UIC CODE 550

11th edition, April 2005

Translation OR

Power supply installations for passenger stock

Installations pour l’alimentation en énergie électrique du matériel à voyageurs
Elektrische Energieversorgungseinrichtungen für Wagen der Reisezugwagenbauart
Leaflet to be classified in Volumes:
V - Rolling Stock
IV - Operating

Application:
With effect from 1 April 2005
All members of the International Union of Railways

Record of updates
1st edition, May 1930 First edition entitled: "Electric lighting - Carriages", numbered 51. The
3rd edition of this Leaflet was renumbered 550 in 1952.

9th edition, January 1994 with the current title and 1 Amendment.

10th edition, January 1997 with 1 Amendment.

11th edition, January 2005 Editorial revision.

Transfer of provisions on interference currents to UIC Leaflet 550-3.
Addition of standards to the bibliography.

Important:
The points in this Leaflet have been renumbered in the new edition,
so that, from point 7 onwards, the first digit of each point has been
lowered by one (i.e. 8 becomes 7, 9 becomes 8, etc.). Please take
account of this when using cross-references from other leaflets!

The person responsible for this leaflet is named in the UIC Code

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Contents

Summary ..............................................................................................................................1

1- Principles ..................................................................................................................... 2

2- Battery and battery chargers ..................................................................................... 3

3- Connection of the electrical power supply after a prolonged period

of immobilisation without power ............................................................................... 5

4- Electrical loads connected to the train line .............................................................. 6

5- Permissible energy consumption of a coach and of a trainset .............................. 8

6- Voltage peaks on the train line .................................................................................. 9

7- Protective fuses for nominal voltages up to 600 V ................................................ 10

8- Fuses for nominal voltages of 1 000 V and above ................................................. 11

9- Protection against indirect contact with installations under

high voltage ............................................................................................................... 12

10 - Test voltages ............................................................................................................. 13

11 - Distribution and control panels - Equipment cases .............................................. 14

12 - Provisions for other electrical loads ....................................................................... 15

13 - Spares ........................................................................................................................ 16

14 - Markings .................................................................................................................... 17

15 - Operating instructions - Explanatory notes and diagrams................................... 18

16 - Safety measures to be taken to protect staff working on high

voltage installations.................................................................................................. 19

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Appendix A - Test conditions for the type tests of high voltage fuses for
nominal voltages of 1 000 V and above.................................................... 20
A.1 - Scope ................................................................................................................. 20
A.2 - Definition............................................................................................................. 20
A.3 - Type tests ........................................................................................................... 20
A.4 - Assessment of the tests...................................................................................... 22

Appendix B - Voltages for equipment connected to the train line ................................ 23

Appendix C - Maximum permissible power that can be taken continuously

from the train line depending on the outside temperature Te ................ 24
C.1 - Maximum power Sw that can by taken by a coach ............................................. 24
C.2 - Maximum power Sz that can by taken by a trainset ........................................... 25

Appendix D - Marking of the isolating and earthing device........................................... 26

Appendix E - Sign for the main voltage circuit breaker ................................................. 27

Appendix F - Limit values for voltage peaks from the train line ................................... 28
F.1 - Limit values for 3 000 V d.c. ............................................................................... 28
F.2 - Limit values for 1 500 V d.c. ............................................................................... 29
F.3 - Limit values for 1 500 V 50 Hz............................................................................ 30
F.4 - Limit values for 1 000 V 16 2/3 Hz...................................................................... 31
F.5 - Limit values for nominal voltages........................................................................ 32

Appendix G - Layout of protective resistances and earthing contact

on bogies..................................................................................................... 33

Bibliography .......................................................................................................................34

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Summary

This Leaflet applies to any passenger stock in generalised use in international traffic.

This Leaflet includes the general provisions with which power supply installations must comply,
irrespective of their design.

The provisions for electrical switch cabinets on passenger stock are laid down in UIC Leaflet 550-1.

The conditions for type testing the power supply systems of passenger coaches are set out in UIC
Leaflet 550-2.

The limit values for the effect on electrical installations outside passenger coaches are contained in
UIC Leaflet 550-3.

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 1 - Principles

O 1.1 - Each coach shall be fitted with a train line as specified in UIC Leaflet 552 (see Bibliography -
page 34).

O 1.2 - Each coach shall be fitted with a storage battery and a battery charger in order to ensure that
the lighting installations and other essential circuits continue to run should the power supply be cut.

O 1.3 - Electrical loads and in particular the converter equipment to be supplied with power from the
train line, shall be so designed that any interference they may cause remains within the limits defined
in UIC Leaflet 550-3 (see Bibliography - page 34) so that they do not disrupt the operation of
installations outside the vehicle.

1.4 - The equipment connected to the train line needs only to be designed for the nominal voltages at
which train line can operate.

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O 2 - Battery and battery chargers

2.1 - The nominal voltage of the battery and the d.c. circuit shall be 24 V. A voltage of 110 V is
authorised for sleeping cars and dining cars.

The tolerances on the voltage shall correspond to the provisions of standard EN 50155 (see
Bibliography - page 34).

