prEN 13452-2

Railway applications - Braking - Urban rail brake systems - Part 2: Test methods

This document specifies test methods for a brake system for use in urban rail vehicles.
Note: Urban rail vehicles are defined in EN 17343.
This document is applicable to:
- tram vehicles and light rail vehicles;
- metro vehicles with steel wheels;
- metro vehicles with rubber tyred wheels;
- other urban rail vehicles.
This document does not apply to special transport systems, e.g. suspended monorail, rack and pinion lines, isolated operations such as scenic railways, special duty vehicles, etc.

Bahnanwendungen - Bremsen - Bremssysteme städtischer Schienenbahnen - Teil 2: Prüfverfahren

Applications ferroviaires - Freinage - Systèmes de freinage des transports publics urbains et suburbains - Partie 2: Méthodes d'essais

Železniške naprave - Zavore - Zavorni sistemi za mestno železnico - 2.del: Preskusne metode

General Information

• Status: Not Published
• Publication Date: 23-Mar-2025
• ICS: 45.140 - Metro, tram and light rail equipment
• Technical Committee: CEN/TC 256 - Railway applications
• Drafting Committee: CEN/TC 256/SC 3/WG 47 - Braking
• Current Stage: 4060 - Closure of enquiry - Enquiry
• Start Date: 11-May-2023
• Due Date: 28-Jul-2022
• Completion Date: 11-May-2023
• Mandate: M/486 - Mandate for programming and standardisation addressed to the European standardisation bodies in the field of urban rail
• Ref Project: oSIST prEN 13452-2:2023 - Railway applications - Braking - Urban rail brake systems - Part 2: Test methods

Relations

• Revises: EN 13452-2:2003 - Railway applications - Braking - Mass transit brake systems - Part 2: Methods of test
• Effective Date: 15-Jul-2018

Overview

prEN 13452-2 - Railway applications: Braking - Urban rail brake systems - Part 2: Test methods (CEN) defines the test methods required to verify brake systems used in urban rail vehicles. It supports conformance to prEN 13452-1:2023 (requirements and definitions) and applies to trams, light rail vehicles, metros with steel or rubber‑tyred wheels and other urban rail stock. Special transport systems (e.g. suspended monorails, rack-and-pinion lines) are excluded.

This draft standard updates and replaces EN 13452-2:2003 and sets out static and dynamic type tests, routine tests, documentation requirements and annexed test programs and procedures.

Key topics and technical requirements

• Scope and applicability: tram, light rail, metro (steel and rubber-tyred) brake systems; excludes special duty/isolated systems. Urban rail is defined in EN 17343.
• Test categories: static and dynamic type tests (for design approval) and routine tests (production verification for each vehicle/trainset).
• Train formation levels: testing at formation level 2 (minimum self‑operating unit) and level 3 (coupled units up to maximum configuration).
• Static tests: functional checks, brake cylinder pressures, load/weight signals, leakage, emergency/safety loop, stored energy, protection devices, WSP application/release times, sanding system operation.
• Dynamic tests: stopping distance measurement, equivalent response time and deceleration, average jerk calculations, initiation and bed‑in requirements for friction elements (MTB bed‑in ≥ 60% contact area; pads/blocks ≥ 80%).
• Performance verification: results used to demonstrate compliance with prEN 13452-1 clauses on braking performance, safety and functionality.
• Documentation: test procedures, reporting requirements and standardized test programs (Annex A), detailed brake testing methods (Annex B) and WSP guidance (Annex C).
• Corrections and calculations: prescribed methods for correcting stopping distances and deriving equivalent deceleration/response values (see Annex B.1.3–B.1.5).

Applications and users

Who uses prEN 13452-2 and why:

• Vehicle manufacturers and design engineers - to validate brake system designs and complete type testing.
• Test laboratories and certification bodies - to perform and assess static/dynamic tests and produce compliant reports.
• Rail operators and procurement teams - to verify supplier compliance during acceptance and commissioning.
• Maintenance and overhaul teams - for routine test checklists and acceptance after refurbishment or modifications.
• System integrators and safety assessors - to demonstrate functional safety, emergency braking behaviour and wheel slide protection efficacy.

Keywords: prEN 13452-2, urban rail brake systems, test methods, tram brake testing, light rail braking, metro braking, wheel slide protection (WSP).

