CLC/TS 50238-2:2026

Railway applications - Compatibility between rolling stock and train detection systems - Part 2: Compatibility with track circuits

This document defines, for the purpose of ensuring compatibility between rolling stock and track circuits, the limits for interference current emissions from rolling stock. The measurement and evaluation methods for verifying conformity of rolling stock to these limits are presented in a dedicated annex. The interference limits are only applicable to rolling stock that is intended to run on lines exclusively equipped with preferred track circuits listed in this document. The rolling stock test methodology (infrastructure conditions, test configurations, operational conditions, etc.) presented in this document is applicable to establish compatibility with any track circuits. This document gives guidance on the derivation of interference current limits specified for rolling stock and defines measurement methods and evaluation criteria in a dedicated annex. This document defines: a) a set of interference current limits for RST (Rolling Stock) applicable for each of the following types of traction system: 1) DC (750 V, 1,5 kV and 3 kV); 2) 16,7 Hz AC; 3) 50 Hz AC; b) a methodology for the demonstration of compatibility between rolling stock and track circuits; c) a measurement method to verify interference current limits and evaluation criteria. NOTE 1 The basic parameters of track circuits associated with the interference current limits for RST are not in the scope of this document. NOTE 2 Any phenomena linked to traction power supply and associated protection (over voltage, short-circuit current, under- and over-voltage if regenerative brakes are used) is part of the track circuit design and outside the scope of this document.

Bahnanwendungen - Kompatibilität zwischen Fahrzeugen und Gleisfreimeldesysteme - Teil 2: Kompatibilität mit Gleisstromkreisen

Applications ferroviaires - Compatibilité entre le matériel roulant et les systèmes de détection des trains - Partie 2: Compatibilité avec les circuits de voie

Železniške naprave - Združljivost tirnih vozil in sistemov za detekcijo vlaka - 2. del: Združljivost s tirnimi tokokrogi

Ta dokument določa, z namenom zagotavljanja združljivosti med tirnimi vozili in tirnimi tokokrogi, meje za emisije motenj toka iz tirnih vozil. Metode merjenja in ocenjevanja za preverjanje skladnosti tirnih vozil s temi mejami so predstavljene v posebnem prilogi.
Meje motenj veljajo samo za tirna vozila, ki so namenjena vožnji po progah, opremljenih izključno s prednostnimi tirnimi tokokrogi, navedenimi v tem dokumentu. Metodologija testiranja tirnih vozil (pogoji infrastrukture, testne konfiguracije, obratovalni pogoji itd.), predstavljena v tem dokumentu, je uporabna za ugotavljanje združljivosti s katerim koli tirnim tokokrogom.
Ta dokument daje smernice za izpeljavo mej motenj toka, določenih za tirna vozila, in določa metode merjenja ter ocenjevalna merila v posebnem prilogi.
Ta dokument določa:
a) niz mej motenj toka za RST (tirna vozila), ki veljajo za vsako od naslednjih vrst vlečnih sistemov:
1) DC (750 V, 1,5 kV in 3 kV);
2) 16,7 Hz AC;
3) 50 Hz AC;
b) metodologijo za dokazovanje združljivosti med tirnimi vozili in tirnimi tokokrogi;
c) metodo merjenja za preverjanje mej motenj toka in ocenjevalna merila.
OPOMBA 1 Osnovni parametri tirnih tokokrogov, povezani z mejami motenj toka za RST, niso v obsegu tega dokumenta.
OPOMBA 2 Kakršni koli pojavi, povezani z napajanjem vleke in pripadajočo zaščito (prenapetost, tok kratkega stika, pod- in prenapetost, če se uporabljajo regenerativne zavore), so del zasnove tirnega tokokroga in niso v obsegu tega dokumenta.