2.2 - Converters which take their power from the train line shall be used as battery chargers.

2.3 - The battery chargers which charge coach batteries for long periods when the vehicle is
stationary must be designed to preclude any possibility of the battery becoming overcharged thus
creating the risk of an explosion.

2.4 - The battery charge voltage shall be regulated in accordance with the temperature of the battery.

2.5 - As a safety measure, the capacity of the battery shall be such that at least the provisions of
point 2.6.2 should be observed during an interruption of the battery charge.

When assessing the capacity of the battery account should be taken of loss of battery capacity due to
natural ageing and the operation of the vehicle at low external temperatures according to the climatic
zones stipulated in UIC Leaflet 553, Appendix 3 (see Bibliography - page 34).

2.6 - In order to save the energy stored in vehicle batteries and allow the important units to operate
for as long as possible when there is no battery charge, the following measures should be applied:

2.6.1 - The various units shall be progressively disconnected depending on the importance of their
function by a minimum voltage relay.

2.6.2 - If there is no battery charge, battery consumption shall be reduced to a minimum in order to
guarantee the following functions:

- the emergency lighting as specified in UIC Leaflet 555

- the starting of the power supply equipment as soon as the
high voltage supply resumes as specified in Point 3 - page 5
- the electromagnetic brake as specified in Leaflet UIC Leaflet 541-06

- the electronic wheel slide protection as specified in UIC Leaflet 541-05 minimum 5 hours

- the control of the doors as specified in UIC Leaflet 560 minimum 5 hours

- the public address system as specified in UIC Leaflet 568

- the data transmission equipment as specified in UIC Leaflet 556 minimum 5 hours

- the emergency ventilation as specified in UIC Leaflet 553

- other important control and monitoring systems
(for example control of the WCs and fire warning system).

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2.7 - The main circuit of the on-board d.c. system shall be protected on both its poles. It must be
possible to cut secondary circuits on both poles with current monitoring carried out at least on the
positive pole.

2.8 - The on-board d.c. system should be insulated from the vehicle earth.

It is recommended that the on-board d.c. system be insulated from the vehicle earth by means of an
appropriate device. Any insulation defects should be signalled in accordance with UIC Leaflet 550-1
(see Bibliography - page 34).

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 3 - Connection of the electrical power supply after a
prolonged period of immobilisation without power

O 3.1 - When vehicles are equipped for central supply from the train line through corresponding power-
supplying installations, they must be able, even after a prolonged period of immobilisation with no
external power supply, to restart and provide sufficient energy for all equipment as soon as HT power
is restored to the train line.

3.2 - The requisite power may be available from any of the following sources:

- directly from the HT line or,

- from the coach battery or,

- from an auxiliary battery.

O 3.3 - If batteries are the energy source, they must be able to provide the necessary power for 5
successive restarts.

O 3.4 - The auxiliary battery shall only be used to restart the power supply equipment and shall not be
connected to the coach circuits.

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 4 - Electrical loads connected to the train line

O 4.1 - Electrical loads connected to the train line shall be designed to operate satisfactorily within the
voltage range of between Umax2 and Umin1 as set out in Appendix B - page 23 and shown in UIC
Leaflet 600 (see Bibliography - page 34).

O 4.2 - Possible distortion of the waveform should be taken into account. In the case of alternating
current, the ratio between the root-mean-square value and the peak value may be 1:2. In the case of
a d.c. voltage, this is a unidirectional three phase current without smoothing.

O 4.3 - The equipment may stop working when the voltage is outside the Umin2-Umax2A range; however,
the equipment should start up again once the voltage has returned to the Umax2-Umin1 range.

O 4.4 - For hauled stock supplied with electrical power by diesel tractive units or generator vans through
the train line, the conditions to be met regarding voltage and frequency are those set out in UIC
Leaflet 626 (see Bibliography - page 34).

O 4.5 - Railways may require that coaches be suitable for running in accordance with UIC Leaflet 626,
when the coaches concerned are worked on lines where the operating conditions so dictate.

4.6 - Nominal voltage of 1 500 V:

4.6.1 - It is recommended that frequency variations of between 16 and 52 Hz should be taken into
account.

O 4.6.2 - Railways may require that coaches be suitable for working with frequency variations of
between 16 and 52 Hz if the train line is energised through the electrical power generators in diesel
tractive units.

O 4.7 - Railways may require that with a nominal voltage of 1 000 V coaches be suitable for working with
frequency variations of between 21 and 23 Hz, if the train line is energised through the electrical power
generators in diesel tractive units.

O 4.8 - Current-consuming equipment connected to the train line must adapt automatically to the
different voltages.

O 4.9 - Each vehicle shall be fitted with an isolating and earthing switch that allows all equipment
connected to the train line to be disconnected on load with one single action. The position of this
device shall be marked as shown in Appendix D - page 26. The disconnection and earthing equipment
shall be operated by means of a Berne key as specified in RIC, Plate 3 (see Bibliography - page 34).

Other technical and design requirements that apply to the disconnection and earthing equipment are
given in point 16 - page 19.