Related standards

• prEN 13452-1:2023 (Requirements and definitions)
• EN 17343 (Urban rail definitions)
• EN 14478 (Braking vocabulary)
• EN 14531-1, EN 16185-1, EN 15734-2, EN 16207 (related braking test and performance standards)

Standards Content (Sample)

SLOVENSKI STANDARD
01-april-2023
Železniške naprave - Zavore - Zavorni sistemi za mestno železnico - 2.del:
Preskusne metode
Railway applications - Braking - Urban rail brake systems - Part 2: Test methods
Bahnanwendungen - Bremsen - Bremssysteme städtischer Schienenbahnen - Teil 2:
Prüfverfahren
Applications ferroviaires - Freinage - Systèmes de freinage des transports publics
urbains et suburbains - Partie 2: Méthodes d'essais
Ta slovenski standard je istoveten z: prEN 13452-2
ICS:
45.040 Materiali in deli za železniško Materials and components
tehniko for railway engineering
45.140 Oprema za podzemne vlake, Metro, tram and light rail
tramvaje in lahka tirna vozila equipment
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

DRAFT
EUROPEAN STANDARD
NORME EUROPÉENNE
EUROPÄISCHE NORM
February 2023
ICS Will supersede EN 13452-2:2003
English Version
Railway applications - Braking - Urban rail brake systems -
Part 2: Test methods
Applications ferroviaires - Freinage - Systèmes de Bahnanwendungen - Bremsen - Bremssysteme des
freinage des transports publics urbains er suburbains - öffentlichen Nahverkehrs - Teil 2: Prüfverfahren
Partie 2: Méthodes d'essais
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 13452-2:2023 E
worldwide for CEN national Members.

Contents Page
European foreword . 3
Introduction . 4
1 Scope . 5
2 Normative references . 5
3 Terms and definitions . 6
4 Symbols and abbreviated terms . 6
5 Test requirements . 7
5.1 General. 7
5.2 Type and routine test requirements . 8
5.2.1 Static type and routine tests . 8
5.2.2 Dynamic type tests . 9
5.2.3 Dynamic routine tests . 11
5.3 Documentation . 11
5.3.1 General. 11
5.3.2 Test procedure . 11
5.3.3 Test report . 12
Annex A (normative) Test program . 14
Annex B (normative) Brake testing . 53
B.1 Emergency/security/service brake testing . 53
B.1.1 General. 53
B.1.2 Determination of the equivalent response time t . 53
e
B.1.3 Correction of stopping distance . 59
B.1.4 Determination of the equivalent deceleration ae . 59
B.1.5 Determination of the average jerk j . 60
av
B.2 Parking brake testing . 61
B.2.1 Holding test . 61
B.2.2 Push-through test . 61
B.3 Holding brake testing . 61
Annex C (informative) WSP testing . 62
C.1 Track testing under degraded adhesion conditions . 62
C.2 Simulation testing under degraded adhesion conditions . 73
Bibliography . 74

