SIST EN 14198:2026

SLOVENSKI STANDARD
01-maj-2026
Nadomešča:
SIST EN 14198:2017+A2:2021
Železniške naprave - Zavore - Zahteve, ki jih morajo izpolnjevati zavorni sistemi
vlakov, vlečeni z lokomotivami
Railway applications - Braking - Requirements for the brake system of trains hauled by
locomotives
Bahnanwendungen - Bremsen - Anforderungen an die Bremsausrüstung lokbespannter
Züge
Applications ferroviaires - Freinage - Exigences concernant le système de freinage des
trains tractés par locomotive
Ta slovenski standard je istoveten z: EN 14198:2026
ICS:
45.040 Materiali in deli za železniško Materials and components
tehniko for railway engineering
45.060.01 Železniška vozila na splošno Railway rolling stock in
general
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

EN 14198
EUROPEAN STANDARD
NORME EUROPÉENNE
March 2026
EUROPÄISCHE NORM
ICS 45.040; 45.060.01 Supersedes EN 14198:2016+A2:2021
English Version
Railway applications - Braking - Requirements for the
brake system of trains hauled by locomotives
Applications ferroviaires - Freinage - Exigences Bahnanwendungen - Bremsen - Anforderungen an die
concernant le système de freinage des trains tractés Bremsausrüstung lokbespannter Züge
par locomotive
This European Standard was approved by CEN on 22 September 2025.

CEN 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 CEN
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 CEN member into its own language and notified to the CEN-CENELEC Management
Centre has the same status as the official versions.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway,
Poland, Portugal, Republic of North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Türkiye and
United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2026 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 14198:2026 E
worldwide for CEN national Members.

Contents
European foreword . 4
1 Scope . 5
2 Normative references . 5
3 Terms and definitions . 7
4 Symbols and abbreviated terms . 9
5 Requirements . 9
5.1 General requirements of the train brake system . 9
5.2 General safety requirements . 9
5.2.1 Design principles . 9
5.2.2 Fire protection . 11
5.2.3 Environmental condition . 11
5.3 Requirements of the main brake system . 11
5.3.1 General requirements . 11
5.3.2 General functions on train level . 12
5.3.3 Additional requirements at the vehicle level . 18
5.4 “EN-UIC” brake system - based on air brake system . 19
5.4.1 General. 19
5.4.2 General architecture . 20
5.4.3 Brake subsystems . 20
5.4.4 Functional requirements at train level . 24
5.4.5 Design requirements . 37
5.4.6 Brake functions at vehicle level . 38
5.4.7 Brake system related markings . 41
5.5 Direct EP brake control . 41
5.6 Additional brake systems . 41
5.6.1 Independent dynamic brake system. 41
5.6.2 Independent direct brake . 42
5.7 Brake management . 44
5.7.1 Brake blending at vehicle level . 44
5.7.2 Manual mode . 45
5.7.3 Brake blending at train level . 45
5.7.4 Jerk/ramps . 46
5.8 Wheel slide protection . 46
5.9 Compressed air supply . 47
5.9.1 General requirements . 47
5.9.2 Capacity . 48
5.9.3 Air quality . 48
5.10 Enhancement of wheel/rail adhesion . 48
6 Performance . 49
6.1 General aspects . 49
6.2 Performance calculation . 50
6.2.1 General. 50
6.2.2 Calculations for nominal mode . 51
6.2.3 Equivalent response and delay time . 52
6.2.4 Calculations for degraded mode. 52
6.2.5 Calculations for degraded conditions . 52
6.3 Relevant load conditions . 53
6.3.1 Locomotives . 53
6.3.2 Coaches . 53
6.3.3 Wagons . 53
6.4 Service braking . 53
6.5 Thermal capacity . 54
6.6 Adhesion . 55
6.6.1 General requirements . 55
6.6.2 Emergency brake application . 55
6.6.3 Service brake application . 55
6.7 Parking brake performance . 56
6.7.1 General . 56
6.7.2 Static efficiency of rigging . 56
6.7.3 Activation force . 56
Annex A (normative) Vehicle requirements . 57
Annex B (informative) Train related brake performance categories . 61
Annex C (informative) Explanation of “proven design” concept . 65
Annex D (informative) Corresponding standards EN – UIC . 66
Annex E (normative) Brake pipe pressure control system . 68
E.1 General requirements . 68
E.2 Release position . 69
E.3 Service brake application . 70
E.4 Emergency brake application . 70
E.5 Overcharge function . 71
E.6 Quick release function . 72
Annex F (normative) Venting performance of emergency valves . 76
F.1 Purpose . 76
F.2 General rules . 76
F.3 Test procedure . 76
Annex ZA (informative) Relationship between this European Standard and the Essential
Requirements of Directive (EU) 2016/797 aimed to be covered . 78
Bibliography . 82

European foreword
This document (EN 14198:2026) has been prepared by Technical Committee CEN/TC 256 “Railway
applications”, the secretariat of which is held by DIN.
