Technical Rules

for the Design and Testing of Brakes

for Vehicles

in accordance with the

German Federal Regulations on the

Construction and Operation of Light Rail

Transit Systems (BOStrab)

– Technical Rules for Brakes –

(TR Br)

December 2008 Edition

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Table of Contents
1 General 5

2 Terms and Definitions 7

2.1 General Terms 7

2.1.1 Brake (Brake System) 7

2.1.2 Brake Equipment 7

2.1.3 Braking 7

2.1.4 Brake Failure 7

2.1.5 Failure 8

2.2 Braking Functions (see Annex 1, Table 1) 8

2.2.1 Service Braking 8

2.2.2 Vigilance System Braking 8

2.2.3 Passenger Emergency Braking 8

2.2.4 Driver Emergency Braking 9

2.2.5 Emergency Braking by Driverless Train Operation 9

2.2.6 Safety Braking 9

2.2.7 Train Separation Braking 10

2.2.8 Parking Braking 10

2.2.9 Signalled Braking 10

2.2.10 Further Braking Functions 11

2.3 Loads 11

2.3.1 Dead Load 11

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2.3.2 Pay Load 11

2.3.3 Load Level I / Operating Load (Empty Vehicle) 12

2.3.4 Load Level II (Two-Thirds Load) 13

2.3.5 Load Level III (Maximum Load) 13

2.4 Deceleration Rates 13

2.4.1 General 13

2.4.2 Continuous Deceleration Rate 13

2.4.3 Average Deceleration Rate 13

2.5 Times 14

2.5.1 Delay Time (Dead Time) 14

2.5.2 Build-up Time (Liminal Time) 14

2.5.3 Response Time 14

3 Requirements 15

3.1 Brake Independence 15

3.2 Brake Failure 15

3.3 Failure of the Entire Electric Power Supply of the Brakes 15

3.4 Service Braking 15

3.5 Braking Independent of the Wheel/Rail Adhesion (Rail Brake) 16

3.6 Sanding Equipment 16

3.7 Passenger Emergency Braking Equipment 16

3.8 Braking on Sections with Gradients 18

3.9 Braking of Special Duty Vehicles 19

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4 Measurements and Functional Tests 20

4.1 General 20

4.2 Train Test 21

4.3 Test Conditions 21

4.3.1 General 21

4.3.2 Stopping Distance 22

4.3.3 Initial Speeds 22

4.3.4 Sanding Equipment 23

4.3.5 Train Separation Braking 23

4.3.6 Parking Braking 23

4.3.7 Brake Failure on the Gradient / Failure of the Entire Electric

Power Supply of the Brakes 23

4.3.8 Passenger Emergency Braking 24

5 Braking Limit Values 25

6 Index 26

Annex 1 Comparison of the braking functions 30

Annex 1 Measurements and functional tests 31

Annex 2 Limit values 33

Annex 3 Driving dynamics diagrams 35

Annex 4 Train test 39

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1 General
These Technical Rules for Brakes (TR Br) put the regulations of Clause 36 of the
German Federal Regulations on the Construction and Operation of Light Rail Transit
Systems (BOStrab) of December 11, 1987 (BGBl I page 2648) in concrete terms as
regards the design and testing of brakes for vehicles according to Clause 1(8) of
BOStrab. They are the “regulations” in the sense of the official reasoning of
Clause 36(2) of BOStrab.

The draft TR Br was presented to all tramway companies, the relevant research
institutions, the industry and the technical supervisory authorities in the Summer of
2007 for their opinion. The feedback received was evaluated and considered
correspondingly. The principle of consensus applied. In the Autumn of 2008 the
States’ Committee on Light Rail Systems and other Guided Local Transport Systems
(LSO) accepted the TR Br in the form of circularising.

In the opinion of the LSO they are to be considered as the “generally recognised best
technical practice” in accordance with Clause 2(1) of BOStrab.

