reinforcement Bars ComBAR® ..........................................................21
2.1.2 Visible Installation (Design of Rail Mounting Parts) ............................................................ 22
2.1.2.1 Design of Rail Isolation.........................................................................................................22
2.1.2.2 Installation of S-Bonds..........................................................................................................23
2.1.2.3 Track Connection .................................................................................................................24
2.1.2.4 Insulated Rail Joint ...............................................................................................................24
2.1.2.5 Running Rail Impedance ......................................................................................................24
3 ATP- Loops......................................................................................................................... 25
3.1 Synchronisation Loops (Train Position at Platform) ............................................................ 25
4 Quality Management for Concrete Construction ........................................................... 30

4.1 Bonding Plan ....................................................................................................................... 30
4.2 Verification and Site Supervision......................................................................................... 31

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Requirements
Infrastructure
1 Introduction
This interface specification submits requirements from the Signalling Contractor
to the Track Contractor. The adherence of requirements given within this docu-
ment is a precondition for the correct function and trouble free operation of the
signalling system.
1.1 Scope and Purpose
This interface specification submits requirements concerning:
• Track Vacancy Detection System (FTGS based on Track Circuit Principle)
• Loops (LZB)
1.1.1 Abbreviations & Definitions
1.1.2 Abbreviations
AC Alternating Current
ATP Automatic Train Protection
E Emitter
EZS Elektronische Zugsicherung, Electronic Train Control
FTGS Far distant Tone frequency track vacancy detection System SIEMENS
LH Left Hand Side
LZB Linienzugbeeinflussung; Continuous Train Control System
R Receiver
RH Right Hand Side
SIG Signalling Contractor
TC Track Circuit
TCM Track Circuit (System) Modular
TRW Track Work contractor
TVDS Track Vacancy Detection System

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1.2 Reference Documents
[1] Concept for Earthing and Bonding of Power Supply System and Overhead
Equipment (PST) by Klaus Dietrich, I MO CT ED TP;
SPS-422-000-1105001
[2] Concept for Earthing and Bonding Annex 1: Requirements for Civil Works
and Trackwork by Klaus Dietrich, I MO CT ED TP;
SPS-422-000-1105001-Annex 1
[3] Concept for Earthing and Bonding

SST-300-000-1105011
A6Z00032316592, -
1.3 Technical Reviews
This document was reviewed by technical experts. The responsibility is as fol-

lows:
Kind of Review Name Department Chapter

Technical Review by: Klaus Dietrich IC MOL CT ED TP 2, 4
Technical Review by: Peer Bohlmann IC MOL RA OP OCD 4 2, 4
Technical Review by: Kersten Beer IC MOL RA R&D TC 213 3, 4

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Infrastructure
2 Track Vacancy Detection System

The “TCM” or “FTGS/EZS- System” provided by Siemens will be used for the
track vacancy detection and data communication to the train. The TCM or
FTGS/EZS works according to the AC track circuit principle. That means that the
running rails serve as
• an electrical conductor which lead the current which is necessary for the
vacancy detection
• as an emitting antenna of the signal for the train.
In case of a short circuit of both running rails due to an axle - the corresponding
receiver won’t detect the emitted signal anymore and this leads to the “Occupied”
message.
Figure 1 Operation Principle of the Track Circuits
The borders of the TVD zones are mostly formed by so called “S-Bonds”. There
are furthermore “End-Bonds”, “Short-Circuit-Bonds” and so called “Modified
Equipotential Bonds” which must be considered all in the same manner as the S-
Bonds.

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Environmental Metal Free Space
Early versions of track circuit systems were made for ballasted track (first patent
by the American William Robinson, 1871) and the requirement of a huge envi-
ronmental metal free space around each rail could be easily adhered to.
Figure 2 Metal Free Space of Ballasted Track
In the case of non-ballasted track design - as normally used for modern systems -
the above mentioned measure would lead to the following conflict:
Figure 3 Conflict of Signalling and Trackwork Requirements
Since the reinforcement of the track slabs must be placed for stability reasons
close to the concrete’s surface, a compromise has to be found.
NOTICE
The track and the running rails are part of the Signalling System. Misoperation
of the entire TCM/FTGS/ETS system will occur if the requirements – given
within this specification - are not adhered to.