O 4.10 - Each vehicle shall be fitted with a switch in the electrical cabinet as shown in UIC Leaflet 550-1
that enables all the electrical equipment to be disconnected from the train line in a single operation.
This switch shall have a danger sign as shown in Appendix E - page 27.

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O 4.11 - Breaks of short duration, resulting from loss of pantograph contact, shall not lead to a power
cut or to switching of the equipment.

O 4.12 - Electrical equipment in a coach which causes current peaks on connection and is connected
to the train line, must be designed in such a way that, when the train line is energised, the appliances
concerned are not all activated simultaneously in all coaches but at different times.

O 4.13 - When a current-consuming appliance is switched on, the first current semi-wave must not
exceed 180 A for a sinusoidal voltage of 1 000 V and 16 2/3 Hz. However, the purely inductive part
must not be higher than 40 A.

O 4.14 - Regardless of the train line's nominal voltage, the inrush current of all static converters of a
coach connected to the train line must not exceed 180 A.

O 4.15 - Power factor λ:

4.15.1 - Power transformers in coaches should be reactionless, from the point of view of reactive
power via the train line.

4.15.2 - When the train line is supplied by an electric tractive unit which has a sinusoidal voltage
shape, the power factor λ, based on the maximum power allowable for a coach according to point 5 -
page 8, shall not be less than 0,85 t.

4.15.3 - If the train line is supplied by a diesel locomotive or a generator van with a trapezoidal or
rectangular voltage shape, the power factor λ shall not be less than 0,9 up to 20% of the nominal rating
of the power transformation installation as specified in point 5 and shall not be less than 0,95 for a
higher power.

O 4.16 - If the train line is supplied by a diesel locomotive or generator vans with a trapezoidal or
rectangular voltage shape, the design of the transformers connected directly to the train line shall
comply with the following conditions:

- the magnetising current must not exceed 0,8 A,

- the working point on the characteristic magnetisation curve shall not exceed 50% of the saturation
induction,

- the ohmic resistance of the primary winding should be between 1 and 2 Ω.

O 4.17 - Electrical equipment connected to the train line must not have a capacitive effect.

O 4.18 - Electronic power devices in coaches supplied by transformers connected directly to the train
line (e.g. battery chargers, converters and inverters) shall not have a controlled or semi-controlled
input stage.

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O 5 - Permissible energy consumption of a coach and of a
trainset

5.1 - The provisions relating to the power drawn by a vehicle from the train line are defined from the
dimensions in UIC Leaflet 567 (see Bibliography - page 34).

5.2 - The permissible energy consumption of a coach S W shall not exceed the values shown in
Appendix C.1 - page 24. The energy consumption is mainly influenced by the external temperature
and the thermal insulation of the coach.

5.2.1 - Continuous operation: this is the situation when coaches have reached a steady state, where
temperatures in the passenger compartments have attained their theoretical levels and the equipment
is functioning within the range of values set.

5.2.2 - Start-up: this is the situation when the temperatures inside the passenger compartments have
not yet reached their theoretical levels. The vehicles are still in a preheating or precooling phase; the
batteries are almost flat. For a period of one hour after the train line has been energised, the energy
absorbed may exceed by 10% that attained in continuous operation.

5.2.3 - The mean power absorbed by a coach is obtained by dividing the energy consumption in any
given period by that same period.

5.3 - The maximum power absorbed by a coach corresponds to the sum of the powers of all the
electric loads connected to the train line. The ratio between the mean power and the maximum power
of a coach can be 1 : 1,1.

5.4 - The current taken by the power supply equipment from the train line shall not exceed the current
allowed at Un for U < Un (Un = Nominal voltage in accordance with Appendix B - page 23).

5.5 - The average power of the electrical equipment in the dining car galley, taken from the train line,
shall not exceed 50 kVA.

5.6 - The power for the pressure ventilation equipment of coaches with fans, taken from the train line,
shall not exceed 10 kVA.

5.7 - The energy consumption on the train line of coaches whose dimensions differ from those
specified in UIC Leaflet 567 (e.g. double decker coaches), may be different to point 5.2, provided the
conditions laid down in point 5.8.2 are complied with.

5.8 - The maximum permissible power absorbed by a 15 coach trainset Sz, including a dining car, can
be calculated from points 5.1 to 5.6. It is shown, as a function of the external temperature,
in Appendix C.2 - page 25.

5.8.1 - For continuous operation and start-up, the definitions given in points 5.2.1 and 5.2.2 shall apply.

5.8.2 - The maximum permissible power absorbed by a trainset, as specified in Appendix C.2,
shall remain the same regardless of the dimensions of the coaches. This limit must be heeded when
forming train consists with coaches as per point 5.7.

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O 6 - Voltage peaks on the train line

6.1 - Definition of voltage peaks: voltage peaks may be superimposed on the nominal voltages as
specified in point 4.1 - page 6 and Appendix B - page 23 with their voltage tolerances. Their shape
and duration may be as follows:

6.1.1 - Low voltage peaks with a slow increase but of a duration greater than 20 ms.