This European Standard shall be given the status of a national standard, either by publication of an
identical text or by endorsement, at the latest by September 2026, and conflicting national standards shall
be withdrawn at the latest by September 2026.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN shall not be held responsible for identifying any or all such patent rights.
This document supersedes EN 14198:2016+A2:2021.
This document includes the following significant technical changes with respect to
EN 14198:2016+A2:2021:
— normative references have been updated;
— definitions have been modified;
— functional requirements at train level for brake modes and positions, for EP assist and for emergency
brake application have been modified;
— requirements for direct brake have been modified;
— requirements for brake management have been modified;
— performance requirements for adhesion have been modified;
— Annex A “Vehicle requirements” has been modified;
— Annex D “Corresponding standards EN – UIC” has been updated;
— Annex E “Brake pipe pressure control system” has been updated;
— Annex F “Venting performance of emergency valves” has been updated;
— Annex ZA has been updated.
This document has been prepared under a Standardization Request addressed to CEN by the European
Commission. The Standing Committee of the EFTA States subsequently approves these requests for its
Member States.
For the relationship with EU Legislation, see informative Annex ZA, which is an integral part of this
document.
Any feedback and questions on this document should be directed to the users’ national standards body.
A complete listing of these bodies can be found on the CEN website. According to the CEN-CENELEC
Internal Regulations, the national standards organisations of the following countries are bound to
implement this European Standard: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic,
Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,
Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Republic of North Macedonia, Romania,
Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Türkiye and the United Kingdom.
1 Scope
This document specifies basic requirements for the braking of trains hauled by locomotives.
This document is applicable for trains hauled by locomotives and vehicles intended for use in general
operation or in fixed or predefined formation.
NOTE This ensures technical compatibility of the brake function between vehicles of various origins in a train
(see 5.4).
If concerned, the EN-UIC brake architecture described in this document (see 5.4) is also applicable to
brakes for multiple units and high-speed trains and urban rail described in the EN 16185 series and the
EN 15734 series and the EN 13452 series respectively.
This document also takes into account electrical and electronic control functions and additional brake
systems like dynamic brakes and adhesion independent brakes.
The brake system requirements, which are specific for railbound construction and maintenance
machines are set out in EN 14033-1.
