Railway applications - Compatibility between rolling stock and train detection systems - Part 1: General

This European Standard describes a process to demonstrate compatibility between Rolling Stock (RST) and Train Detection Systems (TDS) for specific routes. It references the methods of measurement of interference currents and magnetic fields, the methods of measurement of the susceptibility of train detection systems and the characterization of traction power supplies. The process described in this standard is equally applicable to mainline, lightrail and metro type railways.
The basic parameters of compatibility for mainline railways are covered by the ERA Interface document (ERA/ERTMS/033281).
It should be noted that the demonstration of compatibility between the rolling stock and infrastructure with respect to physical dimensions is not detailed in this standard.
Under the Interoperability Directive, two stages of compatibility are defined. The first stage is for authorization for putting into service against generic limits, and the second stage - for putting into use, when specific limits for compatibility with TDS are addressed which are outside the general limits or non interoperable TDS are installed on the line over which the RST will run.
Compatibility requirements for non-mainline or isolated light rail/metro type lines are addressed in one stage of authorization.
This European Standard is not generally applicable to those combinations of rolling stock, traction power supply and train detection system which were accepted as compatible prior to the issue of this European Standard. However, as far as is reasonably practicable, this European Standard may be applied to modifications of rolling stock, traction power supply or train detection systems which may affect compatibility.

Bahnanwendungen - Kompatibilität zwischen Fahrzeugen und Gleisfreimeldesystemen - Teil 1: Allgemein

Applications ferroviaires - Compatibilité entre matériel roulant et systèmes de détection de train - Partie 1 : Généralités

La présente Norme européenne décrit une procédure permettant de démontrer la compatibilité entre le matériel roulant (MR) et les systèmes de détection de train (SDT) sur un itinéraire donné. Elle référence également les méthodes de mesure des courants et des champs magnétiques perturbateurs, les méthodes de mesure de la susceptibilité des systèmes de détection de train, ainsi que la caractérisation des alimentations de traction. La procédure décrite dans la présente norme s'applique également aux trains de grande ligne, aux véhicules légers et de type métro.
Les paramètres fondamentaux de compatibilité concernant les grandes lignes sont couverts par le document Interface de l'ERA (ERA/ERTMS/033281).
Il convient de noter que la présente norme ne couvre pas la démonstration de la compatibilité entre le matériel roulant et l'infrastructure en ce qui concerne les dimensions physiques.
Selon la Directive d'interopérabilité, l'évaluation de la compatibilité comprend deux étapes. La première étape concerne l'autorisation de mise en service vis-à-vis des limites générales. La seconde étape concerne la mise en service, lorsque les limites spécifiques de compatibilité avec les SDT sont en dehors des limites générales ou que des SDT non interopérables ont été installés sur la ligne où le MR circulera.
En dehors des trains de grande ligne ou des lignes isolées de types véhicule léger/métro, les exigences de compatibilité sont abordées dans une même étape d'autorisation.
La présente Norme européenne ne s'applique généralement pas aux ensembles matériels roulants, alimentations de traction et systèmes de détection de train qui ont déjà été reconnus compatibles avant l'édition du présent document. Toutefois, la présente Norme européenne peut être appliquée, dans des limites raisonnables, aux modifications de matériels roulants, d'alimentations de traction et de systèmes de détection de train susceptibles d'affecter la compatibilité.

Železniške naprave - Združljivost voznih sredstev in sistemov za detekcijo vlaka - 1. del: Splošno

General Information

Status
Published
Public Enquiry End Date
21-Sep-2017
Publication Date
28-Apr-2021
Current Stage
6060 - National Implementation/Publication (Adopted Project)
Start Date
15-Apr-2021
Due Date
20-Jun-2021
Completion Date
29-Apr-2021

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SLOVENSKI STANDARD
SIST EN 50238-1:2021
01-junij-2021
Nadomešča:
SIST EN 50238:2003
SIST EN 50238-1:2003/AC:2015
Železniške naprave - Združljivost voznih sredstev in sistemov za detekcijo vlaka -
1. del: Splošno
Railway applications - Compatibility between rolling stock and train detection systems -
Part 1: General
Bahnanwendungen - Kompatibilität zwischen Fahrzeugen und Gleisfreimeldesystemen -
Teil 1: Allgemein
Applications ferroviaires - Compatibilité entre matériel roulant et systèmes de détection
de train - Partie 1 : Généralités
Ta slovenski standard je istoveten z: EN 50238-1:2019
ICS:
29.280 Električna vlečna oprema Electric traction equipment
45.060.10 Vlečna vozila Tractive stock
SIST EN 50238-1:2021 en
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