General Information

• Status: Published
• Publication Date: 16-Apr-2026
• ICS: 29.280 - Electric traction equipment
• ICS: 45.060.10 - Tractive stock
• Technical Committee: CLC/TC 9X - Electrical and electronic applications for railways
• Drafting Committee: CLC/SC 9XA - Communications, signalling and processing systems
• Current Stage: 6060 - Document made available - Publishing
• Start Date: 17-Apr-2026
• Due Date: 13-Aug-2025
• Completion Date: 17-Apr-2026
• Ref Project: SIST-TS CLC/TS 50238-2:2026 - Railway applications - Compatibility between rolling stock and train detection systems - Part 2: Compatibility with track circuits

Relations

• Replaces: CLC/TS 50238-2:2020 - Railway applications - Compatibility between rolling stock and train detection systems - Part 2: Compatibility with track circuits
• Effective Date: 05-Sep-2023
• Refers: EN 50238-1:2019 - Railway applications - Compatibility between rolling stock and train detection systems - Part 1: General
• Effective Date: 28-Apr-2026
• Refers: CLC/TS 50238-3:2022 - Railway applications - Compatibility between rolling stock and train detection systems - Part 3: Compatibility with axle counters
• Effective Date: 28-Apr-2026

Standards Content (Sample)

SLOVENSKI STANDARD
01-junij-2026
Nadomešča:
SIST-TS CLC/TS 50238-2:2020
Železniške naprave - Združljivost tirnih vozil in sistemov za detekcijo vlaka - 2. del:
Združljivost s tirnimi tokokrogi
Railway applications - Compatibility between rolling stock and train detection systems -
Part 2: Compatibility with track circuits
Bahnanwendungen - Kompatibilität zwischen Fahrzeugen und Gleisfreimeldesysteme -
Teil 2: Kompatibilität mit Gleisstromkreisen
Applications ferroviaires - Compatibilité entre le matériel roulant et les systèmes de
détection des trains - Partie 2: Compatibilité avec les circuits de voie
Ta slovenski standard je istoveten z: CLC/TS 50238-2:2026
ICS:
03.220.30 Železniški transport Transport by rail
29.280 Električna vlečna oprema Electric traction equipment
45.060.01 Železniška vozila na splošno Railway rolling stock in
general
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

TECHNICAL SPECIFICATION CLC/TS 50238-2

SPÉCIFICATION TECHNIQUE
TECHNISCHE SPEZIFIKATION April 2026
ICS 29.280; 45.060.10 Supersedes CLC/TS 50238-2:2020
English Version
Railway applications - Compatibility between rolling stock and
train detection systems - Part 2: Compatibility with track circuits
Applications ferroviaires - Compatibilité entre le matériel Bahnanwendungen - Kompatibilität zwischen Fahrzeugen
roulant et les systèmes de détection des trains - Partie 2: und Gleisfreimeldesysteme - Teil 2: Kompatibilität mit
Compatibilité avec les circuits de voie Gleisstromkreisen
This Technical Specification was approved by CENELEC on 2026-03-23.

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

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

European Committee for Electrotechnical Standardization
Comité Européen de Normalisation Electrotechnique
Europäisches Komitee für Elektrotechnische Normung
CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2026 CENELEC All rights of exploitation in any form and by any means reserved worldwide for CENELEC Members.
Ref. No. CLC/TS 50238-2:2026 E