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Infrastructure
2.1 S- Bond and Running Rail Installation
The Figure 4 depicts an example configuration of an S-Bond. The characteristic

“S” - Shape is well observable. According to the Figure 1 such S-Bonds have to
be installed at the running rails in regular intervals (each 200m for standard track
circuit, for example). Several requirements must be adhered by the track contrac-
tor in order to obtain the correct function and trouble free operation of the track
vacancy detection system. These requirements are divided into those which are
not verifiable upon completion and those which are verifiable upon completion.
• Hidden after Completion: Adherence of requirements regarding the

compatibility with the reinforcement of the track slabs which is situated
underneath the running rail and covered with concrete.
• Visible after Completion: Adherence of requirements regarding the in-

stallation as bolted assembly, clamp connection, rail-fastening isolation
pad and so on.
Figure 4 Example: Characteristic Shape of an S-Bond (The example depicts a multiple

S-Bond. Most of the S-Bonds are single bonds only.)

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2.1.1 Hidden Installation (Design of Reinforcement within Track Slabs)
Figure 5 explains the principle of inductive coupling between the S-Bond and the
rail. The concentric magnetic field lines include not only the rail itself but also the
reinforcement bars, see Figure 6 and Figure 7. As a result of this a voltage will be
induced into the reinforcement as well and – if due to the transverse and vertical
bars short-circuited – a part of the energy could be led out of the track circuit sys-
tem and could cause unwanted effects.
Figure 5 Magnetic Field around the S- Bond
Figure 6 Reinforcement underneath the Rail

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Figure 7 Principle of Inductive Coupling between S-Bond, Rail and Reinforcement
Unwanted effects:
• Unacceptable attenuation of the track circuits (receiver will not receive

enough signal level)
• Permanent current within reinforcement could lead to the damage of civil

engineering constructive works
The above mentioned unwanted effects must be certainly avoided by preventing

any kind of closed electrical meshes underneath the S- Bond area. This means
that no closed electrical meshes are allowed in none of the three geometric
planes [n = (1,0,0); (0,1,0);(0,0,1)]. So called “Comb - Structures” shall be used
for the electrical conductive parts of the reinforcement instead.
Figure 8 Comb – Structures for the conducting Reinforcement under S- Bond

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In order to ensure the mechanical stability at the same time so called “Isolation
Clips” shall be used to make the mechanical connection between lengthwise (y)
and transverse (x) and vertical (z) reinforcement bars. Another possibility is to
use electrically isolating reinforcement bars, see chapter 2.1.1.4. Due to this as-
sembling principle Comb - Structures will be realised from the electrical point of
view.
Figure 9 The meaning of an Isolation Clip is to make an electrical Isolation between

lengthwise (y) and transverse (x) and vertical (z) Reinforcement Bars
Two example types of isolation clips are shown in the Figure 10. These two types
of isolation clips can both provide the electrical isolation condition for cross rein-
forcement. The installation is different: As shown within the Figure 10, the clip A
requires an additional plastic* strap (* it is most important that the strap is made of
electrical isolating material). The clip B can be fixed without another component.
Figure 10 Isolation Clips for Isolation of Reinforcement Bars (A left, B right)

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Figure 11 Isolation Clips for Isolation of Reinforcement under Construction
An alternative for isolation clips are crosswise laid electrical isolation tubes which
have to be imposed on the crossing reinforcement bars. These electrical isolation
tubes have to be at least 0.1 m long and the crossing point must be in the middle.
It is most important that no electrical conductive wire is used for the fixation (use
plastic strap instead of that).
Figure 12 Isolation Tubes for Isolation of crosswise Reinforcement Bars

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Infrastructure
2.1.1.1 Track Slabs within which Reinforcement requires to be insulated
Requirement 2.1
In the vicinity of the S-Bonds of the track vacancy detection system
TCM/FTGS the lengthwise (y)*, transverse (x)* and vertical (z)* reinforcement
bars within the track slabs must be isolated from each other so that the con-
ducting reinforcement forms a “Comb- Structure” regarding each geometric
plane.
Refer to Figure 13 and Figure 14
The length of the isolated section is 5 meter (y) from both ends of the S-Bond
in each driving direction. The depth (z) of the isolated section is at least 0.4
meter from the lower rail edge. The side clearance (x) is at least 0.4 meter
from the outer rail edge in each transverse direction.
Refer to Figure 13 and Figure 14.
*The directions of the dimensions x,y,z are freely defined within this specification.
It is possible to realise reinforcement with comb structures which direction differs
from the definition made here. The essential criterion is that the reinforcement is
electrical loop-free regarding each geometric plane (forms comb-structures,
makes no electrical conductive meshes).