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SIST EN 50238-1:2021

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SIST EN 50238-1:2021


EUROPEAN STANDARD EN 50238-1

NORME EUROPÉENNE

EUROPÄISCHE NORM
October 2019
ICS 29.180; 45.060.10 Supersedes EN 50238-1:2003 and all of its amendments
and corrigenda (if any)
English Version
Railway applications - Compatibility between rolling stock and
train detection systems - Part 1: General
Applications ferroviaires - Compatibilité entre matériel Bahnanwendungen - Kompatibilität zwischen Fahrzeugen
roulant et systèmes de détection de train - Partie 1 : und Gleisfreimeldesystemen - Teil 1: Allgemein
Généralités
This European Standard was approved by CENELEC on 2019-09-09. 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.
Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN-CENELEC
Management Centre or to any CENELEC member.
This European Standard exists 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, 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,
Turkey 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
© 2019 CENELEC All rights of exploitation in any form and by any means reserved worldwide for CENELEC Members.
 Ref. No. EN 50238-1:2019 E

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EN 50238-1:2019 (E)

Contents
European foreword . 4
Introduction . 5
1 Scope . 7
2 Normative references . 7
3 Terms, definitions and abbreviations . 7
3.1 Terms and definitions . 7
3.2 Abbreviations . 8
4 Compatibility process . 8
4.1 Overview . 8
4.2 Detailed compatibility process . 9
4.3 Compatibility case . 10
4.4 Quality management . 11
4.5 Route identification for introduction of RST (new or changed) . 11
4.6 Introduction of infrastructure elements (new or changed) . 11
4.7 Characterization . 11
4.8 Compatibility analyses . 11
5 Characterization of train detection systems . 14
5.1 Objective of procedure . 14
5.2 Track circuit systems - Standards, regulations and technical specifications . 14
5.3 Axle counter systems - Standards, regulations and technical specifications . 14
5.4 Wheel detectors (treadle applications) . 14
5.5 Loops . 15
6 Characterization of rolling stock. 16
6.1 Objective . 16
6.2 General procedure . 16
7 Characterization of traction power supply systems . 16
7.1 Objective . 16
7.2 DC traction power supplies . 17
7.3 AC traction power supplies . 17
7.4 Test procedures . 17
8 Test report . 18
8.1 General . 18
8.2 Introduction . 18
8.3 Test organization . 18
8.4 Configuration. 18
8.5 Reference documents . 18
8.6 Application of the test plan . 18
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8.7 Test results . 18
8.8 Comments . 18
8.9 Archive of test results . 18
Annex A (informative) Guidelines for the determination of susceptibility of train detection systems . 19
A.1 Examples of system configurations . 19
A.2 “Normal” configuration . 19
A.3 Interference mechanism with broken signal rail . 19
A.4 Interference mechanism with broken return rail . 20
A.5 Double rail track circuits . 21
A.6 Voltage between axles of rolling stock . 22
A.7 Effect of resistance between coupled vehicles . 23
A.8 Radiated interference . 25
A.9 Example of sensitive zone of wheel detector . 25
A.10 Factor of safety . 25
A.11 Multiple interference sources . 26
Annex B (informative) General characterization of rolling stock . 27
B.1 Objective of procedure . 27
B.2 Description of rolling stock and factors affecting its characteristics . 27
B.3 Configuration (design status) . 27
B.4 Test plan . 27
Annex C (informative) Factors affecting rolling stock characteristics and compatibility . 30
Annex D (informative) DC traction power supplies . 33
D.1 General . 33
D.2 Interference currents generated by the rolling stock . 33
D.3 Interference currents generated by the traction power supply system . 33
Annex E (informative) Compatibility parameters for loops (example) . 36
E.1 Principles of operation - Electrical background . 36
E.2 Vehicle metal construction . 36
Bibliography . 39

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EN 50238-1:2019 (E)
European foreword
This document (EN 50238-1:2019) has been prepared by CLC/SC 9XA “Communication, signalling and
processing systems” of CLC/TC 9X “Electrical and electronic applications for railways”.
The following dates are fixed:
• latest date by which this document has to be (dop) 2020-09-09
implemented at national level by publication of an
identical national standard or by endorsement
• latest date by which the national standards conflicting (dow) 2022-09-09
with this document have to be withdrawn
This document supersedes EN 50238-1:2003 and all of its amendments and corrigenda (if any).
EN 50238-1:2019 includes the following significant technical changes with respect to EN 50238-1:2003:
Generic compatibility process to be followed irrespective of whether the trigger is a change to the
signalling system, rolling stock or the power system:
1) generic Compatibility Process, which is broken into two stage process depending on whether there
are established compatibility limits or not;
2) rules for characterization of train detection systems;
3) rules for characterization of Rolling Stock;
4) rules for characterization of the Power System;
5) references are provided to established CENELEC standards for compatibility;
6) terminology is updated.
4