Contents Page
European foreword . 3
Introduction . 4
1 Scope . 5
2 Normative references . 5
3 Terms, definitions and abbreviations . 5
3.1 Terms and definitions . 5
3.2 Abbreviations. 7
4 General aspects of interference current limits for RST . 8
4.1 Derivation of interference current limits for RST . 8
4.2 Application of Interference current limits to RST design . 8
4.3 System definition . 9
4.3.1 Structure . 9
4.3.2 Train under test . 10
4.3.3 Power supply system . 10
4.3.4 Return current path (Ireturn) . 10
4.3.5 Track circuit receiver . 10
4.3.6 Measurement and evaluation method. 10
Annex A (normative) Interference current limits for RST . 11
Annex B (informative) Infrastructure data . 24
Annex C (informative) Typical voltage resonance graphs . 29
Bibliography . 32
European foreword
This document (CLC/TS 50238-2:2026) has been prepared by CLC/SC 9XA “Communication, signalling and
processing systems” of CLC/TC 9X, “Electrical and electronic applications for railways”.
This document supersedes CLC/TS 50238-2:2020.
2:2020:
— The interference current limits for RST have been updated in the normative Annex A.
— Annex B regarding train measurements has been removed as they are now covered by EN 50728:2024.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. CENELEC shall not be held responsible for identifying any or all such patent rights.
This document is Part 2 of the EN 50238 series published under the title Railway applications — Compatibility
between rolling stock and train detection systems. The series consists of:
— Part 1: General:
— Part 2: Compatibility with track circuits [this document];
— Part 3: Compatibility with axle counters.
Any feedback and questions on this document should be directed to the users’ national committee. A complete
listing of these bodies can be found on the CENELEC website.
Introduction
This document defines the interference limits and evaluation criteria for electromagnetic compatibility between
rolling stock and track circuits.
The limits have been defined on the basis of national specifications described in NTRs.
This Part 2 of the series defines:
— a set of interference current limits for rolling stock based on defined track circuits;
— measurement and evaluation methods to verify rolling stock interference current emissions and
demonstrate compatibility with the track circuits;
— traceability of compatibility requirements (types of track circuit and associated limits).
1 Scope
This document defines, for the purpose of ensuring compatibility between rolling stock and track circuits, the
limits for interference current emissions from rolling stock. The measurement and evaluation methods for
verifying conformity of rolling stock to these limits are presented in a dedicated annex.
The interference limits are only applicable to rolling stock that is intended to run on lines exclusively equipped
with preferred track circuits listed in this document. The rolling stock test methodology (infrastructure conditions,
test configurations, operational conditions, etc.) presented in this document is applicable to establish
compatibility with any track circuits.
This document gives guidance on the derivation of interference current limits specified for rolling stock and
defines measurement methods and evaluation criteria in a dedicated annex.
This document defines:
a) a set of interference current limits for RST (Rolling Stock) applicable for each of the following types of
traction system:
1) DC (750 V, 1,5 kV and 3 kV);
2) 16,7 Hz AC;
3) 50 Hz AC;
b) a methodology for the demonstration of compatibility between rolling stock and track circuits;
c) a measurement method to verify interference current limits and evaluation criteria.
NOTE 1 The basic parameters of track circuits associated with the interference current limits for RST are not in the scope
of this document.
NOTE 2 Any phenomena linked to traction power supply and associated protection (over voltage, short-circuit current,
under- and over-voltage if regenerative brakes are used) is part of the track circuit design and outside the scope of this
document.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content constitutes
requirements of this document. For dated references, only the edition cited applies. For undated references, the
latest edition of the referenced document (including any amendments) applies.
EN 50238-1, Railway applications - Compatibility between rolling stock and train detection systems - Part 1:
General
CLC/TS 50238-3, Railway applications - Compatibility between rolling stock and train detection systems - Part
3: Compatibility with axle counters
3 Terms, definitions and abbreviations
3.1 Terms and definitions
For the purposes of this document, the terms and definitions given in EN 50238-1, CLC/TS 50238-3 and the
following apply.
ISO and IEC maintain terminology databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https://www.iso.org/obp
— IEC Electropedia: available at https://www.electropedia.org/
3.1.1
coupled vehicles
part of the influencing unit which can be considered as an individual source of interference, different to the
traction subsystem
Note 1 to entry: See Figure 1 for examples.
Note 2 to entry: Since one influencing unit can consist of multiple sources of influence, it is normally ensured that the
resulting interference current emitted by the influencing unit into the power supply network does not exceed the interference
current limits for RST value.
3.1.2
influencing unit
rolling stock influencing the train detection system
Note 1 to entry: One influencing unit comprises all coupled/connected vehicles, e.g. complete train with single or multiple
traction, single vehicle, multiple connected/coupled vehicles and wagons, e.g. one complete passenger train, consisting of
one or more TUs and up to 16 coaches.
Note 2 to entry: The influencing unit can consist of several “traction units“ (TU). Each TU is fed from one pantograph. One
TU can be:
—  one locomotive;
—  one electric multiple unit, with one or several propulsion systems or traction power units (motor cars);
—  one set of passenger coaches is considered as a separate TU if it contributes to the total current of the IU.
Note 3 to entry: The number of TUs that form one IU depends on the type of rolling stock and its application. Therefore,
the definition of such numbers is out of the scope of this document. The following figure shows some examples for various
types and compositions of traction units, forming one influencing unit in each case:

