EN 14198:2025

SLOVENSKI STANDARD
oSIST prEN 14198:2023
01-september-2023
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: prEN 14198
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
oSIST prEN 14198:2023 en,fr,de
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

oSIST prEN 14198:2023
oSIST prEN 14198:2023
DRAFT
EUROPEAN STANDARD
prEN 14198
NORME EUROPÉENNE
EUROPÄISCHE NORM
June 2023
ICS 45.040; 45.060.01 Will supersede 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 draft European Standard is submitted to CEN members for enquiry. It has been drawn up by the Technical Committee
CEN/TC 256.
If this draft becomes a European Standard, 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.

This draft European Standard was established by CEN 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.
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 STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2023 CEN All rights of exploitation in any form and by any means reserved Ref. No. prEN 14198:2023 E
worldwide for CEN national Members.

oSIST prEN 14198:2023
prEN 14198:2023 (E)
Contents Page
European foreword . 4
1 Scope . 5
2 Normative references . 5
3 Terms and definitions . 7
4 Symbols and abbreviated terms . 9
5 Requirements . 10
5.1 General requirements of the train brake system . 10
5.2 General safety requirements . 10
5.2.1 Design principles . 10
5.2.2 Fire protection . 11
5.2.3 Environmental condition . 11
5.3 Requirements of the main brake system . 12
5.3.1 General requirements . 12
5.3.2 General functions on train level . 13
5.3.3 Additional requirements at the vehicle level . 18
5.4 “EN-UIC” brake system - based on air brake system . 20
5.4.1 Foreword. 20
5.4.2 General architecture . 20
5.4.3 Additional brake systems . 21
5.4.4 Functional requirements at train level . 22
5.4.5 Design requirements . 35
5.4.6 Brake functions at vehicle level . 36
5.5 Direct EP brake control . 41
5.6 Additional brake systems . 41
5.6.1 Dynamic brakes . 41
5.6.2 Direct brake . 44
5.6.3 Magnetic track brake . 46
5.7 Brake management . 46
5.7.1 Brake blending at vehicle level . 46
5.7.2 Manual mode . 46
5.7.3 Brake blending at train level . 46
5.7.4 Jerk/ramps . 47
5.8 Wheel slide protection . 48
5.9 Compressed air supply . 48
5.9.1 General requirements . 48
5.9.2 Capacity . 49
5.9.3 Air quality . 49
5.10 Enhancement of wheel/rail adhesion . 49
6 Performances . 50
6.1 General aspects . 50
6.2 Performance calculation . 51
6.2.1 General. 51
6.2.2 Calculations for nominal mode . 52
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6.2.3 Equivalent response and delay time . 52
6.2.4 Calculations for degraded mode . 53
6.2.5 Calculations for degraded conditions . 53
6.3 Relevant load conditions . 53
6.3.1 Locomotives . 53
6.3.2 Coaches . 53
6.3.3 Wagons . 54
6.4 Service braking . 54
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
Annex A (normative) Vehicle requirements . 57
Annex B (informative) Train related brake performance categories . 59
Annex C (informative) Explanation of “proven design” concept . 63
Annex D (informative) Corresponding standards EN – UIC . 64
Annex E (normative) Brake pipe pressure control system . 66
E.1 General requirements . 66
E.2 Release position . 67
E.3 Service brake application . 68
E.4 Emergency brake application . 68
E.5 Overcharge function . 69
E.6 Quick release function . 70
Annex F (normative) Venting performance of emergency valves . 74
F.1 Purpose . 74
F.2 General rules . 74
F.3 Test procedure . 74
Annex ZA (informative) Relationship between this European Standard and the Essential
Requirements of Directive (EU) 2016/797 aimed to be covered . 76
Bibliography . 80