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Introduction
This document defines a process to demonstrate compatibility between rolling stock operating on an area
of use or network and train detection systems installed in this area of use or network.
Currently, general rules for the maximum levels of interference allowed, and maximum susceptibility
levels (or minimum required immunity levels) are not established in every country. This is due to the great
diversity of rolling stock, power supply and return current systems, and train detection systems installed in
Europe. This diversity leads to consideration of compatibility of rolling stock and train detection systems
on a ‘route by route’ or “network by network” basis, to avoid unnecessarily restrictive specifications.
The compatibility process described in this document is generic. The process refers to all types of Train
Detection Systems (TDS), which may be influenced by electromagnetic emissions of rolling stock or
traction power supply systems, (e.g. axle counters, track circuits, wheel detectors, loops).
Compatibility is determined by both physical and electromagnetic considerations. With regard to the
Electro Magnetic Compatibility, the need is not for general values for maximum levels of interference
permitted, and maximum susceptibility levels (or minimum required immunity levels) but for convenient
methods by which to specify the level of interference allowed for operation on routes or a network.
Main interference sources are considered to be:
— rail currents and voltage sources;
— electromagnetic fields;
— differential voltage between adjacent axles of the train;
as shown in Figure 1.

Figure 1 — Sources of electromagnetic interference
In practice, the susceptibility of the system is determined by:
— the sensitivity of individual components of the system and the type of interference it is susceptible to;
— the application of the components, i.e. the configuration of the system.
5

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Therefore the problems concerning TDS are considered separately for each type.
• CLC/TS 50238-2 or national rules define compatibility limits for track circuits;
• CLC/TS 50238-3 or national rules define compatibility limits for axle counters and wheel detectors;
• EN 50592 defines the testing method of rolling stock for electromagnetic compatibility with axle
counters;
• Compatibility with other types of wheel detectors (mechanical or magnetic) is described in 5.4;
• Compatibility with loops can be established following the guidance in 5.5;
• Compatibility with any other type of TDS not explicitely covered by this document can also be
established following the generic process in this document.
For determining the susceptibility of signalling systems, laboratory/simulation testing methods and in situ
tests on the “real railway” are proposed. Modelling enables worst-case conditions to be simulated. In
addition, particular test sites are selected because, from experience, they are expected to provide the test
evidence required.
Then, taking account of the experience of the railways, it is possible to establish a general method for
determining the susceptibility of train detection systems, described in this document. General
requirements how to establish immunity have been defined in EN 50617-1 and EN 50617-2.
Before assessing the electromagnetic emissions of rolling stock, sufficient knowledge of the electric circuit
diagram of the power equipment is necessary, including switching frequencies of on-board power
converters, type of regulation used for power converters, resonant frequency of each filter, operating
limits under high and low supply voltages, degraded modes of operation, etc. EN 50592 defines the
testing method of rolling stock for electromagnetic compatibility with axle counters.
6

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EN 50238-1:2019 (E)
1 Scope
This document describes a process to demonstrate compatibility between Rolling Stock (RST) and Train
Detection Systems (TDS). It describes the characterization of train detection systems, rolling stock and
traction power supply systems.
It is worth noting that the demonstration of technical compatibility between the rolling stock and
infrastructure with respect to physical dimensions is not detailed in this document.
This document is not generally applicable to those combinations of rolling stock, traction power supply
and train detection system which were accepted as compatible prior to the issue of this document.
However, as far as is reasonably practicable, this document can be applied to modifications of rolling
stock, traction power supply or train detection systems which may affect compatibility. The detailed
process can be used where no rules and processes for compatibility are established.
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 50617-1, Railway applications – Technical parameters of train detection systems for the
interoperability of the trans-European railway system – Part 1: Track circuits
EN 50617-2, Railway Applications – Technical parameters of train detection systems for the
interoperability of the trans-European railway system –- Part 2: Axle counters
EN 50592, Railway applications – Testing of rolling stock for electromagnetic compatibility with axle
counters
3 Terms, definitions and abbreviations
3.1 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
• IEC Electropedia: available at http://www.electropedia.org/
• ISO Online browsing platform: available at http://www.iso.org/obp
3.1.1
competent body
body responsible for the independent evaluation of the compatibility case
Note 1 to entry: This can be an accredited conformity body or an Independent Safety Assessor. This role is not
limited to external parties, unless mandated under the applicable legislation.
3.1.2
compatibility case
set of documents which records the evidence demonstrating the compatibility between rolling stock,
traction power supplies and train detection systems for a specific route or specific railway network
[SOURCE: IEC 60050-821:2017, 821-03-47]
7