They replace the “Preliminary Regulations on the Design and Testing of Brakes of
Vehicles in accordance with the German Federal Regulations on the Construction
and Operation of Light Rail Transit Systems (BOStrab)” of 15.05.1988 for new
vehicles and for vehicles modified much provided that the modification affects the
brake equipment or the braking performance.

Note 1:
The Technical Rules for Brakes may also be used for all other vehicles if this is determined by the
transport undertaking for the maintenance or for the subsequent procurement of vehicles without
modification of the construction documents.

According to Clause 2(2) of BOStrab it is allowed to deviate from these Technical

Rules if at least the same degree of safety is ensured.

These Technical Rules for Brakes (TR Br) consider the European standard DIN EN
13452, edition 2003, and regulate the stipulations made in this standard on the basis
of BOStrab.

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Note 2:
In DIN EN 13452 different definitions are used for an object (e.g. brake) at different positions (e.g.
correctly “braking” in the definition, but wrongly “brake” in the heading line of tables). In these
Technical Rules for Brakes (TR Br) the ambiguities are corrected. Thus, a comparison with the
standard will reveal apparent discrepancies.

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2 Terms and Definitions

2.1 General Terms
2.1.1 Brake (Brake System)
Equipment the principal function of which is to cause braking.

The term brake includes the equipment for applying the brake forces (energy
dissipation) as well as the control, actuation and monitoring equipment as a system.

Note 1:
The brakes are characterised by their mode of operation (e.g. electro-dynamic brake, friction brake,
brake independent of the adhesion between the wheel and the rail).

Note 2:
In the reasoning of Clause 36 of BOStrab and in DIN EN 13452 the “brake” is also called “brake
system”.

2.1.2 Brake Equipment

The brake equipment includes one or several brakes.

A combination of means (hardware and software) to achieve, with a chosen level of

safety, the braking requirements of the train. The availability has to correspond to the
operational requirements.

2.1.3 Braking
Process by which a force is produced so as to resist train movement which is taking
place or to prevent movement of a stationary train.

2.1.4 Brake Failure

There is a brake failure according to Clause 36(3) of BOStrab
• if vehicles in street-running systems do not achieve the limit values for the driver
emergency braking according to Appendix 2, Table 2 of BOStrab
or
• if vehicles on independent tracks do not achieve the limit values according to
Appendix 2, Table 1 of BOStrab or the limit values determined for the signalled
braking by the transport undertaking

due to a failure.

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If a brake only fails partially (redundancy) and if the above mentioned two conditions
are still met, this is not regarded as a “brake failure” in accordance with Clause 36(3)
of BOStrab.

2.1.5 Failure
Failure is the unintentional interruption or impairment of the fulfilment of a function of
a unit.

Note:
This definition considers DIN 31051.

2.2 Braking Functions (see Annex 1, Table 1)

2.2.1 Service Braking
Service braking is the braking performed by the driver or by the automatic driving and
brake control equipment to a wanted speed or to the standstill of the train without
endangering the passengers.

Note:
In DIN EN 13452-1 the service braking is also called service brake.

2.2.2 Vigilance System Braking

According to Clause 38(2) of BOStrab passenger vehicles driven by a driver have to
be provided with a vigilance system which will apply a brake to bring the train to a
halt in the event of the driver’s incapacity.

The required braking performance has to be defined by the transport undertaking.

Note:
In DIN EN 13452-1 Section 3.2.3 the vigilance system braking is called emergency 1. It can also be
triggered by an ATO system (ATO = Automatic Train Operation).

2.2.3 Passenger Emergency Braking

The passenger emergency braking is the braking in the sense of Clause 36(9) of
BOStrab, which can be initiated by passengers via equipment intended for such
braking and which results in a stop of the train indirectly or directly.

Note 1:
In DIN EN 13452-1 Section 3.2.3 the passenger emergency braking is called emergency 2.

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Note 2:
Meaningful brake values result from the initiation of this kind of braking by non-instructed persons
(passengers). Therefore, the criteria for service braking should be applied for the determination of the
brake values.