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 837-1:1996, Pressure gauges — Part 1: Bourdon tube pressure gauges — Dimensions, metrology,
requirements and testing
EN 10220:2002, Seamless and welded steel tubes - Dimensions and masses per unit length
EN 10305-4:2016, Steel tubes for precision applications - Technical delivery conditions - Part 4: Seamless
cold drawn tubes for hydraulic and pneumatic power systems
EN 10305-6:2016, Steel tubes for precision applications - Technical delivery conditions - Part 6: Welded
cold drawn tubes for hydraulic and pneumatic power systems
EN 14531-1:2015+A1:2018, Railway applications - Methods for calculation of stopping and slowing
distances and immobilization braking - Part 1: General algorithms utilizing mean value calculation for train
sets or single vehicles
EN 14531-2:2015, Railway applications - Methods for calculation of stopping and slowing distances and
immobilization braking - Part 2: Step by step calculations for train sets or single vehicles
EN 14535-1:2019, Railway applications - Brake discs for railway rolling stock - Part 1: Brake discs pressed
or shrunk onto the axle or drive shaft, dimensions and quality requirements
EN 14535-2:2019, Railway applications - Brake discs for railway rolling stock - Part 2: Brake discs mounted
onto the wheel, dimensions and quality requirements
EN 14601:2024, Railway applications - Straight and angled end cocks for brake pipe and main reservoir
pipe
EN 15220:2016, Railway applications - Brake indicators

Document impacted by AC:1998.
EN 15273-2:2013+A1:2016, Railway applications - Gauges - Part 2: Rolling stock gauge
EN 15328:2020+A1:2024, Railway applications - Braking - Brake pads
EN 15329:2019, Railway applications - Braking - Brake block holder and brake block key
EN 15355:2019+A1:2023, Railway applications - Braking - Distributor valves and distributor-isolating
devices
EN 15595:2018+A1:2023, Railway applications - Braking - Wheel slide protection
EN 15611:2020+A1:2022, Railway applications - Braking - Relay valves
EN 15612:2020, Railway applications - Braking - Brake pipe accelerator
EN 15663:2017+A2:2024, Railway applications - Vehicle reference masses
EN 15807:2021, Railway applications - Pneumatic half couplings
EN 15877-1:2024, Railway applications - Markings of railway vehicles - Part 1: Freight wagons
EN 15877-2:2013, Railway applications - Markings of railway vehicles - Part 2: External markings on
coaches, motive power units, locomotives and on track machines
EN 16186-2:2017, Railway applications - Driver's cab - Part 2: Integration of displays, controls and
indicators
EN 16207:2024, Railway applications - Braking - Functional and performance criteria of magnetic track
brake systems for use in railway rolling stock
EN 16241:2014+A1:2016, Railway applications - Slack adjuster
EN 16334-1:2014+A1:2022, Railway applications - Passenger Alarm System - Part 1: System requirements
for mainline rail
EN 16451:2024, Railway applications - Braking - Brake pad holder
EN 16452:2015+A1:2019, Railway applications - Braking - Brake blocks
EN 16834:2019, Railway applications - Braking - Brake performance
EN 45545-1:2013, Railway applications - Fire protection on railway vehicles - Part 1: General
EN 45545-2:2020+A1:2023, Railway applications - Fire protection on railway vehicles - Part 2:
Requirements for fire behaviour of materials and components
EN 45545-3:2024, Railway applications - Fire protection on railway vehicles - Part 3: Fire resistance
requirements for fire barriers
EN 45545-4:2024, Railway applications - Fire protection on railway vehicles - Part 4: Fire safety
requirements for rolling stock design
EN 45545-5:2013+A1:2015, Railway applications - Fire protection on railway vehicles - Part 5: Fire safety
requirements for electrical equipment including that of trolley buses, track guided buses and magnetic
levitation vehicles
EN 45545-6:2024, Railway applications - Fire protection on railway vehicles - Part 6: Fire control and
management systems
EN 45545-7:2013, Railway applications - Fire protection on railway vehicles - Part 7: Fire safety
requirements for flammable liquid and flammable gas installations
EN 50125-1:2014, Railway applications - Environmental conditions for equipment - Part 1: Rolling stock
and on-board equipment
EN 50163:2004, Railway applications - Supply voltages of traction systems
EN 50553:2012, Railway applications — Requirements for running capability in case of fire on board of
rolling stock
EN ISO 1127:1996, Stainless steel tubes - Dimensions, tolerances and conventional masses per unit length
(ISO 1127:1992)
EN ISO 24478:2024, Railway applications - Braking - General vocabulary (ISO 24478:2023, including
corrected version 2024-04)
ISO 4975:2022, Railway applications — Braking system — Quality of compressed air for pneumatic
apparatus and systems
ISO 20138-1:2018, Railway applications — Calculation of braking performance (stopping, slowing and
stationary braking) — Part 1: General algorithms utilizing mean value calculation
ISO 24221:2024, Railway applications — Braking system — General requirements
3 Terms and definitions
For the purposes of this document, the terms and definitions given in EN ISO 24478:2024 and the
following 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
general operation
mode of operation of units intended to be coupled with other units in a train formation which is not
specified at design stage
3.2
automatic brake application
automatic application of the brakes when the trainwide brake control signal is lost

Document impacted by A1:2016, A2:2020 and AC:2013.