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EN 50238-1:2019 (E)
3.1.3
degraded mode
mode of operation in the presence of faults which have been anticipated in the design of the signalling
system or the rolling stock
[SOURCE: IEC 60050-821:2017, 821-01-52]
3.1.4
traction power supply system
part of the overall electricity energy supply system, not extending beyond the dedicated feeder stations on
the rail network
Note 1 to entry: EN 50388 applies at the interface to the national electricity supply network.
3.1.5
wheel detector
sensor which detects the passage of a wheel
Note 1 to entry: A wheel detector can be used as part of an axle counter system or as a treadle.
[SOURCE: IEC 60050-821:2017, 821-03-53]
3.2 Abbreviations
For the purposes of this document, the following abbreviations apply.
IM Infrastructure Manager
MVA Mega Volt-Ampere
NTR National Technical Rule
RINF Register of Infrastructure
RST Rolling Stock
TDS Train Detection System
WSF Wrong side failure
4 Compatibility process
4.1 Overview
The party which introduces a new element or introduces a change of an existing element or system is
responsible for demonstrating compatibility between rolling stock, train detection, traction power supply
systems and neighbouring infrastructure, if applicable. The party is responsible for intiating the
compatibility process. The relevant data shall be made available to the party responsible for
constructing/amending the compatibility case. If data are not available or not sufficient, alternative
arrangements can be made by both the responsible party and the affected party to demonstrate
compatibility, for example by making specific compatibility tests. It is recommended that a competent
body assesses the compatibility case if the modification is deemed a significant change. Hereunder the
specific tasks to demonstrate compatibility are listed and explained.
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4.2 Detailed compatibility process
The compatibility process is summarized in Figure 2.

Figure 2 — The compatibility process
9

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EN 50238-1:2019 (E)
4.3 Compatibility case
A compatibility case shall be prepared, following the process depicted in Figure 2, including but not
limited to the:
— definition of the scope of the compatibility case including:
• new element to be introduced;
• identification of the route or area of use (network) if applicable;
• operational conditions;
— description of the overall rail system including:
• infrastructure:
– train detection system (frequency-wide immunity limits if available);
– track parameters relevant for the train detection system (e.g. earthing and bonding);
– traction power supply and line parameters;
• rolling stock in any configuration, incl. degraded modes:
– relevant operational conditions e.g. power limitations;
– factors affecting rolling stock characteristics and compatibility as listed in Annex C,
identification of disturbance sources, their behaviour and/or applicable summation rules;
• adjacent infrastructure and other rolling stock, if applicable;
— theoretical analysis (e.g. simulation) against requirements of the scope including assumptions:
• derive the permissible interference per on-board source using the analysis in 4.8;
— test plan taking account of the results of the theoretical analysis;
— test reports – see Clause 8;
— assessment of theoretical analysis and test reports against requirements:
• related compatibility cases;
• check of validity of assumptions;
• check if restrictions may be lifted or relaxed;
— quality management plan and evidence.
If a Competent Body is appointed, then it is recommended to involve them at each step of the
compatibility case.
It is recognized that characterization of interference generated and propagated by rolling stock can be a
time consuming process, which may require a significant amount of testing during service operations in
order to refine the characteristics. Therefore, provided that the risks to all parties can be demonstrated to
be acceptable, temporary operational conditions may be imposed prior to full compatibility established.
Hereunder specific aspects of the compatibility case will be further outlined.
10