oSIST prEN 14198:2023
prEN 14198:2023 (E)
European foreword
This document (prEN 14198:2023) has been prepared by Technical Committee CEN/TC 256 “Railway
applications”, the secretariat of which is held by DIN.
This document is currently submitted to the CEN Enquiry.
This document will supersede 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;
— Annexe 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 given to CEN by the European
Commission and the European Free Trade Association, and supports essential requirements of EU
Directive(s) / Regulation(s).
For relationship with EU Directive(s) / Regulation(s), see informative Annex ZA, which is an integral part
of this document.
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1 Scope
This document specifies basic requirements for the braking of trains hauled by locomotives:
— For trains hauled by locomotives and intended for use in general operation each vehicle is fitted with
the traditional brake system with a brake pipe compatible with the UIC brake system.
NOTE This ensures technical compatibility of the brake function between vehicles of various origins in a train
(see 5.4).
— For trains hauled by locomotives and intended for use in fixed or predefined formation, the
requirements on the vehicle and the train are necessary. In the case of a UIC brake system, this
standard applies; if not, the EN 16185 series or the EN 15734 series applies.
If concerned, the UIC brake architecture described in this document (see 5.4) can be used for brakes for
multiple unit train and high speed trains and urban rail described in the EN 13452 series, the EN 16185
series and the EN 15734 series.
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 on-track machines are set out in EN 14033-1.
This document does not apply to urban rail rolling stock brake system, which is specified by EN 13452-1.
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 854:2015, Rubber hoses and hose assemblies - Textile reinforced hydraulic type - Specification
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 13749:2021, Railway applications - Wheelsets and bogies - Method of specifying the structural
requirements of bogie frames
EN 14478:2017, Railway applications - Braking - Generic vocabulary
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
Document impacted by AC:1998.
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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 14535-3:2015, Railway applications — Brake discs for railway rolling stock — Part 3: Brake discs,
performance of the disc and the friction couple, classification
EN 14601:2005+A2:2021, Railway applications - Straight and angled end cocks for brake pipe and main
reservoir pipe
EN 15220:2016, Railway applications - Brake indicators
EN 15273-2:2013+A1:2016, Railway applications - Gauges - Part 2: Rolling stock gauge
EN 15328:2020, 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
Railway applications — Braking — Wheel slide protection
EN 15595:2018,
EN 15611:2020+A1:2022, Railway applications - Braking - Relay valves
EN 15612:2020, Railway applications - Braking - Brake pipe accelerator
EN 15663:2017+A1:2018, Railway applications - Vehicle reference masses
EN 15807:2021, Railway applications - Pneumatic half couplings
EN 16186-2:2017, Railway applications - Driver's cab - Part 2: Integration of displays, controls and
indicators
EN 16207:2014+A1:2019, 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 16451:2015, Railway applications - Braking - Brake pad holder
EN 16452:2015+A1:2019, Railway applications - Braking - Brake blocks
EN 16834:2019, Railway applications - Braking - Brake performance