3.3
unit
assessable entity which may be a single vehicle/locomotive or a group of vehicles that operate in a fixed
formation
3.4
train
operational formation consisting of one or more units
3.5
rear view position
position in the front cab, where the driver can observe the rear end of the train and can command the
traction and brake system for shunting
3.6
active driver’s cab
only cab enabled to generate trainwide control signal for traction and service braking
3.7
brake command vehicle
vehicle where the active driver’s cab is located
3.8
emergency brake performance
result of an emergency brake application in terms of stopping distances, retardation and brake response
time
3.9
locomotive
traction vehicle in accordance with EN 17343 and equipped with EN-UIC brake system
3.10
build-up time
period of time related to the brake cylinder pressure during emergency brake application on a single
vehicle in accordance with EN ISO 24478 where a is the beginning of the pressure rising and b = 95 % of
the maximum brake cylinder pressure
3.11
release time
period of time related to the brake cylinder pressure after emergency or full service brake application on
a single vehicle in accordance with EN ISO 24478 where c is the beginning of the pressure drop and
d = 0,4 bar
4 Symbols and abbreviated terms
For the purposes of this document, the following symbols and abbreviated terms apply.
λ braked weight percentage
AC alternating current
BP brake pipe
CCS Control Command and Signalling System
CSM common safety methods
CW marking for freight wagons depending on compliance with TSI WAG requirements, for application
refer to Commission Regulation (EU) No 321/2013, Annex C, Clause 5 “Marking of units”
DC direct current (“Berlin DC-Network” means network of the S-Bahn Berlin, Germany, which runs
on DC)
EMC electromagnetic compatibility
ETCS European Train Control System
GB Great Britain
GE marking for freight wagons depending on compliance with TSI WAG requirements, for application
refer to Commission Regulation (EU) No 321/2013, Annex C, Clause 5 “Marking of units”
MRP main reservoir pipe
MTB magnetic track brake
UIC International Union of Railways (Union internationale des chemins de fer)
WSP wheel slide protection system
5 Requirements
5.1 General requirements of the train brake system
The purpose of the train brake system is to ensure that the train’s speed can be reduced or maintained
on a slope, or that the train can be stopped within the maximum allowable braking distance.
Braking also provides the immobilization of a train either for a certain period of time or permanently.
Units designed and assessed to be operated in general operation (various formations of vehicles from
different origins; train formation not specified at the design stage) shall be fitted with a technically
compatible brake system to ensure the brake function in all vehicles of the train.
5.2 General safety requirements
5.2.1 Design principles
The design, construction or assembly, maintenance and monitoring of safety-critical components, and
more particularly of the components involved in train movements, shall ensure safety at the level
corresponding to the aims laid down for the respective railway network. The braking techniques and the
stresses exerted shall be compatible with the design of the tracks, engineering structures and signalling
systems. Brake systems shall conform to the following:
— the design principles listed in the standards on brake systems referred to in Clause 2;
— the brake performances specified in Clause 6;
— the design principles in accordance with the requirements of this document;
— keeping within the specified effects on the environment, particularly regarding EMC and noise
emissions.