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4.4 Quality management
Quality management systems shall be in place. The importance of configuration management should be
noted.
The configuration state of the relevant infrastructure and rolling stock (including maintenance processes
and schedules) shall be recorded and referenced within the compatibility case. Any subsequent changes
to these configurations shall lead to an examination of the continued validity of the compatibility case.
4.5 Route identification for introduction of RST (new or changed)
In order to accept a particular rolling stock in respect of a particular route or network, the different types
and applications of train detection systems and traction power supply systems, if applicable, on the
network or on the route and on adjacent routes which may be affected shall be identified. In addition to
the intended operational route(s), alternative route(s), which may be required in the event of disruption to
traffic shall also be considered.
4.6 Introduction of infrastructure elements (new or changed)
In order to accept a particular infrastructure change (e.g. TDS or traction power supply) in respect of a
particular route or network, the different types of RST, TDS and traction power supply systems on the
network or on the route and on adjacent routes, which may be affected, shall be identified.
4.7 Characterization
The characteristics of the identified systems shall be obtained in accordance with the following clauses:
• For train detection systems: Clause 5;
• For rolling stock: Clause 6;
• For power supply system: Clause 7.
4.8 Compatibility analyses
4.8.1 General terms
It is demonstrated that the rolling stock characteristics for generated and propagated interference comply
with the train detection system limits, under defined operating conditions, including degraded modes,
such as described in EN 50617-1, EN 50617-2, EN 50592. Their relationship is shown in Figure 3. The
information flow may be in either direction depending on which system is to be changed.
NOTE 1 Compatibility is now based on worst-case conditions. This results in very harsh requirements for rolling
stock interference limits, while in practice the tolerable interference level is much higher due to overall degradation of
older systems and interference produced by the current collecting system. Despite this situation, the cases with
hazards caused by interference are very rare. It is obvious that a perspective of risk calculation will ease the
interference current requirement by probably a decade.
The safety margin is applicable for safety related tests, where train detection technology implies WSF.
The availability margin is applicable for availability related tests. All applicable parameters for
compatibility cases of track circuits and axle counters can be identified from EN 50617-1 and EN 50617-2
respectively.
The compatibility analysis is mandatory and shall explain the technical principles which ensure
compatibility, including (or giving reference to) all supporting evidence e.g. calculations, test plans and
results etc.
The method of analysis of fault modes shall be agreed between the parties listed in 4.3.
The scenario for compatibility including the worst case shall be described with the following parameters:
• transfer function between interference sources (rolling stock and infrastructure) and sensitivity level
of the used TDS in the specified frequency band;
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• characteristics, operating modes and conditions of rolling stock (normal and degraded modes of RST
and maximum torque, speed or other operating conditions);
• characteristics and operating conditions (normal and degraded modes) of traction power supply
including substation parameters and traction return path.
• safety and/or availability margin taking account of the above modes and conditions. Track circuit
sequencing is considered when safety or availability margins are agreed.
NOTE 2 Testing during operation in service on one vehicle will establish a probability for generated interference,
e.g. a level down to once per 1 000
...

SLOVENSKI STANDARD
oSIST prEN 50238-1:2017
01-september-2017
Železniške naprave - Združljivost voznih sredstev in sistemov za detekcijo vlaka -
1. del: Splošno
Railway applications - Compatibility between rolling stock and train detection systems -
Part 1: General
Bahnanwendungen - Kompatibilität zwischen Fahrzeugen und Gleisfreimeldesystemen -
Teil 1: Allgemein
Applications ferroviaires - Compatibilité entre matériel roulant et systèmes de détection
de train - Partie 1 : Généralités
Ta slovenski standard je istoveten z: prEN 50238-1:2017
ICS:
29.180 Transformatorji. Dušilke Transformers. Reactors
45.060.10 9OHþQDYR]LOD Tractive stock
oSIST prEN 50238-1:2017 en
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

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oSIST prEN 50238-1:2017

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oSIST prEN 50238-1:2017

EUROPEAN STANDARD DRAFT
prEN 50238-1
NORME EUROPÉENNE

EUROPÄISCHE NORM

June 2017
ICS 29.180; 45.060.10 Will supersede EN 50238-1:2003
English Version
Railway applications - Compatibility between rolling stock and
train detection systems - Part 1: General
Applications ferroviaires - Compatibilité entre matériel Bahnanwendungen - Kompatibilität zwischen Fahrzeugen
roulant et systèmes de détection de train - Partie 1 : und Gleisfreimeldesystemen - Teil 1: Allgemein
Généralités
This draft European Standard is submitted to CENELEC members for enquiry.
Deadline for CENELEC: 2017-09-22.

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, Serbia, 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.