Figure 1 — Examples of IUs
3.1.3
integration time
window size over which the root mean square (RMS) of the output of the bandpass filter is calculated
[SOURCE: EN 50617-2:2024, 3.1.12]
3.1.4
interference source
equivalent to traction unit which is fed from its own power supply interface point (pantograph or shoe gear)
3.1.5
propulsion system
electrical/mechanical system that produces mechanical force to push the train forward
3.1.6
sources
interference sources which can generate harmonics independently
3.1.7
train detection system
system which comprises of equipment to detect the presence of a train
3.1.8
traction power unit
unit on the train housing, the converter/inverter equipment and its associated control to drive the propulsion
system
Note 1 to entry: It is also known as the motor car.
3.1.9
traction subsystem
subset of the traction unit which produces traction force or electric brake force
3.1.10
train under test
influencing unit used for the test measurements
3.1.11
traction unit
locomotive, motor coach or train-unit
[SOURCE: IEC 60050-811:2017, 811-02-04]
3.1.12
transmitter breakthrough
background interference which can be present at the track circuit receiver from rolling stock on adjacent tracks
or substation harmonics due to shared cross bonds and/or electrical imbalance of the track circuit
3.2 Abbreviations
For the purposes of this document, the following abbreviations apply.
AC alternating current
AT autotransformer
ATP automatic train protection system
A/D analogue to digital
DC direct current
EC European Commission
EMU electrical multiple unit
FFT fast fourier transforms
FSK frequency shift keying
HVI high voltage impulse
IU influencing unit
PWM pulse width modulation
RMS root mean square
RSF right side failure
RST rolling stock
TC track circuit
TDS train detection system
TU traction unit
WSF wrong side failure
4 General aspects of interference current limits for RST
4.1 Derivation of interference current limits for RST
The interference limits are defined for a set of preferred types of existing track circuits that are also defined by
railway infrastructure companies for use on future new signalling projects.
In principle, the preferred types of track circuits from CLC/TR 50507 have been considered in defining the
interference current limits for RST. Where new upgrades of track circuits are available, their improved
susceptibility limits have been taken into account in this document.
The interference current limits for compatibility with track circuits specified in Annex A shall be applied. The
interference current limits for RST are defined up to and including the highest frequency range occupied by
existing track circuits.
The limits I0 are defined under worst case credible failure conditions of the track circuit such as unbalance or
broken bonds or rails as defined by national authorities.
The transfer function between the interference current limit I0 and the susceptibility of the track circuit can be
different for different infrastructure conditions. In the worst case, if the transfer function ratio is one, the total
interference current limit is defined by the susceptibility of the track circuit, taking into account any contribution
from the power supply.
4.2 Application of Interference current limits to RST design
The interference current limits for RST apply to one influencing unit.
By definition, the interference current limits for RST are based on the maximum steady-state interference signal
to which the track circuit may be exposed.
The rolling stock interference current limits incorporate the established margins for the relevant track circuits
which take into account the interference current generated by other vehicles on adjacent or the same tracks.
Specific traction supply harmonics circulated through the impedance of the influencing unit are dealt with as
part of the evaluation methods presented in Annex B.
In the case of testing of single traction units on the operational railway the interference current limits for RST
will have to be applied to the influencing unit by using applicable summation rules, as explained in Annex B.
The interference current limits for RST are defined at absolute frequencies and therefore not dependent on
mains frequency variations. The measured RST interference current is dependent on the mains frequency
variations.
A vehicle is required to conform only to the interference current limits for RST for the traction system(s) (DC,
16,7 Hz, 50 Hz) on which it is intended to operate.
4.3 System definition
4.3.1 Structure
The overall system to be considered is shown in Figure 2 . It consists of four main parts that are defined in the
following subclauses.
Example characterization of parts of the system based on a recent measurement campaign in different railway
networks can be found in Annex C.