European foreword
This document (prEN 13452-2:2023) 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 has been prepared under a standardization request given to CEN by the European
Commission and the European Free Trade Association.
This document will supersede EN 13452-2:2003.
EN 13452-2:2003:
— normative references have been updated;
— test requirements have been completely revised;
— wheel slide protection recommendations have been added.
This series EN 13452, Railway applications — Braking – Urban Rail brake systems consists of two parts:
— Part 1: Requirements and definitions
— Part 2: Test methods
Introduction
The objective of this part of the EN 13452 series is to provide the test requirements to demonstrate
accordance with prEN 13452-1:2023.
This document covers the static and dynamic brake type and routine testing of trains or trainsets, but it
does not cover the testing of components or equipment.
Regarding “direct EP brake” and “indirect brake (UIC type)” of prEN 13452-2:2023, which can concern
other urban rail vehicles in accordance with prEN 13452-1:2023, there might be borderline cases which
can also fall within the scope of EN 16185-2.
1 Scope
This document specifies test methods for a brake system for use in urban rail vehicles.
NOTE Urban rail vehicles are defined in EN 17343.
This document is applicable to
— tram vehicles and light rail vehicles,
— metro vehicles with steel wheels,
— metro vehicles with rubber tyred wheels,
— other urban rail vehicles.
This document does not apply to special transport systems, e.g. suspended monorail, rack and pinion
lines, isolated operations such as scenic railways, special duty vehicles, etc.
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.
prEN 13452-1:2023, Railway applications — Braking – Urban Rail brake systems — Part 1: Requirements
and definitions
EN 14478, Railway applications - Braking - Generic vocabulary
EN 16185-1, Railway applications — Braking systems of multiple unit trains — Part 1: Requirements and
definitions
EN 17343, Railway applications - General terms and definitions
EN 15734-2:2010+A1:2021, Railway applications - Braking systems of high speed trains - Part 2: Test
methods
EN 14531-1, 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 16207, Railway applications — Braking — Functional and performance criteria of Magnetic Track
Brake systems for use in railway rolling stock
3 Terms and definitions
For the purposes of this document, the terms and definitions given in prEN 13452-1:2023, EN 14478,
EN 14531-1, EN 17343 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
fully established brake
state in which all relevant brake equipment types are assumed to be generating their demanded braking
effort corresponding to their nominal value, e.g. at a dedicated speed
Note 1 to entry: The term “fully established brake” should not be confused with the term “full-service brake
application”.
3.2
reference deceleration rate
a
ref
vehicle/trainset deceleration achieved when all brake equipment types are assumed to be fully
established
4 Symbols and abbreviated terms
For the purposes of this document, the following symbols and abbreviated terms apply:
a deceleration, expressed in m/s
a equivalent deceleration, expressed in m/s
e
j average jerk, expressed in m/s ;
av
s stopping distance, expressed in m
t time, expressed in s
t equivalent response time, expressed in s
e
t delay time, from brake demand to achieving a % of the established deceleration, expressed
a
in s, in accordance with EN 14478
t response time, from brake demand to achieving b % of the established deceleration, expressed
b
in s, in accordance with EN 14478
t build-up time, from achieving a % to achieving b % of the established deceleration, expressed
ab
in s, in accordance with EN 14478
v speed, expressed in m/s
v initial speed, expressed in m/s
o
MTB magnetic track brake
MU multiple unit
WSP wheel slide protection
5 Test requirements
5.1 General
The tests defined in this document shall be carried out and the results used to verify that the braking
performance and functions of the brake system, as a minimum, correspond to the requirements of
prEN 13452-1:2023. This document identifies relevant data to be documented.
This document defines the static and dynamic tests required for the following phases:
— type tests which demonstrate that the brake system conforms to the requirements in all respects:
— these tests are carried out using a tram vehicle/MU that is representative of the design/type
being approved;
— routine tests which are carried out on each example of the approved design/type of tram vehicle/MU
in order to confirm the technical stability of the production processes:
— for this purpose, only the basic features and functions of the system and its sub-systems are
verified.
All routine tests shall be completed successfully prior to the introduction of that train into service.
It is expected that tests for the purpose of vehicle acceptance are strictly selected from the list of type
tests of Annex A.
The type and routine tests shall be performed at different levels as explained below:
— tests with one tram vehicle/MU (train formation level 2):
— these tests serve to check the common functions of the vehicle/trainset and the interfaces
between the vehicles which comprise the tram vehicle/MU;
— tests with two or more coupled tram vehicles/MUs (train formation level 3) up to the maximum tram
vehicles/MUs configuration:
— these tests serve to check the common functions of the tram vehicle/MU composition and the
interfaces between the tram vehicles/MUs.
It is sufficient to carry out train formation level 3 testing in the tare load state only but with the maximum
number of coupled vehicles (unless otherwise specified).
Figure 1 gives an example of the levels.