Document impacted by AC:2021.
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EN 45545-1:2013, Railway applications - Fire protection on railway vehicles - Part 1: General
EN 45545-2:2020, Railway applications - Fire protection on railway vehicles - Part 2: Requirements for fire
behavior of materials and components
EN 45545-3:2013, Railway applications - Fire protection on railway vehicles - Part 3: Fire resistance
requirements for fire barriers
EN 45545-4:2013, 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 45545-6:2013, 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)
ISO 4975:2022, Railway applications — Braking system — Quality of compressed air for pneumatic
apparatus and systems
3 Terms and definitions
For the purposes of this document, the terms and definitions given in EN 14478:2017 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
defined at design stage
Document impacted by A1:2016, A2:2020 and AC:2013.
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3.2
brake mode
in the “EN-UIC” design, mode that defines the brake force build up and release timings – namely “G” for
goods timings, i.e. slow-acting, “P” for passenger timings, i.e. fast timing, typically controlled by the brake
distributor in an air brake system
3.3
brake position
in the “EN-UIC” design, position that defines the behaviour of the distributor valve in regard of brake
application and release timings and brake cylinder forces, combined with additional brake systems
Note 1 to entry: E.g. brake positions G, P, R and others.
3.4
automatic brake application
automatic application of the brakes when the brake line is interrupted
3.5
power brake
uses compressed air to apply the brake
3.6
unit
assessable entity which may be a single vehicle/locomotive or a group of vehicles that operate in a fixed
formation
3.7
train
operational formation consisting of one or more units
3.8
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
3.9
active driving cab
only cab enabled to generate trainwide control signal for traction and service braking
3.10
brake command vehicle
vehicle where the active cab is located
3.11
emergency brake performance
result of an emergency brake application in terms of stopping distances, retardation and brake response
time
3.12
locomotive
traction vehicle (or combination of several vehicles) that is not intended to carry a payload and has the
ability to be uncoupled in normal operation from a train and to operate independently
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3.13
braked weight percentage
also known as λ (lambda) brake performance in accordance with EN 16834
3.14
braked weight
performance value that is obtained by multiplying the braked weight percentage by the total mass of the
vehicle/train and dividing the result by 100 and is expressed in tonnes
3.15
build-up time
time to create an emergency brake application on a single vehicle starting from the beginning of the
pressure rising until 95 % of the maximum brake cylinder pressure is reached
3.16
release time
time for reducing the brake cylinder on a single vehicle, starting from the beginning of the pressure drop
down to 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
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)
UK United Kingdom
WSP wheel slide protection system
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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
when it is not in operation or without any energy on board.
Units designed and assessed to be operated in general operation (various formations of vehicles from
different origins; train formation not defined 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 defined in Clause 6;
— the design principles in accordance with the requirements of this document;
— keeping within the specified effects on the infrastructure, 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 brake force applied is greater than the maximum design level:
1) impact on track shifting forces;
2) excessive jerk (impact on standing passengers);
3) significant damage to the contact surface of the wheels or friction partners;
4) impact on load assumptions in the fatigue life of the components generating the brake 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) holding brake performance not achieved;
c) there is no brake force when demanded:
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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 brake 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.
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 and
shall always be available when the brake system is set up for operation, whereas the service brake, whilst
it may share subsystems and components, etc. with the emergency brake, need not achieve the same level
of integrity. Nevertheless, the service brake shall be designed to comply 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 standard. For more guidance on proven design see Annex C.
Single point failures shall not cause any relevant malfunctions regarding emergency brake application.
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 perform under the conditions as specified in
EN 50125-1:2014. They shall work properly in those climatic zones, for which they have been designed
and where they will be operated.
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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;
— brake force generation;
— indication of brake status;
— energy supply for brake 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 brake force generation, including their conversion into
brake force.
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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 brake command line which is intended to transmit the brake
command from the active driving cab to all other units in the train in a dedicated manner.
b) The trainwide brake control, the continuous brake command 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 brake command line shall be capable
1) to receive a brake apply/release command from a trainwide brake control initiated from the
active 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 brake command line shall be capable of transmitting the brake command information:
1) full release of the brakes;
2) emergency brake application;
3) gradual application or release for service braking.
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e) Each unit shall be equipped with a local brake control which is connected to the brake command 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 weight of the vehicle.
g) If additional brake systems are intended to be used for emergency braking they shall be controlled
by the brake command line. In case they are intended for use in service braking these additional
brake systems should be capable of being controlled by the brake command line and also
independently.
h) It is permitted to use more than one brake command line (for example pneumatic and emergency
brake loop) if they act continuously and automatically.
i) For the purpose of service braking only it is permitted to establish an additional brake command line
which does not need to act automatically.
5.3.2.2 Automatic brake application
Any loss of integrity of the brake command line (for example: an unintended train separation caused by
a mechanical failure) shall lead to an immediate brake activation 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 brake command line to release the brake
and by de-energizing the brake command line causing an automatic brake application.
5.3.2.3 Inexhaustibility
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
brake force.
The nominal brake force is that achieved by an emergency brake application when the local energy
storage devices are fully charged.
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 local storage drops below a
predetermined value still capable of providing the full service brake performance.
5.3.2.4 Availability
The main brake system shall provide the emergency brake performance commanded by the trainwide
brake control at any time. This shall take priority over any automatic control for reducing brake forces as
a result of any fault detection or material protection such as overheating or overcurrent.
5.3.2.5 Graduability
It shall be possible for the driver to incrementally control the value of service brake force during both
brake application and brake release.
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5.3.2.6 Device for decentralized brake command
The design of the brake command 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 brake command 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 driving 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 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.
It is recommended that the holding brake is provided by the leading vehicle and/or by the locomotive
alone.
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 function by the parking brake if this can achieve
the required performance.
5.3.2.7.4 Parking brake
The parking brake shall keep the train stationary in shut down configuration for an indefinite period of
time without energy supply until intentionally released. This applies at least for the stabling point
(depot).
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The “indefinite period of time” may be validated by a design review.
For individual units (vehicles) the parking brake capability shall be included in the vehicle specification.
The trainwide capability of the parking brake function shall be determined. If the parking brake is not
sufficient it shall be supplemented by extra on-board facilities for example scotches.
When determining the parking brake performance the available adhesion shall be considered; see 6.6
(adhesion section).
It is recommended that the parking brake force generation should be distributed so when applied the
train is still capable of being dragged without locking any wheelset.
5.3.2.8 Brake status test
5.3.2.8.1 General
In order to ensure the safety integrity of the brake systems certain functions and features shall be
checked.
When at a 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 brake command line along the whole train;
— the availability of the brake energy supply along the train;
— 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 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 brakes as a response to the corresponding command;
— the fault status of the WSP.
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 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.
oSIST prEN 14198:2023
prEN 14198:2023 (E)
5.3.2.8.2 Manual brake test
The steps of a brake test shall comprise:
a) check if the energy for the brake force generation and the brake control functions is available;
b) check for leakages if relevant;
c) check the release status of all brake force generators;
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” within a defined time window including the correct response of the
involved components; and
2) the continuity of the brake command line along the whole train formation;
f) send a release command after having received the “brakes applied” status and check the “brakes
released” status within a defined time window.
NOTE The final step of a manual brake test is a decision by the staff involved whether the brakes are operating
satisfactorily or not.
5.3.2.8.3 Semi-automatic brake test
The semi-automatic brake test may follow the procedures of the manual brake test allowing the driver to
follow a step by step guidance on the display initiating the different functional tests and to receive the
results directly on the display without any assistance by further staff outside the trai
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