Key
cold path return current path between the traction unit and the energy source via rails
GIn ratio of signal at the track circuit receiver and measured interference signal
hot path path between the energy source and the traction unit for drawing current
IOther current measured in the pantograph of other trains
IReturn current measured in the pantograph of the train under test
SEval interference signal processed using established evaluation criteria
STrc actual interference signal at the track circuit receiver produced by the train under test while over the TC
UPanto voltage measured at the pantograph of the train
USource voltage measured at the substation(s) or converter(s). Some railway systems have multiple side feeding
arrangements
UTrc voltage measured at the track circuit receiver while occupied by the train
U4qc voltage developed at the four quadrant converter of the train

If the configuration is applied to DC, normally DC transducers are placed in the ‘hot path'.
ZInt railway impedance as seen by the train; it defines the transfer function (coupling factor) between interference
signal produced by RST and the track circuit
ZNetw railway line impedance as seen by the train
Figure 2 — System configuration considered for interference
4.3.2 Train under test
In the context of this document, the ‘train under test’ is the source of interference for which the respective
interference current limits apply. It can be a part of or the whole influencing unit. By operation of its traction and
auxiliary converters and other interaction it produces interference currents which are conducted into the
infrastructure.
A train may contain one or several traction units (not necessarily all of the same type) plus auxiliaries (in both
traction units and individual wagons).
The interface between train and infrastructure is at the point of drawing current (pantograph or shoe gear) and
wheel-rail. All requirements towards the train are formulated for this interface.
4.3.3 Power supply system
The power supply system comprises all live parts of the electrical system, such as power generators and
transmission lines or substations and catenary lines. Other trains interference can also be circulated via the
power supply and thus have an influence on the measured current values of the train under test. For interference
current evaluations this part is called the “hot path“.
4.3.4 Return current path (I )
return
In the evaluated system, the rails are an important part of the return current path. The same rails form part of
the track circuit train detection system known as track circuit and therefore it is important to maintain the integrity
of the track circuit to ensure it is not compromised by return currents.
For interference current evaluations this part is called the “cold path“.
The “transfer function“ is the relationship which links the return current of the train to the input voltage of the
track circuit receiver.
4.3.5 Track circuit receiver
The track circuit receiver detects whether a track is clear. For reliable and safe operation it shall not be disturbed
by interference currents which are injected into the system by trains and power supply.
The track circuit receiver reacts to the voltage between rails. The receiver itself can be characterized without
taking into account the power systems.
4.3.6 Measurement and evaluation method
The measurement and evaluation method is applied to the total line (or return) current of one influencing unit
and shall show whether the measured emissions generated by the train under test exceeds the respective
interference current limits for RST or not.
The method shall be chosen such that it reflects the behaviour of the track circuit.
Annex A