Key
1 train formation level 1: vehicle not self-operating
2 train formation level 2: minimum self-operating unit
3 train formation level 3: coupled level 2
NOTE 1 Train formation level 3 may not be applicable if coupling of self-operating units is not foreseen.
NOTE 2 This document addresses testing requirements to train formation level 2 and train formation level 3.
Testing at train formation level 1 is not defined and is the responsibility of the manufacturer.
Figure 1 — Train formation level definitions for type and routine test
Type testing of refurbished rolling stock shall be undertaken if the brake system has been modified or if
the train mass and/or passenger load has been significantly changed.
The content of the type testing for refurbished rolling stock shall be consistent with the modifications
implemented. Routine tests shall be performed on every refurbished unit or train prior to that train
entering service.
5.2 Type and routine test requirements
5.2.1 Static type and routine tests
Prior to any static testing, all necessary system integration and constructional tests shall have been
successfully completed.
The principal objectives of these static type tests are to verify that the train’s brake corresponds to the
specification and to establish the values of all the relevant parameters as a reference for assessing the
dynamic performance.
A full functional test, including all safety devices, shall have been satisfactorily completed before the
beginning the dynamic tests.
Static type testing for the brake system may combine both bench tests and on-train tests. The scope of
static type testing shall include, but not be limited to, the following (where applicable or equivalents
depending on the type of brake equipment):
— brake cylinder pressures (or equivalent);
— load-weigh signals (e.g. pressures);
— brake application times for all braking modes and all brake equipment types (when possible, in static
condition) in order to determine the actual equivalent reaction time t , as defined in 5.2.1, to be equal
e
or less than the values required in prEN 13452-1:2023, Table 4, Table 8, Table 12 or Table 16;
— functionality, e.g. correct operation of all components of the brake system installed in the vehicle;
— functionality of emergency and safety loop;
— interlock operation (e.g. traction inhibition in emergency braking and safety braking);
— brake stored energy capacity (e.g. brake reservoir volume);
— leakage tests;
— protection devices fitted to minimize the effects of failures (e.g. chokes, check valves);
— WSP application/release times;
— sanding system operation.
These tests shall be conducted as defined in Annex A, Table A.1 and Table A.2.
5.2.2 Dynamic type tests
5.2.2.1 General
Prior to any dynamic testing, the static testing specified in 5.2.1 shall have been completed.
Before starting the dynamic brake testing, the test engineer should check that the relevant brake
equipment is operating correctly and that adequate wheel to rail adhesion is present, i.e. no wheel slide
protection activity is present.
When loading the vehicles to simulate laden conditions, the weights should be distributed within the
vehicles in accordance with a defined loading plan for the test weights.
It is recommended that the braking is initiated by an automatic triggering device. If this is not done, the
effect of the tolerances in the initiation method on the results should be assessed.
Unless otherwise specified in the technical specification, the dynamic tests shall be performed on dry,
level and straight track.
In order to achieve full functionality under dynamic conditions, friction brake components as well as
track brakes shall be bedded in sufficiently:
— for MTB: minimum 60 % of the contact area;
— for pads/blocks: minimum 80 % of the contact area.
The dynamic type testing aims to demonstrate that the train performance corresponds to the relevant
requirements of prEN 13452-1:2023, Clause 6, Clause 7, Clause 8 or Clause 9.
For any initial speed, in accordance with prEN 13452-1:2023, 5.6.2, the stopping distance for each test
shall be measured and corrected in accordance with B.1.3.
— For CASE A as defined in prEN 13452-1:2023, 5.6.3, the corrected stopping distance according to
B.1.3 for each test shall be less than or equal to the required stopping distance.
— For CASE B as defined in prEN 13452-1:2023, 5.6.3, the corrected stopping distance in accordance
with B.1.3 for each test shall be used to calculate a in accordance with B.1.4 (t already measured in
e e
accordance with B.1.2). This a shall be greater than or equal to the values specified in
e
prEN 13452-1:2023, Clause 6, Clause 7, Clause 8 or Clause 9.
In addition, during any of the tests, compliance with the comfort limits defined in prEN 13452-1:2023,
Clause 6, Clause 7, Clause 8 or Clause 9 shall be verified. The jerk shall be extracted from the tests in
accordance with B.1.5.
Additional tests should be performed to demonstrate accordance with the brake performance specified
by the technical specification to be achieved under defined brake failure conditions (refer to
prEN 13452-1:2023, 15.7).
The stopping distance (CASE A) or the a (CASE B) in dry rail condition obtained from different tests
e
should not diverge by more than ± 10 % from their average of all those tests, done under defined identical
conditions (e.g. same speed, load, location).
The tests shall be conducted to avoid the risk of excessive temperatures caused by too frequent braking.