In the course of the system design, risks shall be considered and mitigated. As a minimum, the following
hazards shall be taken into account:
a) the braking force applied is greater than the maximum design level:
1) impact on track shifting forces;
2) excessive jerk (impact on standing passengers);
3) damage to the contact surface of the wheels or friction partners;
4) impact on the fatigue life of the components generating the braking force;
b) the brake performance is lower than the level of brake demanded:
1) keeping traction effort on the train while emergency brake is requested;
2) required emergency brake performance not achieved;
3) required parking brake performance not achieved;
4) immobilization brake performance not achieved during the required period of time;
c) there is no braking force when demanded:
1) no emergency brake on the whole train when requested;
2) automatic (emergency) brake not initiated in the case of an unintended train separation (loss of
train integrity);
3) parking brake: loss of performance over the time;
d) there is a braking force when a brake demand has not been made:
1) undue local brake application (pneumatic or parking);
e) brake component failures that could cause death or injury or damage to the train or infrastructure,
e.g. derailment.
After activation of an application signal on the trainwide control line(s) for emergency brake or parking
brake or immobilisation brake, no single failure shall result in the critical hazard “loss of more than 50 %
of the total braking force of the train”. A single failure of the traction system leading to application of an
accelerating traction force while braking shall be considered.
The hazards in the previous list shall be assessed in accordance with CSM.
Concluding from the hazards listed above the emergency brake shall have a high level of integrity. The
service brake, whilst it may share subsystems and components, etc. with the emergency brake, does not
need to achieve the same level of integrity. Nevertheless, the service brake shall be designed in
accordance with the following requirements:
— it shall be activated on the whole train when requested;
— it shall cut off traction effort on the whole train while service brake is requested;
— it shall provide service brake effort as high as requested.
Independently from the service brake:
— it shall be possible for the driver to immediately initiate the emergency brake by using the same lever
which is used for service braking or by using another independent device;
— the train protection systems shall be capable of initiating the emergency brake.
The components shall be of a proven design and withstand any duties expected to occur during their
period in service. The safety implication of any failures shall be limited by appropriate means as
described in this document. For more guidance on proven design see Annex C.
Proper functionality of the brake system is also affected by the design of the piping and component design
as specified in 5.4.5.
5.2.2 Fire protection
The brake system shall be protected against the effects of fire and shall not emit toxic fumes. This shall
be achieved by selecting appropriate materials, by an appropriate system architecture and installation
arrangement.
The brake system shall be consistent with the train fire protection requirements as set out in the
EN 45545 series.
The running capability shall be in accordance with EN 50553:2012 .
5.2.3 Environmental condition
The rolling stock and the equipment on board shall work properly in those climatic zones, for which they
have been designed. The environmental conditions shall be in accordance with EN 50125-1:2014.
For certain lines further requirements may be specified, e.g. for the Nordic countries.
CEN/TR 16251 covers this subject and it may be considered.
5.3 Requirements of the main brake system
5.3.1 General requirements
Trains for general operation shall be equipped with a main brake system providing the following
functions:
— emergency braking;
— service braking;
— functions to keep the train stationary.
The functions shall incorporate the features listed below:
— trainwide brake control (driver's cab equipment, CCS, etc.);
— command distribution;
— local brake control;
— braking force generation;
— indication of brake status;
— energy supply for braking force generation and command control of the main brake system.
The structure of the document is considering general functions on a train wide level and particular
functions for the different vehicles on a local vehicle level. The local vehicle level is considering different
functions for locomotives, coaches and wagons.
Figure 1 shows the basic structure of a brake system (with train and vehicle levels) and transmission
paths for brake control signals and energy for braking force generation, including their conversion into
braking force.