(normative)
Interference current limits for RST
A.1 Definitions
f0 [Hz] centre filter frequency for evaluation
Δf [Hz] frequency Shift of FSK
Δf0 [Hz] operating range of centre frequency f0 defined as ± Δf0, +f0 and -f0 if not symmetrical
I RMS [A] allowed RST interference current per influencing unit at f measured at the pantograph
0 0,
Δf3dB [Hz] difference between the upper and lower frequencies of 3 dB points of the filter curve
Δf [Hz] difference between the upper and lower frequencies of 20 dB points of the filter curve
20dB
2*N [-] filter order outside the 20 dB bandwidth: providing the attenuation factor N in 6 dB/oct. If
not provided, the closest standard order shall be chosen in the evaluation method to match
the 3 dB and 20 dB roll-out points.
T [s] maximum time during which interference currents may exceed the defined limit, It is defined
by the reaction time of the track circuit receiver.
Ti [s] see definition of “integration time” in 3.1
Tp [s] minimum time between two permitted exceedances of limit’s value
dB 20 log (factor), this means 20 dB is factor 10
Overlap [%] Parameter associated with the use of true RMS routines for evaluation of the output signal
from band pass filter. It defines the part of the data sample which is processed by adjacent
routines. If overlap is not defined, no less than 50 % overlap shall be used in the evaluation.
T [s] and Ti [s] can differ in some cases as defined in the tables below. If Ti [s] is not defined, the values are
identical.
The RST line current, analysed by a filter as defined by f0 and Δf 20 dB points in the tables below, shall remain
below the indicated value I0. This applies to all frequency ranges as defined by the tables. It is considered that
the 3 dB and 20 dB points (20 dB can be substituted by the filter order) are sufficient, in most cases, to replicate
the performance of the track circuit by the measurement specification.
For bandpass filter evaluation, if Δf is defined, two separate filters shall be defined per centre filter frequency,
for evaluation of interference. In case Δf0 is defined, Δf indicates the working range of the track circuit.
The RST line current which is measured is the total current that flows from the catenary via the pantograph(s)
through the train to the traction return circuit.
The assumptions used for the definition of the interference current limits in this document shall be checked to
confirm that they are applicable in the country of interest.
A.2 Preferred track circuits for DC traction
List of currently defined preferred track circuits that meet the requirements of 4.1:
— Italy – coded track circuit (CDB 50 Hz, CDB 83,3 Hz), ATIS (CBDAC), Digicode DTC24-2, CORTO
— Netherlands – Jade 1 and 2, FTGS 46, FTGS 917, HVI, GRS 75 Hz ATP coded TC
— UK – EBI Track 200 (TI21), EBI Track 400, HVI
— Czech Republic – EVKO 75 Hz, EVKO 275 Hz, KOA 75 Hz, KOA 275 Hz, ASE, ASAR, Specific types of
75 Hz and 275 Hz TCs with EFCP track circuit receiver
— Belgium – Jade 1 and 2, HVI
— Germany - FTGS 46, FTGS 917, TCM100
— France – UM71 C*, UM71 CB*, UM71 CTVM*, UM2000, HVI, UC 9500 (Universel Court) (* Equipped with
RENUM receiver - UM 2000).
— Poland – EOC-1, EOC-3,SOT-1, SOT-2, EON-1, EON-3, EON-6
— Spain – FS3000, FS2000/2500/2550/5000
NOTE There are no limits defined in this annex for HVI track circuits. National rules apply if defined.
A.3 Preferred track circuits for RST for 16,7 Hz traction
List of currently defined preferred track circuits that meet the requirements of 4.1:
— Austria – S50108914 106,7 Hz; S1722-8 100 Hz
— Germany – FTGS 46, FTGS 917, TCM100
— Netherlands – FTGS 46, FTGS 917, HVI
— Norway – FTGS 46, FTGS 917, TI21, 95 Hz, 105 Hz
— Sweden – JRK 10470