The relevant cooling time between 2 tests or test batches shall be agreed.
5.2.2.2 Emergency, safety and service braking
The emergency, safety and service braking tests shall be conducted with load and speed combinations in
accordance with Annex A.
If more than one brake equipment type (e.g. friction brakes and track brakes) is used in emergency, safety
and service braking, the tests shall be performed
— for all brake equipment active (normal mode),
— in degraded mode as defined in prEN 13452-1:2023, 5.7.1.
5.2.2.3 Testing under degraded adhesion conditions
These tests shall be conducted as defined in Annex A.
5.2.2.4 Parking and holding brake
These tests shall be conducted as defined in Annex A.
5.2.2.5 Data measurements
The wheel diameters on the train undergoing type testing shall be recorded so that the effect of this on
the results can be assessed.
During dynamic testing, at least the following parameters shall be recorded/determined in order to
demonstrate accordance with prEN 13452-1:2023:
— speed - initial;
— speed - continuous;
— deceleration;
— time;
— stopping distance;
— brake initiation trigger signal;
— wheelset or wheel speeds to determine if wheel slide occurs.
In addition, the following parameters should be recorded:
— effort of electro dynamic brake;
— voltage supplied at MTB (after power switch);
— pressures or equivalent for the friction brake;
— temperature (equipment) to check maximum temperature achieved;
— line voltage if electro dynamic brake is used in regenerative mode.
5.2.3 Dynamic routine tests
5.2.3.1 General
The purpose of the dynamic routine tests which are carried out on each example of the approved
design/type of the train is to confirm the technical stability of the production processes versus braking
performances through simplified test sequence.
These tests shall be conducted in accordance with Annex A.
5.2.3.2 Emergency, safety and service braking
The emergency, safety and service braking tests shall be conducted with load and speed combinations in
accordance with Annex A.
5.2.3.3 Testing under degraded adhesion conditions
No testing is required.
5.2.3.4 Parking and holding brake
No testing is required.
5.2.3.5 Data measurements
During dynamic testing, at least the following parameters shall be recorded:
— initial speed;
— stopping distance or time;
— brake initiation trigger signal.
5.3 Documentation
5.3.1 General
The verification of the brake performance against the specified requirements shall be documented.
The documentation shall at least consist of
— test procedure(s),
— test report(s).
5.3.2 Test procedure
The test procedure shall define the method of undertaking the tests including the acceptance criteria and
the information to be recorded in the associated test report.
The structure of the procedure shall be as follows:
— purpose of the testing;
— reference and issue of the associated performance calculation;
— type and routine testing to be performed upon the vehicle prior to these tests;
— reference to any associated test procedures;
NOTE There can be several procedures to cover the total level of testing required.
— train configuration, i.e. the arrangement and vehicle types in the test formation;
— loading condition(s) under which the tests shall be performed;
— environmental conditions under which the test shall be performed;
— site conditions under which the test shall be performed, e.g. the track (minimum curve radius and
maximum gradient), tunnel or open air;
— testing equipment:
— the test equipment required to perform the test shall be defined, e.g. the measurement devices,
brake triggering;
— the instrument setting parameters, e.g. response time, filtering, scales shall be defined;
— test personnel skills:
— the skills of personnel required to perform the test shall be defined, if necessary;
— test description:
— the test process shall be detailed including those parameters which shall be recorded as defined
in 5.2.2.5 and 5.2.3.5;
— acceptance criteria in accordance with the requirements shall be defined;
— test procedure document identity, i.e. number, revision, date, approved by etc.
5.3.3 Test report
The test report shall include all the information required by the test procedure and the results of the tests.
Any deviations from the test procedure shall be identified. The report shall contain a clear statement of
whether the tests have been successfully passed.
The structure of the test report shall be the same as the structure of the test procedure stated in 5.3.2.
The report shall content sufficient information so that it is not necessary to constantly refer to the test
procedure. The test procedure and the test report may be one document.
In addition, the report shall include specific reference to the vehicles used in the test and the status of
components and software which influence the braking performance of the train, e.g. software version,
component modification level.
The test report document identity shall be stated, i.e. number, revision, date, approved by, etc.
For each test or series of tests, the report shall record the following as a minimum:
— vehicle number;
— reference to EN 13452-1 and EN 13452-2;
— date (of test);
— location (test site);
— weather conditions;
— results;
— all related graphics required to demonstrate accordance with the requirements;
— acceptance criteria;
— names and functions of personnel present during the test.