6.1.2 - Recurring voltage peaks, in the case of alternating voltages, of a duration greater than 20 ms.

6.1.3 - Very high level voltage peaks, non-recurring, lasting less than 20 ms for a period exceeding 20 ms.

6.2 - Appendices F.1 - page 28 to F.4 - page 31 show the maximum permissible values for voltage
peaks in terms of time (logarithmic scale) for the different nominal voltages. The voltage values of
Umax1 to Umax4 are also included. The peak values permissible for alternating voltages are also given
in Appendices F.3 - page 30 and F.4.

6.3 - The limit values Umax1 to Umax4 are listed in the form of a table in Appendix F.5 - page 32
(see Appendix B - page 23).

6.4 - Energy content of the voltage peaks: to be added later.

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O 7 - Protective fuses for nominal voltages up to 600 V

7.1 - The battery shall be protected on both its poles by fuses placed in 1 or 2 boxes located near the
battery compartment which shall be easily accessible from the side of the coach.

7.2 - The different current-consuming equipment of the on-board d.c. circuit should be protected in
line with point 2.7 - page 4.

7.3 - The various a.c. circuits feeding the different current-consuming equipment (e.g. air
conditioning, cleaning sockets, etc.) shall be protected on all poles by fuses or automatic circuit
breakers in order to avoid defects affecting the other circuits and to reduce the risk of fire.

Three phase motors must be protected in such a way that the 3 phases cut out simultaneously in the
event of failure.

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 8 - Fuses for nominal voltages of 1 000 V and above

8.1 - The RUs are left free to use whatever types of fuses (or similar devices fulfilling the same role)
that they wish. They will be called fuses hereafter.

O 8.2 - The requirements specified below are to ensure that the fuses work well. This shall be
demonstrated by the type test specified in Appendix A - page 20.

O 8.3 - The fuses serve to protect against absolute short circuits, that is to say when the short-circuit
current is more than 5 ln.

Currents of between 1,5 and 5 ln are a very critical zone for the correct breaking of the current. Fuses
which are intended to operate below 5 ln must be specially designed and are not covered by these
provisions.

O 8.4 - The nominal rating of the fuses shall be chosen in such a way that the protection of the electrical
installations against short circuits is also guaranteed when the fuses are used under several voltages
in accordance with Appendix B - page 23. In these cases the peak currents resulting from the
switching on of the loads shall not have negative effects on the behaviour.

O 8.5 - The fuses shall break the current without noise, without the projection of sparks and without the
production of smoke and shall not explode.

8.6 - It is recommended that fuses for d.c. should not be fitted with indicators to show whether they
are fused.

8.7 - Fuses need only be dimensioned for the nominal voltages for which the electrical power supply
of a vehicle is designed. The principle whereby the type test for the d.c. voltage also includes that for
the a.c. voltage and the type test for a higher voltage includes that for a lower voltage should be
applied.

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 9 - Protection against indirect contact with installations
under high voltage

O 9.1 - All the accessible, non-live metallic parts of equipment whose electrical part is connected to the
train line shall be earthed to the vehicle in a reliable manner.

O 9.2 - The metallic parts shall be connected to the vehicle earth with a copper cable with a minimum
cross section of 4 mm2.

O 9.3 - The earthing bar to protect electrical installations with U ≥ 1000 V shall, over the shortest
distance, be metallically connected to the vehicle earth by two flexible connections made of copper
with a minimum cross-section of 10 mm2.

O 9.4 - All the fixed cables in which current normally passes at voltages ≥ 1 000 V shall be protected by
their location or by an appropriate sheath against mechanical damage. Metallic sheaths shall be
connected to earth.

O 9.5 - All equipment that must be kept away from unauthorised persons must be protected or locked
with the aid of the square female key specified in RIC, Plate 3 and/or with the aid of a special tool
(for example: size 10 male hexagonal key).

9.6 - Earthing contacts:

O 9.6.1 - The vehicle axle boxes shall be fitted with electric insulation in order to allow the current from
loads connected to the train line to flow to the rail without damage to the bearings.

O 9.6.2 - In order to short circuit the insulation, the following should be fitted on each bogie at least:

- one axle box with an earth contact through which the return current can flow, and

- on each of the other boxes not fitted with an earthing contact, a shunt of a protective resistance of
40 and 100 M Ω.

9.6.3 - It is recommended that the earthing contacts be fitted on the end axles.

O 9.6.4 - Appendix G - page 33 shows the basic diagram.

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O 10 - Test voltages

10.1 - The choice of test voltage for the insulation tests during the starting procedure is left to each
railway but the high voltage electrical equipment connected to the train line must be able to withstand
an r.m.s. alternating voltage of at least 2 Un + 1 000 V, Un being the nominal voltage defined in
point 4.1 - page 6.

10.2 - To avoid damage, the power electronic components shall be protected by short circuiting of
their connections and the electronic control units shall be disconnected before the test. The test
requirements shall be specified by the railways.

10.3 - For the repeat tests, the high voltage electronic equipment connected to the train line shall be
tested with 0,7 x (2 Un + 1 000 V).