European Committee for Electrotechnical Standardization
Comité Européen de Normalisation Electrotechnique
Europäisches Komitee für Elektrotechnische Normung
CEN-CENELEC Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2017 CENELEC All rights of exploitation in any form and by any means reserved worldwide for CENELEC Members.
Project: 62177 Ref. No. prEN 50238-1:2017 E

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oSIST prEN 50238-1:2017
prEN 50238-1:2017 (E)
12 Contents Page
13 European foreword . 6
14 Introduction . 7
15 1 Scope . 9
16 2 Normative references . 9
17 3 Terms, definitions and abbreviations . 9
18 3.1 Terms and definitions . 9
19 3.2 Abbreviations . 10
20 4 Compatibility process . 10
21 4.1 General . 10
22 4.2 Overview . 11
23 4.3 Roles and Responsibilities . 11
24 4.3.1 Infrastructure Manager . 11
25 4.3.2 Rolling Stock Operator/Undertaking . 12
26 4.3.3 Competent Body . 12
27 4.3.4 Authorization Body . 12
28 4.4 Detailed compatibility process . 12
29 4.5 Compatibility case. 14
30 4.6 Quality management . 14
31 4.7 Route identification for introduction of RST (new or changed) . 15
32 4.8 Introduction of Infrastructure elements (new or changed) . 15
33 4.9 Characterization . 15
34 4.10 Compatibility analyses . 15
35 4.10.1 General terms . 15
36 4.10.2 Transfer function . 16
37 4.11 Certificate of compatibility . 17
38 5 Characterization of train detection systems . 18
39 5.1 Objective of procedure . 18
40 5.2 Track circuit systems - Standards, regulations and technical specifications . 18
41 5.3 Axle counter systems - Standards, regulations and technical specifications . 18
42 5.4 Wheel detectors (treadle applications) . 19
43 5.4.1 General . 19
44 5.4.2 Treadles based on inductive technology . 19
45 5.4.3 Treadles based on mechanical technology . 19
46 5.5 Loops . 19
47 5.5.1 General . 19
48 5.5.2 Reliability . 19
49 5.5.3 Interfering equipment . 19
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50 5.5.4 Influence of return current and electromagnetic interference fields . 20
51 5.5.5 Sensitivity of equipment alone . 20
52 5.5.6 Susceptibility of wheel detectors as installed . 20
53 5.5.7 Factor of safety . 21
54 5.5.8 Loop susceptibility . 21
55 6 Characterization of rolling stock . 21
56 6.1 General . 21
57 6.2 TSI procedure . 21
58 6.2.1 General . 21
59 6.2.2 Compliance to TSI CCS . 22
60 6.3 Local (National) procedure . 23
61 6.4 General Procedure . 23
62 6.5 CENELEC procedures . 23
63 6.5.1 General . 23
64 6.5.2 EN 50592 Railway applications - Testing of rolling stock for electromagnetic compatibility
65 with axle counters . 23
66 7 Characterization of traction power supply systems. 23
67 7.1 Objective . 23
68 7.2 DC traction power supplies . 24
69 7.3 A.C. traction power supplies . 24
70 7.4 Test procedures . 24
71 8 Test report . 25
72 8.1 General . 25
73 8.2 Introduction . 25
74 8.3 Test organization. 25
75 8.4 Configuration . 25
76 8.5 Reference documents . 25
77 8.6 Application of test plan . 25
78 8.7 Test results . 25
79 8.8 Comments . 25
80 8.9 Archive of test results . 25
81 Annex A (informative) Guidelines for the determination of susceptibility of train detection
82 systems . 26
83 A.1 Examples of system configurations. 26
84 A.2 “Normal” configuration . 26
85 A.3 Interference mechanism with broken signal rail . 26
86 A.4 Interference mechanism with broken return rail . 27
87 A.5 Double rail track circuits . 28
88 A.6 Voltage between axles of rolling stock . 29
89 A.7 Effect of resistance between coupled vehicles . 30
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90 A.8 Radiated interference . 31
91 A.9 Example of sensitive zone of wheel detector . 31
92 A.10 Factor of safety . 31
93 A.11 Multiple interference sources . 32
94 Annex B (informative) General characterisation of rolling stock . 33
95 B.1 Objective of procedure . 33
96 B.2 Description of rolling stock and factors affecting its characteristics . 33
97 B.3 Configuration (design status) . 33
98 B.4 Test plan . 33
99 Annex C (informative) Factors affecting rolling stock characteristics and compatibility . 36
100 Annex D (informative) D.C. traction power supplies . 37
101 D.1 General . 37
102 D.2 Interference currents generated by the rolling stock . 37
103 D.3 Interference currents generated by the traction power supply system . 37
104 Annex ZZ (informative) Relationship between this European Standard and the Essential
105 Requirements of EU Directive 2008/57/EC . 40
106 Bibliography . 42
107 Table of Figures
108 Figure 1 — Sources of electromagnetic interference . 7
109 Figure 2 — Parties involved in the compatibility process . 11
110 Figure 3 — The compatibility process . 13
111 Figure 4 — Relationship between compatibility limits and permissible interference . 17
112 Figure 5 — Table of interface references from TSI Loc&Pas. 22
113 Figure A.1 — Interference mechanism with rails intact . 26
114 Figure A.2 — Interference mechanism with self-revealing broken rail . 27
115 Figure A.3 — Interference mechanism with unrevealed broken rail . 27
116 Figure A.4 — Double rail track circuit . 28
117 Figure A.5 — Double rail track circuit with broken rail . 28