Annex A
(normative)
Test program
Table A.1 — Test program – static testing
Train formation level 3:
Train formation level 2: single multiple
coupled multiple units
Load condition
unit according to 5.1
according to 5.1
according to
prEN 13452-1:2023,
5.3
Test Test
Type test Routine test Type test
No. Description of test procedure condition condition
Test/ Test/ Test/
MVD MXD
check check check
1 Basic inspection
The conformity of the vehicle data
1.1 shall be verified concerning vehicle X X X — — — — X — X X — — — — —
type and number.
The conformity of the pneumatic,
hydraulic, mechanical, electric and
electronic brake equipment
1.2 X X X — — — — X — X X — — — — —
regarding types, quantity and
marking with the documentation
shall be verified.
A record of the serial number and
configuration of the main brake
system components (e.g. brake
1.3 X X X — — — — X — X X — — — — —
panels) should be compiled if not
already part of existing
documentation.
Hydraulic brake system
Direct EP brake
Indirect brake (UIC type)
Maximum
braking
load
Measure
ment
Measure
ment
Static
Dynamic
Measure
ment
Static
Dynamic
Train formation level 3:
Train formation level 2: single multiple
coupled multiple units
Load condition
unit according to 5.1
according to 5.1
according to
prEN 13452-1:2023,
5.3
Test Test
Type test Routine test Type test
No. Description of test procedure condition condition
Test/ Test/ Test/
MVD MXD
check check check
The conformity of all
equipment/components in
1.4 accordance with the applicable X X X — — — — X — X X — — — — —
European Standard shall be
verified.
The correct connection
(mechanical, pneumatic, electrical)
1.5 X X X — — — — X — X X — — — — —
of each level 1 (according to 5.1)
part of the unit shall be verified.
The continuity of the brake pipe
1.6 — — X — — — — X — X X — — X X —
shall be verified, when relevant.
The continuity of the main
1.7 reservoir pipe shall be verified, — X X — — — — X — X X — — X X —
when relevant.
The continuity of the emergency
1.8 and safety loops shall be verified, X X X — — — — X — X X — — X X —
when relevant.
The installation of the brake system
parts in the vehicle (installation
position, movements and
1.9 clearances of flexible connections, X X X — — — — X — — X — — — — —
etc. and safety features as defined
in the installation documentation)
shall be verified.
Hydraulic brake system
Direct EP brake
Indirect brake (UIC type)
Maximum
braking
load
Measure
ment
Measure
ment
Static
Dynamic
Measure
ment
Static
Dynamic
Train formation level 3:
Train formation level 2: single multiple
coupled multiple units
Load condition
unit according to 5.1
according to 5.1
according to
prEN 13452-1:2023,
5.3 Test Test
Type test Routine test Type test
No. Description of test procedure condition condition
Test/ Test/ Test/
MVD MXD
check check check
The installation of the sanding
system parts in the vehicle
(installation position, movements
and clearances of flexible
1.10 X X X — — — — X — — X — — — — —
connections, etc. and safety
features if relevant as defined in the
installation documentation) shall
be verified.
General safety related assessment
of the installation
The conformity of the position of
the friction materials regarding
brake discs and/or running surface
2.1 of the wheel, the clearance with X X X — — — — X — — X — — — — —
components with relative
movement with the installation
documentation shall be verified.
3 Tightness
The air tightness of the main
reservoir system with the ancillary
components connected shall be
verified. All ancillary devices
supplied by the main reservoir pipe
3.1 — X X — — — X — — X X — — — — —
shall be connected but not in
operation; it is permissible to
isolate devices that have a
permanent air consumption, e.g.
precision pressure regulators. Air
Hydraulic brake system
Direct EP brake
Indirect brake (UIC type)
Maximum
braking
load
Measure
ment
Measure
ment
Static
Dynamic
Measure
ment
Static
Dynamic
Train formation level 3:
Train formation level 2: single multiple
coupled multiple units
Load condition
unit according to 5.1
according to 5.1
according to
prEN 13452-1:2023,
5.3
Test Test
Type test Routine test Type test
No. Description of test procedure condition condition
Test/ Test/ Test/
MVD MXD
check check check
supply shall be deactivated. A brake
release command shall be
propagated along the brake
command line. Hoses shall be
isolated by dummy couplings and
end cocks shall be opened. The
main reservoir pipe shall be filled
at nominal pressure. Acceptable
pressure reduction shall be 0 bar to
0,2 bar in 3 min.
For trains equipped with a brake
pipe, its air tightness shall be
verified. All devices supplied by the
brake pipe shall be connected:
brake panels, emergency valves,
driver’s brake valve, etc. The brake
pipe shall be filled to normal
release pressure and stabilized. The
3.2 driver’s brake valve shall be in — — X — — — X — — X X — — — — —
neutral position. The connection
between main reservoir pipe and
auxiliary reservoirs shall be
isolated. Hoses shall be isolated by
dummy couplings and end cocks
shall be opened. Acceptable
pressure reduction shall be 0 bar to
0,1 bar in 3 min from 5 bar.