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Infrastructure
z 0.4 m 0.4 m
y 5m
x 3.5m
3.5m
5m
Track Slabs
1
0
All Reinforcement Layers 0 < z < 0.4m

equipped with Isolation Clips
0.4 m
Reinforcement Layers
> 0.4m distant
Structure Earth (SE)
3 Vertical Earth Bar
5m 5m 5m 5m
Comb Comb
3 Structure Earth (SE)
Figure 13 Track Slabs with isolated Reinforcement according to “Comb – Structure”.

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Infrastructure
0.4 m
Figure 14 The conducting Reinforcement forms a “Comb- Structure” regarding each

Geometric Plane [n = (1,0,0); (0,1,0);(0,0,1)].

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Infrastructure
2.1.1.2 Allocation of the Track Slabs underneath the S- Bond Area
If the end of the lengthwise +/-5 m keep out ends within a track slab, the rein-
forcement of the entire effected slab must be isolated.
3.5m 3.5m
Track slab Track slab Track slab Track slab ec Track slab
5m 5m
Electrical bonds of track circuit
S-Bond area where track slab steel reinforcement shall not form closed mesh
Comb Comb Comb Comb
Structure Earth (SE)
Figure 15 Plan View of Track Slabs
Example: The reinforcement within the four track slabs in the hatched area
shown in Figure 15 requires to be insulated. As the length of track slabs is differ-
ent from each other, the quantity and positions of the track slabs within which re-
inforcement requires to be insulated must be determined by the specific positions
of electrical bonds provided by SIG (see 4.1, “Bonding Plan”).

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Infrastructure
2.1.1.3 Overall Concept for Earthing and Bonding
Reinforcements for concrete buildings have to be integrated in an overall earthing

concept. That means there must be enough earthed parts within the reinforce-
ment.
These earthing requirements – caused by the need for refeeding, personal secu-
rity, lightning protection etc. – could easily come into a goal conflict with the isola-
tion requirements given by the TCM/FTGS- system.
The usage of “Comb Structures” can solve both problems – the urgent demand
on earthing rules and the adherence of TCM/FTGS- requirements as well.
Therefore the “Comb-Structures” must have welded seams and shall consist of
steel bars of at least 16 mm diameter.
Requirement 2.2
The “Comb- Structures” of the x/y* – plane (see Requirement 2.1) shall be
made of steel bars of at least 16 mm diameter
There shall be one vertical (z)* earth bar per track slab only. The vertical (z)*
earth bar shall have a diameter of at least 16 mm.
from the definition made here. In this case the single earth bar per track slab can
have another direction. The essential criterion is that the reinforcement is electri-
cal loop-free regarding each geometric plane (forms comb-structures, makes no
electrical conductive meshes).
The “Comb- Structures” of the Requirement 2.1 shall be carried out as depicted
within the Figure 16.

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Figure 16 Diameter and welded Seams of the Reinforcement Bars of the Combs
Requirement 2.3
The length of two opposite welded seams shall be at least 55 mm. In case of
single side welding the length of the seam shall be at least 100 mm.
Refer to Figure 16

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Since the concrete route element is usually made of several layers (Sleeper,
Track Slab, Sub Structure for example) it is very necessary to avoid closed elec-
trical meshes which could be generated by tying together outstanding reinforce-
ment of the lower layer with the reinforcement of the upper layer.
Attention: In case of doubt it is necessary to use additional isolation clips!
Figure 17 Vertical View of Reinforcement Layers
In many cases so called “plinths” are used in order to support the running rails.
The figure 18 depicts an example reinforcement design for such “plinths”.
It is most important that a correct reinforcement design isn’t carried out only
within the plinths but also within the substructure. That means in particular that
closed electrical meshes which could be formed due to starter bars and rein-
forcement made by the contractor of civil works must be prevented as well.
Plinths
Substructure
Starter Bars Starter Bars
Figure 18 Example for Concrete Route Element with “Plinths”

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Infrastructure
Requirement 2.4
With the exception of the one vertical (z)* earth bar per track slab, all the other
vertical (z) reinforcement bars of different layers (as sleeper, track slab and sub
structure) must be electrical isolated against each other. That means that these
vertical reinforcement bars of the different layers within the S-Bond area shall
not be tied together. Refer to Figure 13, Figure 17 and Figure 18.
from the definition made here. In this case the single earth bar per track slab can
have another direction. The essential criterion is that the reinforcement is electri-
cal loop-free regarding each geometric plane (forms comb-structures, makes no
electrical conductive meshes).