118 Figure A.6 — Interference mechanism due to voltage between axles – Case 1 . 29
119 Figure A.7 — Interference mechanism due to voltage between axles – Case 2 . 29
120 Figure A.8 — Effect of inter-vehicle current . 30
121 Figure A.9 — Equivalent circuit for previous figure . 30
122 Figure A.10 — Example of radiated interference . 31
123 Figure D.1 — Rolling stock with DC supply . 38
124 Figure D.2 — Circulation of interference current generated by rolling stock . 38
125 Figure D.3 — Circulation of interference current generated by the substation. 39
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126 European foreword
127 This document (prEN 50238-1:2017) has been prepared by CLC/SC 9XA “Communication, signalling and
128 processing systems” of CLC/TCTC 9X “Electrical and electronic applications for railways”.
129 This document is currently submitted to the Enquiry.
130 The following dates are proposed:
• latest date by which the existence of this document has (doa) dor + 6 months
to be announced at national level
• latest date by which this document has to be (dop) dor + 12 months
implemented at national level by publication of an
identical national standard or by endorsement
• latest date by which the national standards conflicting (dow) dor + 36 months
with this document have to be withdrawn (to be confirmed or
modified when voting)
131 This document will supersede EN 50238-1:2003.
132 This European Standard was prepared under a mandate given to CENELEC by the European
133 Commission and the European Free Trade Association and supports the essential requirements of
134 Directive 2008/57/EC.
135 For the relationship with EU Directive(s) see informative Annex ZZ, which is an integral part of this
136 document.
137 The significant technical changes with respect to EN 50238-1:2003 are listed below:
138 — Generic compatibility process to be followed irrespective of whether the trigger is a change to the
139 signalling system, rolling stock or the power system:
140 1) generic Compatibility Process, which is broken into:
141 — two stage process for assessing compatibility under Interoperability Régulations;
142 — single stage process for light rail and metro type railways;
143 2) rules for characterisation of interface between train and train detection systems;
144 3) rules for characterisation of Rolling Stock;
145 4) rules for characterisation of the Power System;
146 5) references are provided to established CENELEC standards for compatibility;
147 6) terminology is updated and made consistent with Interoperability Régulations.
148 This European Standard is intended to be read in conjunction with the EN 50121 series.
149 Annexes designated “informative” are given for information only.
150 In this standard Annexes A, B, C and D are informative.
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151 Introduction
152 This European Standard defines a process to obtain the assurance that specific rolling stock operating on
153 a specific route does not interfere with train detection systems installed on this route.
154 Compatibility problems between train detection systems and rolling stock are a significant obstacle to
155 cross-acceptance of rolling stock in Europe and to a degree, still an open point for assessment under the
156 Interoperability Directive. Unfortunately it is not possible to fully define general rules for the maximum
157 levels of interference allowed, which are valid for every country. This is due to the great diversity of rolling
158 stock, power supply and return current systems, and train detection systems installed in Europe. This
159 diversity leads to consideration of compatibility of rolling stock and train detection systems on a ‘route by
160 route’ or “network by network” basis, to avoid unnecessarily restrictive specifications.
161 The compatibility process described in this standard is generic, although reference to published limits in
162 TS50238-parts two and three and ERA/ERTMS/033281 Frequency Management (FrM) rules are made, if
163 applicable.
164 The process refers to all types of TDS (not only axle counters and track circuits), which may be influenced
165 by electromagnetic emissions.
166 Compatibility is determined by both physical and electromagnetic considerations. With regard to EMC, the
167 need is not for general values for maximum levels of interference permitted, but for convenient methods
168 by which to specify the level of interference allowed for operation on specific routes.
169 Main interference sources are considered to be:
170 — rail currents and voltage sources;
171 — electromagnetic fields;
172 — differential voltage between adjacent axles of the train;
173 as shown in Figure 1. It should be noted that interference sources may affect any railway equipment –
174 trainborne or trackside.
175
176 Figure 1 — Sources of electromagnetic interference
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177 In practice, the susceptibility of the system is determined by:
178 — the sensitivity of individual components of the system and the type of interference it is susceptible to;
179 — the application of the components, i.e. the configuration of the system.