10.4 - The electronic and inductive loads shall no longer be subjected to additional insulation tests
with the complete installation. If necessary they shall be tested as isolated units in accordance with
the special instructions laid down by the railways and shall only be subjected in the complete installa-
tion to a service test at the maximum service voltage.

10.5 - The test durations shall be as follows:

- 120 seconds for 1 000 V a.c.

- 60 seconds for 1 500 V a.c. or d.c.

- 30 seconds for 3 000 V d.c.

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O 11 - Distribution and control panels - Equipment cases

11.1 - The electrical equipment cases of coaches shall be designed and fitted out as specified in UIC
Leaflet 550-1.

11.2 - The control panel and the equipment panel with the other control and switching devices shall
be fitted in the electrical cabinet and be easily accessible. The cabinet shall have a sufficient number
of doors. To assist operation and maintenance, the doors of the cabinet shall be easily removable.
Parts of the equipment that are at a greater voltage than the permissible contact voltage shall be
protected against accidental contacts, without, however, hindering the visual monitoring of these units.

11.3 - If a fuse is housed in a box which is not easily accessible, this box shall be marked with the
nominal current rating of the fuse.

11.4 - Battery fuse boxes shall be marked with the symbol .

11.5 - The equipment cases fitted under the body shall have at least the level of protection IP 54
according to IEC 60529 (see Bibliography - page 34).

11.6 - All the distribution and control panels of the coach and the equipment cases under the body in
which the voltage is greater than 50 V a.c. or 110 V d.c. shall be marked by a danger sign that is at
least 80 mm long and carries the wording "ATTENTION DANGEROUS ELECTRICAL VOLTAGE" as
specified in ISO 3864 (see Bibliography - page 34).

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 12 - Provisions for other electrical loads

O 12.1 - A 230 V 50 Hz socket shall be provided in toilets and washrooms for electric shavers in
accordance with UIC Leaflet 563 (see Bibliography - page 34). The voltage may be sinusoidal or
trapezoidal. The circuit shall be designed so that it cannot supply more than 25 VA, so as not to
damage faulty equipment (short circuit) or supply equipment of too high a power. Normal operation
must be restored automatically as soon as the defective contact ceases. As a safety measure, sockets
shall be provided with a "protective circuit breaker".

O 12.2 - Each coach shall be fitted with two 16A 230 V 50 Hz sockets of type 1 in accordance with
standards EN 60309-1 and -2 (see Bibliography - page 34) into which electrical cleaning appliances
can be plugged. These sockets should be supplied with a.c. 230 V 50Hz with a rectangular voltage
shape as specified in EN 50160 (see Bibliography - page 34). The total connected load of the two
sockets shall be at least 2,0 kVA, and it should be possible to take this power from any socket.
Allowance shall also be made for current peaks.

12.2.1 - The power need only be available at the sockets when the train line is energised.

12.2.2 - When coaches are in service, sockets located in the passenger area shall be de-energised
or shall receive equivalent selective protection, in the form of a differential protective circuit for
example.

12.2.3 - Socket locations shall be chosen in accordance with UIC Leaflets 567-1 and 567-2 (see
Bibliography - page 34).

12.3 - It is recommended that vehicles fitted with 230 V 50 Hz sockets (sinusoidal voltage) for use by
passengers should have a maximum power of 150 VA, for example for supplying portable computers.
The total power of these sockets shall not exceed 2,0 kVA.

O 12.3.1 - The power supply circuits for the socket should be equipped with a residual current
monitoring device with a maximum response threshold of 30 mA.

12.3.2 - The power need only be available at the sockets when the train line is energised.

O 12.4 - Sockets that are accessible to passengers and are live during operation shall be fitted with
"Shutters" (child protection) as specified in IEC 60884-2-5 (see Bibliography - page 34).

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O 13 - Spares

13.1 - Each coach shall be provided with one spare fuse for high-voltage circuits and two fuses for
low-voltage circuits, for each size used.

13.2 - The fuses shall, where possible, be located in the cupboard for spare equipment accessible by
means of the square socket key (Berne key) shown in RIC, Plate 3. If they are placed elsewhere, their
location shall be specified on a notice displayed in this cupboard.

13.3 - The cupboard containing the spare fuses must be marked "spares cupboard" in all the
languages specified by the RIC.

13.4 - The racks containing the spare fuses shall be marked with the nominal rating of the fuses.

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14 - Markings

See UIC Leaflet 552, point 7.

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O 15 - Operating instructions - Explanatory notes and
diagrams

15.1 - A notice in several languages giving operating instructions, together with the notice concerning
lighting and heating or air conditioning installations, shall be placed on the inside of the electrical
cabinet door.

15.2 - The following information shall be placed in the electrical cabinet so that any fault may be
identified and the necessary action taken for correction:

- a diagram indicating the layout of the main components;

- a basic circuit diagram;

- a short explanatory note giving information for repairs.

- an explanation of the fault codes for the type 1 or 2 man/machine interfaces specified in UIC
Leaflet 557 (see Bibliography - page 34) with indications for emergency repairs.