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Infrastructure
2.1.1.4 Electrically Isolating Reinforcement Bars ComBAR®
An alternative solution for the usage of “Isolation Clips” is to apply electrically iso-
lating reinforcement bars made of special material. Siemens prefers to cooperate
with the German company Schöck which can provide patented products known
under the name of the registered trademark ComBAR®.
Figure 19 Electrically Isolating Reinforcement Bars ComBAR® underneath Track
Using a ComBAR® - based solution the same requirements as given within the
chapter 2.1.1.1 must be adhered to. That means that the Requirements 2.1, 2.2,
2.3 must be fulfilled all in the exact same manner.
The key benefits of using the ComBAR® - based solution are:
• Professional Support by Company Schöck
• Reinforcement is easy to install
• No trouble with outjumping Isolation Clips during casting
• Comb- Structures easy to identify
• Easy Site Supervision
These effects must be considered when comparing the cost effectiveness with
the “Isolation Clip” method.
Derived from this consideration it is strongly recommended to prefer the Com-

BAR® - based solution whenever circumstances permitting.

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Infrastructure
2.1.2 Visible Installation (Design of Rail Mounting Parts)
2.1.2.1 Design of Rail Isolation
A precondition for the use of track circuits is that the rails are isolated against
each other (refer to Figure 20). It is necessary to have isolation pads which allow
a bedding resistance of 2.5Ωkm. That means that the bedding resistance of 1 km
track shall be 2.5Ω (Definition as given in Figure 20).
Figure 20 Dimension of Isolation Pad for Rail Foot
Requirement 2.5
Isolation pads shall be carried out so that the bedding resistance is at least
2.5 Ωkm.
The Requirement 2.5 is normally fulfilled by using isolation pads with 8.0 mm
thickness and 20 mm excess length, see Figure 20.

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Infrastructure
2.1.2.2 Installation of S-Bonds
The cross section of the S-Bond depends on the maximum rail current which is
given by Power Supply Department. It can increase up to 600mm2 . The connec-
tion to the rail will be carried out with help of an integrated copper bush as de-
picted within the Figure 21. The diameter of the hole is 19 mm.
Figure 21 S-Bond fixation Kit
Requirement 2.6
The connection between S-Bond and Rail must have an excellent constant
electrical conductivity and shall be carried out according to SIG procedure.
A welded joint is not allowed.
In the case of a tray-shaped track slab cross section it is necessary to have S-

Bond feed through as well as carriers (bridges). If the carrier is made of concrete
the design must be carried out according the requirements given in chapter 2.1.1.
Figure 22 S-Bond feed through and carrier

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2.1.2.3 Track Connection
In order to obtain a trouble-free operation of the track circuits it is essential to

have an excellent electrical interconnection at the rail joint. Therefore running
rails shall be welded among each other.
Requirement 2.7
The running rails shall be continuously welded. In case of bolted joints the
rails must have additional electrical connections (ropes).
2.1.2.4 Insulated Rail Joint
Insulated Rail Joints should have an isolation resistance of greater that 10Ω even
at the life cycle’s end (deformation due to rolling).
2.1.2.5 Running Rail Impedance
The running rail’s impedance can be derived from the UIC 60 standard. If UIC 60
is used no further requirement is given here.

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Infrastructure
3 ATP- Loops
3.1 Synchronisation Loops (Train Position at Platform)
In order to enable the train to stop at an exact position at the platform, so called
“Synchronisation Loops” have to be installed between the running rails within
each station. The Synchronisation Loops are part of the LZB- System.
Figure 23 Synchronisation Loop within the station
A Synchronisation Loop is a multiple crossed loop cable which alternates be-

tween both rail foots periodically, please refer to the Figure 23 and the Figure 24.
The total length of a Synchronisation Loop is determined by the length of the plat-
form that means normally about 150 m.