2.2.4 Driver Emergency Braking

The driver emergency braking is the braking in the sense of Clause 36(5) of
BOStrab, which is initiated by the driver when he perceives a hazard. This kind of
braking leads to increased deceleration rates and jerks. The possible endangering of
the vehicle occupants is tolerated due to the general hazard.

The brake lever (setpoint generator) has to lock in the position “driver emergency
braking”.

Note:
In DIN EN 13452-1 Section 3.2.3 the driver emergency braking is called emergency 3.

The vehicle need not necessarily be brought to a halt as the braking can stop without
the vehicle stopping if the hazard being the reason for the braking does not exist any
longer.

For the arithmetical proof of the driver emergency braking an adhesion coefficient
between the wheel and the rail of 0.33 at the most is to be assumed. Irrespectively,
the practical proof has to be furnished.

2.2.5 Emergency Braking by Driverless Train Operation

This braking is initiated by authorised staff via control separate from the brake
controller.

Note:
In DIN EN 13452-1 Section 3.2.3 this braking is called emergency 4.

2.2.6 Safety Braking

The safety braking has got a higher level of system integrity (availability) than the
service braking, the passenger emergency braking and the driver emergency
braking. The braking performance can be at a lower level than that achieved in
service braking or passenger emergency braking.

Note 1:
The term “safety braking” is not mentioned in BOStrab.

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Note 2:
Safety braking can e.g. be triggered by the driver’s emergency button and triggers a mechanical brake
on the closed-circuit principle.

Note 3:
Before the publication of DIN EN 13452-1 the term “safety braking” was used for other braking
functions (driving lock braking, passenger emergency braking, train separation braking, vigilance
system braking and signalled braking).

Note 4:
It has to achieve at least the braking performance of safety braking according to DIN EN 13452-1.

Note 5:
The term “driver emergency braking” is also common for this braking function.

2.2.7 Train Separation Braking

The train separation braking is the braking in the event of unintentional train
separation in accordance with Clause 36(8) of BOStrab.

All parts of the train have to be braked automatically to a stop at least with a braking
performance in accordance with Appendix 2, Table 1 of BOStrab.

Note:
Requirement according to DIN EN 13452-1 Section 5.4.1.

2.2.8 Parking Braking

The parking braking is the braking preventing the stationary vehicle from rolling-off by
way of a brake system in accordance with Clause 36(4) of BOStrab.

Note:
In DIN EN 13452-1 Section 3.2.7.2 the parking braking is explained as follows: "Brake which can
permanently hold a train with a defined load on a defined gradient."

2.2.9 Signalled Braking

According to Clause 38(3) of BOStrab the train safety equipment on passenger
vehicles has to initiate braking under certain conditions defined by the transport
undertaking.

The braking performance of vehicles operated on routes with train protection systems
is to be adjusted to the stopping distances in accordance with Clause 22(2) No. 1 of
BOStrab.

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2.2.10 Further Braking Functions

Note:
The braking functions mentioned below are not mentioned in BOStrab, but in DIN EN 13452-1.

Drag Braking

According to DIN EN 13452-1 Section 3.2.5 the drag braking is the braking used to
control the train speed on a gradient to a substantially constant value.

Irrevocable Braking

According to DIN EN 13452-1 Section 3.2.6 the irrevocable braking is the (property
of) braking maintained until the train is stopped.

Immobilisation Braking

According to DIN EN 13452-1 Section 3.2.7 the immobilisation braking is the braking
used to prevent a stationary train from moving under the specified conditions.

Holding Braking

According to DIN EN 13452-1 Section 3.2.7.1 the holding braking is the braking
which holds a train stationary with passengers for a defined time and load.

2.3 Loads
2.3.1 Dead Load
Dead load is the weight resulting from the dead weight.

According to DIN 25008, edition 2005, the dead weight is the weight of the rollable
vehicle with all its stationary-mounted parts and all its equipment.

A gravitational acceleration of 9.81 m/s2 is to be assumed for the calculation of the

dead load.

2.3.2 Pay Load

Per fixed seat in a passenger vehicle a load of 750 N is to be assumed as the pay
load and per m2 standing room a load of 5,000 N is to be assumed.