Figure 1 — Basic structure of the main brake system (functions in dotted lines are optional)
5.3.2 General functions on train level
5.3.2.1 Brake control functions
a) Each unit shall be equipped with a trainwide brake control line which is intended to transmit the
brake command from the active driver’s cab to all other units in the train in a dedicated manner.
b) The trainwide brake control, the continuous trainwide brake control line and the local control unit
in each single vehicle of the train shall cooperate in a compatible way by using appropriate command
signals.
c) The trainwide brake control line shall be capable
1) to receive a brake apply/release command from a trainwide brake control initiated from the
active driver’s cab of the leading vehicle,
2) to receive an emergency brake application command from a trainwide brake control initiated
from decentralized brake command devices if fitted.
d) The trainwide brake control line shall be capable of transmitting the brake command information:
1) full release of the brakes;
2) emergency brake application;
3) gradual application and gradual release for service braking.
e) Each unit shall be equipped with a local brake control which is connected to the trainwide brake
control line for the purpose of receiving the brake command information and to control the local
brakes accordingly.
f) The level of brake application may be adjusted locally in proportion to the mass of the vehicle.
g) If additional brake systems are intended to be used for emergency braking they shall be controlled
by the trainwide brake control line. In case they are intended for use in service braking these
additional brake systems should be capable of being controlled by the trainwide brake control line
and also independently.
h) When more than one trainwide brake control line is used (for example pneumatic and emergency
brake loop) they shall act continuously and automatically.
i) For the purpose of service braking only it is permitted to establish an additional trainwide brake
control line which does not need to act automatically.
5.3.2.2 Automatic brake application
Any loss of integrity of the trainwide brake control line (for example: an unintended train separation
caused by a mechanical failure) shall lead to an immediate emergency brake application on all vehicles
of the train.
A release command shall not be capable to override a brake application command except as set out in
5.3.2.6.
The principle to achieve this requirement is the energizing of the trainwide brake control line to release
the brake and by de-energizing the trainwide brake control line causing an automatic emergency brake
application.
5.3.2.3 Inexhaustibility on train level
There shall be sufficient brake energy available on board the train (= stored energy), distributed along
the train consistent with the design of the brake system. Repeated brake application and release cycles
followed by a subsequent emergency brake application shall achieve at least 85 % of the nominal train
braking force, that is achieved by an emergency brake application when the local energy storage is in its
operational range (e.g. range of pressure in auxiliary reservoir).
The system shall indicate to the driver in the event of the brake energy supply being disrupted, the power
supply failing or other energy source failure at train level. If the inexhaustibility will no longer be achieved
— the brakes shall not be capable of being released (see “EN-UIC” brake), or
— there shall be an automatic brake application, if the energy in the trainwide energy supply line drops
below a predetermined value still capable of providing the full service brake performance.
5.3.2.4 Reliability
The main brake system shall provide the required emergency brake performance with high reliability.
NOTE EN-UIC main brake system in accordance with 5.4 fulfils this requirement.
This shall take priority over any automatic control for reducing braking forces as a result of any fault
detection or material protection such as overheating or overcurrent during emergency braking.
5.3.2.5 Graduability
It shall be possible for the driver to incrementally control the value of service braking force during both
brake application and brake release.
5.3.2.6 Device for decentralized brake command
The design of the trainwide brake control line shall permit the attachment of a device for “decentralized
brake command” (such as shown in Figure 1) at any place along the train. Its purpose is to intentionally
de-energize the trainwide brake control line and to apply the brakes. For details on vehicle level
see 5.3.3.3.
This function includes the brake command as part of the passenger alarm system. It is a coordinated
function on train level as well as on local level. For details see EN 16334-1. The design of the passenger
alarm system shall allow the brake application command to be suspended by an override command
initiated from the active driver’s cab.
5.3.2.7 Brake functions to keep a train stationary
5.3.2.7.1 General
It shall be possible for the train to be kept stationary by the following functions:
— holding brake;
— immobilization brake;
— parking brake.
5.3.2.7.2 Holding brake
It shall be possible to secure the train at standstill during a stop in a station and on line up to a gradient
of 40 ‰ unless otherwise specified.