Hydraulic brake system
Direct EP brake
Indirect brake (UIC type)
Maximum
braking
load
Measure
ment
Measure
ment
Static
Dynamic
Measure
ment
Static
Dynamic
Train formation level 3:
Train formation level 2: single multiple
coupled multiple units
Load condition
unit according to 5.1
according to 5.1
according to
prEN 13452-1:2023,
5.3 Test Test
Type test Routine test Type test
No. Description of test procedure condition condition
Test/ Test/ Test/
MVD MXD
check check check
For systems incorporating a brake
pipe and brake distributors, the
stability of the brake command
shall be tested. A service brake
shall be applied. Acceptable
3.3 pressure variation in brake — — X — — — X — — X X — — — — —
cylinder shall be less than 0,2 bar in
10 min. This test shall be carried
out in normal train operation as
well as in back-up and in rescue
configurations of the brake system.
The air tightness of the brake
cylinders shall be verified. With the
auxiliary reservoir isolated from
the main reservoir pipe, an
emergency brake 3 shall be applied.
3.4 The brake cylinder pressure shall — X X — — — X — — X X — — — — —
be constant with a tolerance of
+0,2 bar and −0,15 bar, acceptable
auxiliary reservoir pressure
reduction shall be less than 0,2 bar
in 10 min.
The tightness of the brake system
shall be verified:
— no external oil leakage shall be
3.5 X — — — — — X — — X X — — — — —
present when the system is
under pressure (visual
inspection);
Hydraulic brake system
Direct EP brake
Indirect brake (UIC type)
Maximum
braking
load
Measure
ment
Measure
ment
Static
Dynamic
Measure
ment
Static
Dynamic
Train formation level 3:
Train formation level 2: single multiple
coupled multiple units
Load condition
unit according to 5.1
according to 5.1
according to
prEN 13452-1:2023,
5.3
Test Test
Type test Routine test Type test
No. Description of test procedure condition condition
Test/ Test/ Test/
MVD MXD
check check check
— check that the drop of pressure
either in the accumulator (if
present) or at the actuator level
is in line with the brake
supplier's specification in the
following conditions:
— brake control active;
— accumulator at nominal
pressure (if present);
— power supply of the
hydraulic pump switched
off;
— brake applied state for
active actuators, brake
released state for passive
actuators.
4 Gauging and pressure gauges
If relevant, the type and installation
and functionality of the pressure
4.1. X X X — — — — X — — X — — — — —
indications on the desk shall be
verified.
5 Auxiliary reservoir/accumulator
The functionality of filling of the
5.1 X — — — — — X — — — X — — — — —
accumulator from the tank by the
Hydraulic brake system
Direct EP brake
Indirect brake (UIC type)
Maximum
braking
load
Measure
ment
Measure
ment
Static
Dynamic
Measure
ment
Static
Dynamic
Train formation level 3:
Train formation level 2: single multiple
coupled multiple units
Load condition
unit according to 5.1
according to 5.1
according to
prEN 13452-1:2023,
5.3 Test Test
Type test Routine test Type test
No. Description of test procedure condition condition
Test/ Test/ Test/
MVD MXD
check check check
pump of the local hydraulic unit
shall be verified.
The functionality of filling of the
auxiliary reservoirs from the main
reservoir pipe shall be verified. The
5.2 — X X — — — X — — — X — — — — —
test shall be performed with the air
compressor of the unit active or
equivalent.
The functionality of filling of the
auxiliary reservoirs from the brake
pipe alone (if present) shall be
5.3 — — X — — — X — — — X — — — — —
verified. The test shall be done with
the air compressor of the unit
active or equivalent.
Local control of the
brake/distributor valve
Verify that the brake acts in
accordance with the design
specification (including trans-
6.1 X X X — — — X — X — X — — — — —
characteristic, hysteresis,
sensitivity, repeatability,
application and release times).
It shall be verified that it is possible
6.2 X X X — — — X — — — X — — — — —
to properly release the brake.
7 Main relay valve
7.1 It shall be verified — X X X — — X — X — X — — — — —
Hydraulic brake system
Direct EP brake
Indirect brake (UIC type)
Maximum
braking
load
Measure
ment
Measure
ment
Static
Dynamic
Measure
ment
Static
Dynamic
Train formation level 3:
Train formation level 2: single multiple
coupled multiple units
Load condition
unit according to 5.1
according to 5.1
according to
prEN 13452-1:2023,
5.3
Test Test
Type test Routine test Type test
No. Description of test procedure condition condition
Test/ Test/ Test/
MVD MXD
check check check
— whether the brake cylinder
pressure(s) for an emergency
application correspond(s) to
the design specification
(tolerances +0,2 bar;
−0,15 bar),
— for double stage relay valves (if
any) the changeover between
the “high” and “low” pressure
stage and whether the brake
cylinder pressures for both
stages corresponds to the
specification (tolerances
+0,2 bar; −0,15 bar).
The tests listed in 5.2.7.1 shall be
repeated one time with the main air
supply isolated during the test
(refilling reservoirs before starting
7.2 the next test). In addition, for — X X X — — X — — — X — — — — —
variable load relay valves, the brake