The following areas are to be deducted from the entire space in the interior of the
vehicle as unsuitable standing room:

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a) the areas of seats projected on the floors inclusive of the backs and armrests
plus the areas for the feet of the seated passengers. The length of these latter
areas is to be set to the width of the seat and to have a depth of 300 mm. In
case of opposite seats the standing room is only calculated from a distance
between the projected seat area of 600 mm in consideration of d);

b) areas used by the crew (vehicle driver, train crew);

c) steps and areas which may only be stepped on during boarding and alighting. If
there are opposite doors, one of the two floor-levelled step covers is to be
regarded as standing room;

d) areas unsuitable as standing room due to too small dimensions;

e) areas above which the clear height is less than 1,950 mm;

f) areas used as emergency exits and ancillary accomodation.

Note:
Ancillary accomodation are e.g. toilets, washrooms and kitchens.

By special duty vehicles the pay load corresponds to the maximum load resulting
from the manning and the loading of goods. The driver needed to operate the special
duty vehicle shall not be included.

Note:
This restriction is a consequence of the definition of the operating load.

2.3.3 Load Level I / Operating Load (Empty Vehicle)

The operating load is the weight resulting from the operating mass.

The operating mass is the mass of the vehicle plus the maximum mass of the
operating materials and the staff mass (80 kg/person according to DIN 25008).

According to Appendix 2 of BOStrab an empty vehicle weighs the operating load.

A gravitational acceleration of 9.81 m/s2 is to be assumed for the calculation of the

operating load.

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2.3.4 Load Level II (Two-Thirds Load)

The two-thirds load consists of the operating load and 2/3 of the pay load.

Note 1:
Load level II is only of importance for passenger vehicles.

Note 2:
Load level II (two-thirds load) in accordance with the Technical Rules for Brakes (TR Br) deviates from
load level EL4 according to DIN EN 13452-1 Section 5.2 as a function of the relation between seats
and the standing room. This does not result in modified requirements (see Section 5).

2.3.5 Load Level III (Maximum Load)

The maximum load consists of the operating load and the pay load.

2.4 Deceleration Rates

2.4.1 General
When no limit values are mentioned for the deceleration rate for certain braking
functions in these Technical Rules for Brakes (TR Br) and by the transport
undertaking, the minimum requirements made in DIN EN 13452-1 apply.

2.4.2 Continuous Deceleration Rate

The continuous deceleration rate is the deceleration that occurs during the acting of a
nearly constant retardation for a period of consideration.

Note 1:
Per definition the delay time and the build-up time are not included.

Note 2:
If the retardation can only be kept constant in phases (e.g. in case of switchgroup control), a mean
value from the period of consideration is used as the continuous deceleration rate.

2.4.3 Average Deceleration Rate

The average deceleration rate is the deceleration a in m/s2 which results from the
distance covered s in m by the vehicle from the initiation of the braking till the halt
from the speed v in km/h at the initiation of the braking according to the formula
v2
a=
3.62 • 2 s

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Note:
The average deceleration rate is an operand. The initial speed also has to be given for the complete
description.

2.5 Times
See the informal Annex 3, diagram 1, diagram 2, diagram 3 and diagram 4.

2.5.1 Delay Time (Dead Time)

Period of time commencing when a change (positive or negative) in brake demand is
initiated and ending when achieving 10 % of the established deceleration.

2.5.2 Build-up Time (Liminal Time)

Period of time commencing when 10 % of established deceleration have been
achieved (end of the delay time) and ending when achieving 90 % of the established
deceleration.

2.5.3 Response Time

The response time is the sum of the delay time and the build-up time.

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3 Requirements
3.1 Brake Independence
Several brakes are also considered to be interindependent if they are fed by the
same battery because experience has shown that the availability of this power
source is sufficiently high.