— Switzerland – UGSK 95, UGSK 3, FTGS 46, FTGS 917
It should be noted that the only even harmonic presently used for track circuits operation is the sixth harmonic
of 16,7 Hz for 100 Hz track circuits.
NOTE 1 There are no limits defined in this annex for HVI track circuits. National rules apply if defined.
NOTE 2 The TI21 track circuits in Norway are the analogue predecessor of EBITrack 200 track circuits.
A.4 Preferred track circuits for RST for 50 Hz traction
List of currently defined preferred track circuits that meet the requirements of 4.1:
— Belgium – Jade 2, HVI
— Czech Republic – EVKO 75 Hz, EVKO 275 Hz, KOA 75 Hz, KOA 275 Hz, ASE, ASAR, Specific types of
75 Hz and 275 Hz TCs with EFCP track circuit receiver
— Denmark – DC TC, 77 Hz, FTGS 46, FTGS 917
— France – UM71 C*, UM71 CB*, UM71 CTVM*,, HVI, UC 9500 (Universel Court) (* Equipped with RENUM
receiver – UM2000).
— Italy – ATIS (CBDAC), Digicode DTC24-2
— Poland – SOT-1, SOT-2, EON-1, EON-3, EON-6
— Netherlands – Jade 1-28, Jade 1-31, Jade 1-49, Jade 1-67, Jade 2, HVI
— UK – EBI Track 200 (TI21), EBI Track 400, DC (AC immune) various, HVI
— Spain – FS3000, FS2000/2500/2550/5000
NOTE There are no limits defined in this annex for HVI track circuits. National rules apply if defined.
A.5 UGSK3
Interference current limits: see Table A.1.
Table A.1 — UGSK3
Type f I RMS Δf Δf 2*N Ti Tp Remark
0 0 3dB 20dB
Hz A Hz Hz s s
UGSK 3 208,75 4 6,5 14 6 0,5 - Filter type Butterworth
UGSK 3 225,45 4 6,5 14 6 0,5 -
UGSK 3 242,15 4 6,5 14 6 0,5 -
A.6 UGSK95
Interference current limits: see Table A.2.
Table A.2 — UGSK95
Type f I RMS Δf Δf 2*N Ti Tp Remark
0 0 3dB 20dB
Hz A Hz Hz s s
UGSK 95 134 4 19 39 6 0,5 - fOp = 137 Hz
UGSK 95 169,5 4 19 39 6 0,5 - f = 175 Hz
Op
UGSK 95 230 4 19 39 6 0,5 - fOp = 225 Hz
Values in column f correspond to the centre frequency of required bandpass filters. Operating frequencies f
0 0p
mentioned under remarks are slightly different; they are not relevant for compatibility check between rolling
stock and UGSK 95 track circuits. Filter type Butterworth is used for evaluation.
A.7 FTGS 46 / FTGS 917/TCM100
Interference current limits: see Table A.3 and Table A.4.
Table A.3 — FTGS
Type f0 I0 RMS Δf3dB Ti Tp Remark
Hz A Hz s s
FTGS 46 4 750 1 200 0,04 0,08 The provided bandwidths are specified
for each individual technology used.
FTGS 46 5 250 1 206 0,04 0,08
ERA/ERTMS/033281, however,
generalizes the bandwidths.
FTGS 46 5 750 1 214 0,04 0,08
FTGS 46 6 250 1 220 0,04 0,08
FTGS 917 9 500 0,33 360 0,04 0,08
FTGS 917 10 500 0,33 380 0,04 0,08
FTGS 917 11 500 0,33 400 0,04 0,08
Type f I RMS Δf Ti Tp Remark
0 0 3dB
Hz A Hz s s
FTGS 917 12 500 0,33 425 0,04 0,08
FTGS 917 13 500 0,33 445 0,04 0,08
FTGS 917 14 500 0,33 470 0,04 0,08
FTGS 917 15 500 0,33 490 0,04 0,08
FTGS 917 16 500 0,33 510 0,04 0,08
For evaluation of RST emissions, the filter order is 2xN = 6, Butterworth type.
Table A.4 — TCM100
Type f0 I0 RMS Δf3dB Δf20dB Ti Tp Remark
Hz A Hz Hz s s
TCM 100 (46) 4 750 1 300 520 0,04 0,08
TCM 100 (46) 5 250 1 300 520 0,04 0,08
TCM 100 (46) 5 750 1 300 520 0,04 0,08
TCM 100 (46) 6 250 1 300 520 0,04 0,08
TCM 100 (920) 9 500 1 300 520 0,04 0,08
TCM 100 (920) 10 500 1 300 520 0,04 0,08
TCM 100 (920) 11 500 1 300 520 0,04 0,08
TCM 100 (920) 12 500 1 300 520 0,04 0,08
TCM 100 (920) 13 500 1 300 520 0,04 0,08
TCM 100 (920) 14 500 1 300 520 0,04 0,08
TCM 100 (920) 15 500 1 300 520 0,04 0,08
TCM 100 (920) 16 500 1 300 520 0,04 0,08
TCM 100 (920) 17 500 1 300 520 0,04 0,08
TCM 100 (920) 18 500 1 300 520 0,04 0,08
TCM 100 (920) 19 500 1 300 520 0,04 0,08
For evaluation of RST emissions, the filter order is 2xN = 6, Butterworth type.
A.8 GRS
GRS is an ATP coded track circuit.
Measurement
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