The application of the holding brake shall be possible by the direct brake (see 5.6.2) alone or combined
with partial or full service brake application initiated automatically or by the driver. The holding brake
shall be capable of holding a train under all relevant load conditions as specified in 6.3.
The brake shall release either after a certain traction force has been developed or after a certain period
of time following the traction command or by a manual command.
5.3.2.7.3 Immobilization brake
It shall be possible to hold a train in a stationary position under all relevant load conditions as specified
in 6.3 for a certain period of time and at least on a gradient of 40 ‰ in the event of the brake energy
supply being disrupted or the power supply failing. The period of time
— shall last at least 30 minutes for any type of train,
— shall last at least two hours for locomotives and passenger trains.
The immobilization brake is normally initiated by an application of the service brake or emergency brake.
The immobilization brake shall not be capable of being released if there is insufficient energy available to
reapply it immediately thereafter.
It is permitted to substitute the immobilization brake by the parking brake if this can achieve the required
performance.
5.3.2.7.4 Parking brake
In accordance with ISO 24221:2024 the parking brake shall be able to keep a rail vehicle/unit/train
stationary under specified load conditions for an indefinite period of time until intentionally released and
on a defined gradient without replenishment of the brake system energy. The “indefinite period of time”
may be validated by a design review.
All vehicles/units/fixed formations except freight wagons shall be equipped with parking brakes.
At the minimum the parking brake shall be capable of keeping the individual units (vehicles) or fixed
formations stationary in the load condition design mass in working order on a gradient of 5 ‰ if not
otherwise specified. If the parking brake performance is not sufficient of keeping the individual units
(vehicles) or fixed formations stationary in the load condition design mass in working order on a gradient
of 40 ‰ it shall be supplemented by extra on-board facilities for example scotches.
The provision with parking brakes is not mandatory for freight wagons. A minimum parking brake
performance is not required.
NOTE The percentage of freight wagons usually equipped with parking brakes is given in UIC 535-3.
The parking brake performance shall be determined in accordance with 6.7.
5.3.2.8 Brake status test
5.3.2.8.1 General
In order to ensure the safety integrity of the main brake system certain functions and features shall be
checked.
When at standstill, as a minimum it shall be possible for the train staff to check from inside and/or outside
of the train:
— the continuity of the trainwide brake control line(s);
— the availability of the brake energy supply along the train;
— the availability of the driver’s brake demand devices;
— the availability of the trainwide brake control devices;
— the status of the parking brake (applied, released and optionally isolated);
— the isolation status of the dynamic brake and brake system linked to traction systems;
— the application of the friction brakes when commanded including their availability to contribute to
the brake performance. Typically, this is achieved by indicating the pressure in the brake cylinders;
— the complete release of the friction brakes as a response to the corresponding command;
— the fault status of the WSP, if equipped with.
If the parking brake always depends directly on the state of the main brake system, it is not required to
have an additional and specific indication for the parking brake system.
The brake system shall be designed so that the brake test can be undertaken using one or more of the
following methods:
— manual method: the brake status is checked at the outside or inside of the train using for example
the brake indicators located on each vehicle;
— semi-automatic brake test performed in the active driver’s cab using a display to provide step by step
instructions and display electronic status information;
— an automatic brake test (performed by the brake system including target/actual comparison) with a
subsequent functional check of the man-machine interfaces in the cab (e.g. brake valve, push button).
Noise emission during brake status tests shall be reduced preferably by fixed installed technical means
and shall be as low as reasonably practicable.
5.3.2.8.2 Manual brake test
The steps of a brake test shall comprise:
a) check if the energy for the braking force generation and the brake control functions is available;
b) check for leakages if relevant;
c) check the release status of all friction brake units;
d) command repeated and dedicated brake applications:
1) activating all relevant components in functional groups; or
2) separately, if required by the function;
3) including the manipulation of the driver’s brake lever by the driver;
e) and check:
1) the status “brakes applied” wit
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