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Reinforcement which is directly placed underneath the Synchronisation Loop

could form meshes, which have accidentally the same or similar dimensions as
the crossed loops of the cable. Such meshes must be avoided strictly – otherwise
the correct function of the Synchronisation Loops can not be guaranteed.
Synchr. Loop Cable, up to 150 m length
Iron Wire Connection These Meshes must be

Iron Wire Connection / good avoided strictly
electrical conductivity
Figure 24 Top View of the Synchronisation Loop placed between the Running Rails
Another problem are very big meshes which include both tracks all in once (see
Figure 25) : These meshes make an inductive coupling between the the up-track-
and the down-track- synchronisation loops. This can lead to unacceptable
crosstalk between the sysnchronisation loops of both parallel running tracks.
The latter is the case especially within stations where a crosstalk could trigger an
unwanted “Fast Start Up Function” of the LZB. It is essential to avoid such case
for it is otherwise not excluded that trains could start on a collision course.

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Infrastructure
Synchr. Loop Cables, up to 150 m length, within Station
Track 1
Track 2
Iron Wire Connection

Double-Track- including Meshes
Iron Wire Connection / good
electrical conductivity must be avoided strictly
Figure 25 Top View of the Synchronisation Loops placed between Up- and Down- Track
In order to avoid parasitic electrical meshes as shown in Figure 24 and Figure 25,
a split structure of the reinforcement shall be realised underneath the Synchroni-
sation Loops.
Figure 26 Split Structure of the Reinforcement placed underneath the Running Rails

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In the case of parallel-running tracks within stations it is necessary to realise the

axial interrupt not only between the two running rails of the track but also be-
tween the two tracks.
Figure 27 Split Structure of the Reinforcement between two parallel running Tracks
Requirement 3.1
The reinforcement which is placed underneath the Synchronisation Loops
shall have axial interrupts according to the Figure 26 and the Figure 27. This
construction requirement shall be adhered to up to a depth (z) of 0.3m.
In case of concrete route elements which use so called “plinths” in order to sup-
port the running rails - a split structure as demanded within Requirement 3.1 is
mainly fulfilled. In this case it is most important that the plinths have at least 0.3m
height and that the axial interrupt isn’t bridged by starter bars and reinforcement
of the substructure made by the civil works (see Figure 28).

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Figure 28 Cross Section of Concrete Route Element with “Plinths”
The figure 28 shows an example design of the reinforcement of the plinths. It is

very necessary to avoid closed electrical meshes which could be generated unin-
tentionally by tying together outstanding reinforcement – such as starter bars – of
the lower layer with the reinforcement of the upper layer.
Attention: In case of doubt it is necessary to use additional isolation clips!
Please see also chapter 2.1.1.3 and Requirement 2.4.

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4 Quality Management for Concrete Construction

The quality management process has to ensure that all the requirements regard-
ing the hidden installation (that means reinforcement which is hidden upon com-
pletion) have to be fulfilled and checked in sufficient time.
4.1 Bonding Plan
The positions of S- Bonds, Synchronisation- and PTI- Loops are given within the
so called “Bonding Plan” which has to be provided by the signalling contractor.
Figure 29 Example Bonding Plan
The track contractor has to adhere the exact km - position which is shown in the
Bonding Plan. The accuracy has to be as well as possible with the measuring
wheel. The track contractor must fulfill the requirements (given within chapter 2
and chapter 3) at these positions.
The preconditions for providing the “Bonding Plan” are:
• Track Alignment Plan
• Drawing of Turnouts incl. Fouling Point
Requirement 4.1
The positions of S- Bonds, Synchronisation- and PTI- Loops must be deter-
mined by the so called “Bonding Plan” provided by the Signalling Contractor.
The Bonding Plan must be strictly adhered to by the Trackwork Contractor.
This is the precondition for a correct reinforcement design.