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O 16 - Safety measures to be taken to protect staff working
on high voltage installations

16.1 - It shall be possible to disconnect all the loads of a vehicle from the train line safely by operating
an isolating and earthing device.

16.2 - The break between the train line and the HT installations shall be visible.

16.3 - The HT installation disconnected from the train line is automatically earthed after the isolating
and earthing device has opened. If there are any condensers these shall also be automatically
earthed. The earthing of these condensers is sufficient if there is a mechanical system to ensure that
the part of the installation not earthed cannot be made live.

16.4 - It must not be possible to open the equipment cases with HT components which can be opened
without using a tool until after disconnection of the installation from the train line as specified in
point 16.1. Similarly it shall only be possible to re-energise the equipment once these cases have been
closed again.

16.5 - Before the opening of the isolating and earthing device, the control circuits shall automatically
be broken in such a way that they disconnect the load.

16.6 - If the load is not switched off by the contactors as a result of a fault (contacts welded for
example) some protection measures shall be provided. This can be done by one of the following
methods:

- the isolating and earthing device shall also be designed to break the load,

- the arc caused when the isolating and earthing device opens melts a fuse in an earlier part of the
circuit,

- it shall not be possible for the isolating and earthing device to be opened.

16.7 - The connections of the electrical cables to the isolating and earthing device shall be designed
in such a way that there can be no possibility of them being wrongly connected.

16.8 - The isolating and earthing device must be able to be locked in the "cut off" position with
padlocks by staff who are working on the installation.

16.9 - Before any work is carried out on the high voltage lines, it is necessary to ensure that there is
no voltage on any of the parts. Equipment-internal bus bars shall be earthed.

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Appendices

O Appendix A - Test conditions for the type tests of high

voltage fuses for nominal voltages of
1 000 V and above

A.1 - Scope

These conditions apply to the fuses that protect the electrical installations of coaches working at
nominal voltages Un ≥ 1 000 V against short circuits.

A.2 - Definition

The nominal rating of a fuse is the current at which the fuse overheats and cuts off the short circuit
current.

A.3 - Type tests

A.3.1 - Each test shall be carried out on 3 fuses.

A.3.2 - Before the tests, the temperature of the fuses shall be brought to the equilibrium temperature
with a current equal to 1,1 times the nominal rating.

A.3.3 - The test voltage shall be Umax of Un each time. The risk of incorrect shut-off of the current ex-
ists in particular for direct current and increases with it.

A.3.4 - Type test for 3 000 V d.c.

+100V
A.3.4.1 - The test voltage shall be 3 900 V -0V

A.3.4.2 - Test rig

- The test circuits shall be supplied from a sub-station:

- test circuit of 1,2 Ω and 13 mH:

• short circuit test

- test circuit of 2,4 Ω and 39 mH:

• short circuit test

- test circuit with 39 mH:

• cut-off test with a current of 5 In

• cut-off test with a current of 10 In

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Appendices

A.3.4.3 - Measurement of the transient recovery voltage

- The transient recovery voltage shall be measured for a period of 100 ms after extinction of the
electric arc and shall be shown on an oscillogram,

- It shall be maintained, after the current is cut off, for a period of 30 seconds for fuses containing
no organic matter, and for 3 minutes for fuses of other designs. It is acceptable to change the
source of voltage after 15 seconds, provided that the interruption is not more than 0,1 s.

A.3.4.4 - After the voltage has been cut off (according to point A.3.4.3), the resistance between the
terminals shall be measured with at least 2 500 V for 3 minutes. The resistance shall be at least 1 M Ω.

A.3.4.5 - The transient recovery voltage shall not be greater, for fuses

with In ≥ 6 A, than 12 kV and

with In ≤ 6 A, than 16 kV.

A.3.5 - Type test for 1 500 V d.c.

+50V
A.3.5.1 - The test voltage shall be 1 950 V -0V

A.3.5.2 - Test rig

- The test circuits shall be supplied from a sub-station:

- test circuit of 0,4 Ω and 11 mH:

• short circuit test

- test circuit of 0,7 Ω and 21 mH:

• short circuit test

- test circuit with 21 mH

• cut-off test with a current of 5 In
• cut-off test with a current of 10 In.

A.3.5.3 - Test as in point A.3.4.3.

A.3.5.4 - Test as in point A.3.4.4.

A.3.5.5 - The transient recovery voltage shall not be greater than 6 kV.

A.3.6 - Type test with a.c. voltage

A.3.6.1 - The test voltage shall be:

+50V
1 740 V, 50 Hz -0V for fuses designed for Un = 1 500 V
and
+50V
1 200 V, 50 Hz -0V for fuses designed for Un = 1 000 V.

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Appendices

A.3.6.2 - The tests shall be carried out according to the rules laid down in EN 60282 (see Bibliography
- page 34) (high voltage fuses) taking into account the values that are specified for railway operation.

A.4 - Assessment of the tests

The test is considered as satisfactory if:

- the fuse correctly cut off the current and no release of harmful gas or smoke was observed,

- the body of the fuse had no unacceptable damage and could be removed from the supports as a
single piece. Slight damage, such as thermal cracks or changes of colour, are acceptable,

- the temperature remained below a given value, such that the fuses did not suffer any change
which might have made their removal difficult or dangerous.