cylinders pressure shall be verified
for load information below the tare
value.
8 Load correction
The relationship between the
8.1 X X X X X — X — — — X — — — — —
actual weight of the vehicle
(obtained after weighing) and the
Hydraulic brake system
Direct EP brake
Indirect brake (UIC type)
Maximum
braking
load
Measure
ment
Measure
ment
Static
Dynamic
Measure
ment
Static
Dynamic
Train formation level 3:
Train formation level 2: single multiple
coupled multiple units
Load condition
unit according to 5.1
according to 5.1
according to
prEN 13452-1:2023,
5.3 Test Test
Type test Routine test Type test
No. Description of test procedure condition condition
Test/ Test/ Test/
MVD MXD
check check check
load information shall be verified
against the design specifications.
NOTE This test can be done, for
specified maximum braking load,
when loading the train for dynamic
tests.
The pairs load information/brake
cylinder pressures for the load
states MVD, MND and maximum
braking load (if higher than MND)
shall be verified for an emergency
braking application and for an
appropriate number of service
8.2 X X X X X — X — — X X — — — — —
braking demand levels. The low
pressure point is measured by
increasing the pressure and high
pressure point is measured by
decreasing the pressure.
NOTE Load information can be
simulated.
The tests listed in 5.2.8.1 and
5.2.8.2 shall be repeated one time
with the main air supply isolated
8.3 — X X X X — X — — — X — — — — —
during the test (refilling reservoirs
before starting the next test). In
addition, for variable load relay
valves, the brake cylinders pressure
Hydraulic brake system
Direct EP brake
Indirect brake (UIC type)
Maximum
braking
load
Measure
ment
Measure
ment
Static
Dynamic
Measure
ment
Static
Dynamic
Train formation level 3:
Train formation level 2: single multiple
coupled multiple units
Load condition
unit according to 5.1
according to 5.1
according to
prEN 13452-1:2023,
5.3
Test Test
Type test Routine test Type test
No. Description of test procedure condition condition
Test/ Test/ Test/
MVD MXD
check check check
shall be verified for load
information below the tare value.
9 Application/release time
The application and release times
of the friction brake during full
service, emergency and safety
brake applications shall be
measured.
9.1 X X X — X — X — — X X — — — — —
The application time measurement
shall be done according to 5.2.1.
NOTE Load information can be
simulated.
The application times of the
magnetic track brake shall be
measured. The test shall be done in
9.2 X X X X — — X — — X X — — — — —
nominal voltage. The application
time measurement shall be done
according to 5.2.1.
10 Emergency/safety brake
The functionality of all
emergency/safety control devices
fitted on the vehicle shall be
10.1 X X X — — — — X — X X — — X X —
verified. The reaction of the
systems fitted on the vehicle to the
emergency/safety brake
Hydraulic brake system
Direct EP brake
Indirect brake (UIC type)
Maximum
braking
load
Measure
ment
Measure
ment
Static
Dynamic
Measure
ment
Static
Dynamic
Train formation level 3:
Train formation level 2: single multiple
coupled multiple units
Load condition
unit according to 5.1
according to 5.1
according to
prEN 13452-1:2023,
5.3 Test Test
Type test Routine test Type test
No. Description of test procedure condition condition
Test/ Test/ Test/
MVD MXD
check check check
commands, shall also be verified. In
the above tests, electrical and
pneumatic/hydraulic (if applicable)
paths shall be verified.
Driver’s brake valve/brake
controller
Verify the correct transmission of
the brake commands along the
train.
If the train is equipped with a brake
11.1 X X X — — — X — — X X — X — X —
pipe, verify the pressure with the
brake pipe control system(s) in
running position. Target value shall
be set as mentioned in the relevant
standard defined in the technical
specification.
For trains equipped with a brake
pipe, the minimum brake step
(pressure drop for first brake step)
shall be verified.
The brake pipe pressure shall be
11.2 — — X — — — X — — X X — — — — —
measured.
Target value shall be set as
mentioned in the relevant standard
defined in the technical
specification.
Hydraulic brake system
Direct EP brake
Indirect brake (UIC type)
Maximum
braking
load
Measure
ment
Measure
ment
Static
Dynamic
Measure
ment
Static
Dynamic
Train formation level 3:
Train formation level 2: single multiple
coupled multiple units
Load condition
unit according to 5.1
according to 5.1
according to
prEN 13452-1:2023,
5.3
Test Test
Type test Routine test Type test
No. Description of test procedure condition condition
Test/ Test/ Test/
MVD MXD
check check check
The output of the brake controller
(driver’s brake valve for trains
equipped with a brake pipe) shall
be gradually controllable and
proportional to the driver’s brake
demand. The output values, for
both the increasing and decreasing
11.3 X X X — — — — X — X X — — — — —
brake demand, and their sensitivity
shall be measured and verified
against the design specifications. It
shall be possible to obtain different
brake demand levels (brake pipe
pressure levels for train
...