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4.2 Verification and Site Supervision
The verification and site supervision must be performed according to the follow-
ing procedure:
• The Trackwork Contractor must submit the reinforcement drawings to the

Signalling Contractor.
• The Signalling Contractor must verify and release the reinforcement draw-
ings.
• The Trackwork Contractor installs the reinforcement according to the re-

leased drawings.
• Acceptance of construction work will be done by the Signalling Contractor

after successful site supervision (as long as reinforcement is visible).
• Supervision during casting with concrete is necessary (isolation clips must

not be removed by casting).
• A concrete mark shall be made at the beginning and the end of the isola-
tion clip section.
Requirement 4.2
A site supervision must be carried out by the Signalling contractor in order to
make sure that the reinforcement meets the SIG requirements.
The successful site inspection is the precondition for the casting with concrete.
Figure 30 Site Supervision to check Reinforcement Requirements

A6Z00032416813/PM1/000/-
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Infrastructure

Track Circuits TCM / FTGS

Interface Specification Signalling – Trackwork-

For Bidding and Project Handling

Name Department Date Signature

Track Circuits FTGS/TCM SST-350-000-1105017-A 2011-05-26

Rev. EDM Author Date Reference Changes

A - Martin Bimmermann 2011-04-29 All chapters Draft

Transmittal, reproduction, dissemination and/or editing of this document as well as

Track Circuits FTGS/TCM SST-350-000-1105017-A 2011-05-26

4 Quality Management for Concrete Construction ........................................................... 30

Track Circuits FTGS/TCM SST-350-000-1105017-A 2011-05-26

1.1 Scope and Purpose

This interface specification submits requirements concerning:

• Track Vacancy Detection System (FTGS based on Track Circuit Principle)

1.1.1 Abbreviations & Definitions

Track Circuits FTGS/TCM SST-350-000-1105017-A 2011-05-26

1.2 Reference Documents

[3] Concept for Earthing and Bonding

1.3 Technical Reviews

This document was reviewed by technical experts. The responsibility is as fol-

Kind of Review Name Department Chapter

Track Circuits FTGS/TCM SST-350-000-1105017-A 2011-05-26

2 Track Vacancy Detection System

• as an emitting antenna of the signal for the train.

Figure 1 Operation Principle of the Track Circuits

Track Circuits FTGS/TCM SST-350-000-1105017-A 2011-05-26

Environmental Metal Free Space

Figure 2 Metal Free Space of Ballasted Track

Figure 3 Conflict of Signalling and Trackwork Requirements

Track Circuits FTGS/TCM SST-350-000-1105017-A 2011-05-26

2.1 S- Bond and Running Rail Installation

The Figure 4 depicts an example configuration of an S-Bond. The characteristic

• Hidden after Completion: Adherence of requirements regarding the

• Visible after Completion: Adherence of requirements regarding the in-

Figure 4 Example: Characteristic Shape of an S-Bond (The example depicts a multiple

Track Circuits FTGS/TCM SST-350-000-1105017-A 2011-05-26

2.1.1 Hidden Installation (Design of Reinforcement within Track Slabs)

Figure 5 Magnetic Field around the S- Bond

Figure 6 Reinforcement underneath the Rail

Track Circuits FTGS/TCM SST-350-000-1105017-A 2011-05-26

Figure 7 Principle of Inductive Coupling between S-Bond, Rail and Reinforcement

• Unacceptable attenuation of the track circuits (receiver will not receive

• Permanent current within reinforcement could lead to the damage of civil

The above mentioned unwanted effects must be certainly avoided by preventing

Figure 8 Comb – Structures for the conducting Reinforcement under S- Bond

Track Circuits FTGS/TCM SST-350-000-1105017-A 2011-05-26

Figure 9 The meaning of an Isolation Clip is to make an electrical Isolation between

Figure 10 Isolation Clips for Isolation of Reinforcement Bars (A left, B right)

Track Circuits FTGS/TCM SST-350-000-1105017-A 2011-05-26

Figure 11 Isolation Clips for Isolation of Reinforcement under Construction

Figure 12 Isolation Tubes for Isolation of crosswise Reinforcement Bars

Track Circuits FTGS/TCM SST-350-000-1105017-A 2011-05-26

2.1.1.1 Track Slabs within which Reinforcement requires to be insulated

Refer to Figure 13 and Figure 14

Refer to Figure 13 and Figure 14.

Track Circuits FTGS/TCM SST-350-000-1105017-A 2011-05-26

All Reinforcement Layers 0 < z < 0.4m

3 Vertical Earth Bar