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Appendices

O Appendix B - Voltages for equipment connected to the

train line

Transformation ratio of the transformer windings for the train line on traction units as specified in UIC
Leaflet 600 when idle.

Voltage on train line Nominal voltage Voltage on train line Upper cut-off
< Un Un/V > Un voltage

For a max. Possible on Nominal Possible on For a max.

period of permanent frequency permanent period of
10 min basis basis 5 min
Umin2 (V) Umin1 (V) fn (Hz) Umax1 (V) Umax2 (V) Umax2A (V)

700 800 1 000; 1 150 1 200 1 250

16 2/3, 22, 50
1 050 1 140 1 500; 50 1 650 1 740 1 860
900 1 000 1 500 1 800 1 950 2 050
1 800 2 000 3 000 3 600 3 900 4 050

Nominal Mandatory Frequency tolerance generally

frequency recommended, mandatory with
fn/Hz points 4.6.2 and 4.7

16 2/3 16 - 17,5 --
22 21 - 23
50 48 - 52 16 - 52

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Appendices

Appendix C - Maximum permissible power that can be

taken continuously from the train line
depending on the outside temperature Te

O C.1 - Maximum power Sw that can by taken by a coach

Sw
kVA

50

40

30

20

10

Te/°C
-30 -20 -10 0 +10 +20 +30 +40

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Appendices

O C.2 - Maximum power Sz that can by taken by a trainset

Sw
kVA

800

700

600

500

400

300

200

100
Te/°C
-30 -20 -10 0 +10 +20 +30 +40

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Appendices

O Appendix D - Marking of the isolating and earthing device

black

reflective yellow

The size of the warning sign must be adapted to the size of the switch.

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Appendices

O Appendix E - Sign for the main voltage circuit breaker

black

reflective yellow

The size of the warning sign must be adapted to that of the switch.

The "off" and "on" positions must be identified by "0" and "1".

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Appendices

Appendix F - Limit values for voltage peaks from the

train line

O F.1 - Limit values for 3 000 V d.c.

16
Umax 4
14 kV

14
Voltage in kV

12

10

Umax 3 Umax 4 Umax 2 Umax 1

5 075 V 4 050 V 3 900 V 3 600 V

0
20 ms 2s 5 min

10-2 100 102 104 106 108

Time in ms

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Appendices

O F.2 - Limit values for 1 500 V d.c.

14
Umax 4
12 kV

12
Voltage in kV

10

Umax 3 Umax 2A Umax 2 Umax 1

2 538 V 2 050 V 1 950 V 1 800 V

0
20 ms 2s 5 min

10-2 100 102 104 106 108

Time in ms

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Appendices

O F.3 - Limit values for 1 500 V 50 Hz

14
Umax 4
12 kV

12

10
Voltage in kV

Umax 3eff Umax 2Aeff Umax 2eff Umax 1eff ûmax

2 320 V
1 860 V 1 740 V 1 650 V 3 000 V

. . . . . . . . .
2

0
20 ms 2s 5 min

10-2 100 102 104 106 108

Time in ms

U . . . û

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Appendices

O F.4 - Limit values for 1 000 V 16 2/3 Hz

14
Umax 4
10 kV

12

10
Voltage in kV

Umax 3eff Umax 2Aeff Umax 2eff Umax 1eff ûmax

1 620 V 1 250 V 1 200 V 1 150 V 2 000 V
4

20 ms 2s 5 min

10-2 100 102 104 106 108

Time in ms

U û

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Appendices

O F.5 - Limit values for nominal voltages

U nominal Umax1 Umax2 Umax2A Umax3 Umax4 û

(V) (V) (V) (V) (V) (kV) (V)

1 000 16 2/3Hz 1 150 r.m.s. 1 200 r.m.s. 1 250 r.m.s. 1 620 10 2 000
1 500 50Hz 1 650 r.m.s. 1 740 r.m.s. 1 860 r.m.s. 2 320 12 3 000
1 500 d.c. 1 800 1 950 2 050 2 538 12
3 000 d.c. 3 600 3 900 4 050 5 075 14

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Appendices

Appendix G - Layout of protective resistances and

earthing contact on bogies

3 7

6 5
8

1- Vehicle body 5- Axle

2- Bogie 6- Earthing contact
3- Box isulation 7- Protective resistance
4- Axle-box 8- Rail

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Bibliography

1. UIC leaflets

International Union of Railways (UIC)

UIC Leaflet 413: Measures to facilitate travel by rail, 9th edition, December 2000 (reissue)

UIC Leaflet 533: Protection by the earthing of metal parts of vehicles, 2nd edition of 1.1.77 and
4 Amendments

UIC Leaflet 541-05: Brakes - Regulations concerning the construction of the various brake
components - Wheel slip prevention equipment, 1st edition of 1.1.85 and 8 Amendments (2nd edition
in course of preparation)

UIC Leaflet 541-06: Brakes - Regulations concerning the construction of the various brake
components : Magnetic brakes, 1st edition of 1.1.92 and Amendment No. 1