180 Therefore the problems concerning TDS are considered separately for each type.
181 • TS50238-2 defines compatibility limits for track circuits;
182 • TS50238-3 defines compatibility limits for axle counters and wheel detectors;
183 • Compatibility with other types of wheel detectors (mechanical or magnetic) is described in 5.4;
184 • Compatibility with loops can be established following the guidance in 5.5;
185 • Compatibility with any other type of TDS not explicitely covered by this standard can also be
186 established following the generic process in this standard;
187 • ERA/ERTMS/033281 defines – in relation with TSI - compatibility requirements and (partly) limits for
188 axle counters, wheel sensors, loops and track circuits.
189 For determining the susceptibility of signalling systems, laboratory/simulation testing methods and in situ
190 tests on the “real railway” are proposed. Modelling enables worst-case conditions to be simulated. In
191 addition, particular test sites are selected because, from experience, they are known to provide the test
192 evidence required.
193 Then, taking account of the experience of the railways, it is possible to establish a general method for
194 determining the susceptibility of train detection systems, described in this European Standard. General
195 requirements how to establish immunity have been defined in EN 50617-1 and EN 50617-2.
196 Before assessing the electromagnetic emissions of rolling stock, sufficient knowledge of the electric circuit
197 diagram of the power equipment is required, including switching frequencies of on-board power
198 converters, type of regulation used for power converters, resonant frequency of each filter, operating
199 limits under high and low supply voltages, degraded modes of operation etc.
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200 1 Scope
201 This European Standard describes a process to demonstrate compatibility between Rolling Stock (RST)
202 and Train Detection Systems (TDS) for specific routes. It references the methods of measurement of
203 interference currents and magnetic fields, the methods of measurement of the susceptibility of train
204 detection systems and the characterization of traction power supplies. The process described in this
205 standard is equally applicable to mainline, lightrail and metro type railways.
206 The basic parameters of compatibility for mainline railways are covered by the ERA Interface document
207 (ERA/ERTMS/033281).
208 It should be noted that the demonstration of compatibility between the rolling stock and infrastructure with
209 respect to physical dimensions is not detailed in this standard.
210 Under the Interoperability Directive, two stages of compatibility are defined. The first stage is for
211 authorization for putting into service against generic limits, and the second stage - for putting into use,
212 when specific limits for compatibility with TDS are addressed which are outside the general limits or non
213 interoperable TDS are installed on the line over which the RST will run.
214 Compatibility requirements for non-mainline or isolated light rail/metro type lines are addressed in one
215 stage of authorization.
216 This European Standard is not generally applicable to those combinations of rolling stock, traction power
217 supply and train detection system which were accepted as compatible prior to the issue of this European
218 Standard. However, as far as is reasonably practicable, this European Standard may be applied to
219 modifications of rolling stock, traction power supply or train detection systems which may affect
220 compatibility.
221 2 Normative references
222 The following documents, in whole or in part, are normatively referenced in this document and are
223 indispensable for its application. For dated references, only the edition cited applies. For undated
224 references, the latest edition of the referenced document (including any amendments) applies.
225 EN 50617-1, Railway applications - Technical parameters of train detection systems for the
226 interoperability of the trans-European railway system - Part 1: Track circuits
227 EN 50617-2, Railway Applications - Technical parameters of train detection systems for the
228 interoperability of the trans-European railway system - Part 2: Axle counters
229 EN 50121-5, Railway applications - Electromagnetic compatibility - Part 5: Emission and immunity of fixed
230 power supply installations and apparatus
231 3 Terms, definitions and abbreviations
232 3.1 Terms and definitions
233 For the purposes of this document, the following terms and definitions apply.
234 3.1.1
235 competent body
236 body responsible for the independent evaluation of the compatibility case
237 Note 1 to entry: This can be an accredited body (NoBo/DeBo/AsBo) or an Independent Safety Assessor. This role is
238 not limited to external parties, unless mandated under the applicable legislation.
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239 3.1.2
240 compatibility case
241 suite of documents which records the evidence
...

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