UIC Leaflet 550-1: Electrical switch cabinets on passenger stock, 1st edition of 1.1.90

UIC Leaflet 550-2: Power supply systems for passenger coaches - Type testing, 1st edition of 1.1.94

UIC Leaflet 550-3: Power supply installations for passenger stock - Effect on electrical installations
outside passenger coaches, 1st edition, April 2005

UIC Leaflet 552: Electric power supply for trains - Standard technical characteristics of the train bus,
9th edition of 1.1.97 (10th edition in course of preparation)

UIC Leaflet 553: Heating, ventilation and air-conditioning in coaches, 6th edition, February 2004

UIC Leaflet 553-1: Air-conditioning equipment in coaches - Standard tests, 1st edition of 1.1.92
(2nd edition in course of preparation)

UIC Leaflet 554-1: Power supply to electrical equipment on stationary railway vehicles from a local
mains system or another source of energy at 220 V or 380 V, 50 Hz, 3rd edition of 1.1.79

UIC Leaflet 555: Electric lighting in passenger rolling stock, 1st edition of 1.1.78 and 7 Amendments

UIC Leaflet 556: Transmission of information via a central data cable (train bus), 1st edition under pre-
paration

UIC Leaflet 557: Diagnostics on passenger rolling stock, 2nd edition of 1.1.98

UIC Leaflet 560: Doors, footboards, windows, steps, handles and handrails of coaches and luggage
vans, 12th edition, March 2002

UIC Leaflet 563: Fittings provided in coaches in the interests of hygiene and cleanliness, 8th edition
of 1.1.90 and 4 Amendments

UIC Leaflet 567: General provisions for coaches, 2nd edition, November 2004

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UIC Leaflet 567-1: Standard X and Y coaches accepted for running on international services,
4th edition of 1.1.78 and 7 Amendments

UIC Leaflet 567-2: Standard Z-type coaches accepted for running in international traffic -
Characteristics, 4th edition of 1.7.91 and 2 Amendments

UIC Leaflet 567-5: Constructional arrangements on coaches with a view to the application of the au-
tomatic coupler on the UIC member railways and on the OSJD member railways, 1st edition of 1.1.83
and 1 Amendment

UIC Leaflet 568: Loudspeaker and telephone systems in RIC coaches Standard technical
characteristics, 3rd edition of 1.1.96

UIC Leaflet 580: Inscriptions and markings, route indicators and number plates to be affixed to
coaching stock used in international traffic, 6th edition of 1.1.90 and 3 Amendments

UIC Leaflet 600: Electric traction with aerial contact line, 4th edition, November 2003 (reissue)

UIC Leaflet 626: Production of electrical power on diesel tractive units for supplying the train cable,
3rd edition, April 2004 (reissue)

2. European standards

European standards (CEN)

EN 50153:2002 : Railway applications. Rolling stock. Protective provisions relating to electrical
hazards, 2002

EN 50155:2001 : Railway applications. Electronic equipment used on rolling stock, 2001

En 50160:2000 : Voltage characteristics of electricity supplied by public distribution systems, 2000

En 50163:1996 : Railway applications. Supply voltages of traction systems, 1996

EN 60282-1:2002 : High-voltage fuses - Part 1: Current-limiting fuses, 2002

EN 60309-1:1999 : Plugs, socket-outlets and couplers for industrial purposes - Part 1: General
requirements, 1999

EN 60309-2:1999 : Plugs, socket-outlets and couplers for industrial purposes - Part 2: Dimensional
interchangeability requirements for pin and contact-tube accessories, 1999

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3. International standards

International Electrotechnical Commission (IEC)

IEC 60529: Degrees of protection provided by enclosures (IP Code), February 2001

IEC 60884-2-5: Plugs and socket-outlets for household and similar purposes - Part 2: Particular
requirements for adaptors, 1995

International Organization for Standardization (ISO)

ISO 3864:1984 : Graphical symbols - Safety colours and safety signs, 1984 (current version ISO
3864-1:2002 and ISO 3864-2:2004)

4. Miscellaneous

International Union of Railways (UIC)

Agreement governing the exchange and use of coaches in international traffic (RIC), January 2001

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 Warning

No part of this publication may be copied, reproduced or distributed by any means whatsoever, including
electronic, except for private and individual use, without the express permission of the International Union of
Railways (UIC). The same applies for translation, adaptation or transformation, arrangement or reproduction by
any method or procedure whatsoever. The sole exceptions - noting the author's name and the source - are
"analyses and brief quotations justified by the critical, argumentative, educational, scientific or informative nature
of the publication into which they are incorporated".
(Articles L 122-4 and L122-5 of the French Intellectual Property Code).
 International Union of Railways (UIC) - Paris, 2005

Printed by the International Union of Railways (UIC)

16, rue Jean Rey 75015 Paris - France, April 2005
Dépôt Légal April 2005

ISBN 2-7461-905-0 (French version)

ISBN 2-7461-906-9 (German version)
ISBN 2-7461-907-7 (English version)

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