3.2 Brake Failure

When a brake fails, the vehicle has to

a) achieve the minimum values according to Annex 2 A, Table 1 of these

Technical Rules for Brakes (TR Br) on a straight level track in accordance with
Clause 36(3) of BOStrab.

b) be able to stop at least once from the maximum speed of the line determined
locally with the maximum load at all gradients occurring within the system in
accordance with Clause 36(2) No. 3 of BOStrab and Clause 17(5) No. 1 of
BOStrab.

One-off braking suffices as the procedure according to Clause 56 of BOStrab is to be

followed for faulty brakes.

It suffices only to consider the failure of one brake.

3.3 Failure of the Entire Electric Power Supply of the

Brakes
According to Clause 36(2) No. 3 of BOStrab and Clause 17(5) No. 1 of BOStrab it
has to be possible to stop the vehicle at least once from the maximum speed of the
line determined locally with the maximum load at all gradients occurring within the
system if the entire electric power supply of the brakes fails.

One-off braking suffices as the procedure according to Clause 56 of BOStrab is to be

followed for faulty brakes.

3.4 Service Braking

For reasons of safety and comfort of the standing passengers no unacceptable
continuous deceleration rates may occur during the service braking.

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3.5 Braking Independent of the Wheel/Rail Adhesion

(Rail Brake)
According to Clause 36(5) No. 1 of BOStrab brakes independent of the wheel/rail
adhesion (rail brakes) have to be so designed that at least the limit values according
to Annex 2 B, Table 3 are achieved for an empty vehicle.

3.6 Sanding Equipment

According to Clause 36(5) No. 2 of BOStrab sanding equipment is to improve the
adhesion.

It has to be so designed that its functioning is also ensured under unfavourable

weather conditions.

The amounts of sand to be cast are to be so calculated that failures, especially of the
train safety systems, are avoided.

The sanding equipment should be so arranged that sanding can at least be made in
front of the first braked wheels of each vehicle in the direction of travel. Depending on
the requirements for the braking deceleration additional sanding equipment may be
needed.

Note:
This applies particularly also to special duty vehicles(e.g. road-rail vehicles), which are operated on
sections with a long gradient and a longitudinal gradient > 40 ‰ (see the BOStrab Alignment
Regulations).

The sanding equipment has to cast sand automatically when driver emergency
braking is initiated.

3.7 Passenger Emergency Braking Equipment

The passenger emergency braking equipment according to Clause 36(9) of BOStrab

gives passengers the possibility of contributing to avert a hazard.

Note:
Distinction shall be made between:

• emergencies, by which accidents can be avoided or the consequences of the accident

minimised if the train is stopped as quickly as possible;

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• emergencies, by which the exposure to danger is higher for the passengers if the train is
stopped on the line than if the train is stopped on a line section suited to rescue the passengers,
usually a platform.

This equipment has to be placed near each door for boarding and alighting and be
clearly recognisable.

In case of bidirectional vehicles one emergency device suffices for opposite doors.

Actuation of emergency braking equipment has to be reported immediately to the

driver or – in case of driverless train operation – to a manned control room so that the
necessary measures can be taken.

If the emergency braking equipment in the vehicle is actuated at the stop/station, the
emergency braking has to immediately and automatically

a) prevent the starting of the train,

b) bring the starting train to a halt.

Clause 36(9) sentence 2 of BOStrab is considered as fulfilled if

a) the emergency braking equipment remains directly active within tunnel sections
for at least 8 seconds after the departure from the platform and at the most so
long that the head of the train is not more than 200 m away from the station
after the emergency stop,

b) the emergency braking equipment only remains directly active within sections
without safety space so long that the vehicle occupants can still leave the train
on their own at the platform.

Note:
The values mentioned for the definition of the areas “in the station” and “outside the station” in tunnels
are limit values. They are derived from

• the necessary minimum time for realisation of an emergency requiring immediate stopping of the
train (e.g. a passenger caught in the door) and for passengers’ actuation of the emergency
braking equipment and

• the physically conditioned stopping distance of the train under unfavourable conditions with
initiation of immediate emergency braking as late as possible due to the operating conditions.

The limit values make it possible to optimally adapt the passenger emergency braking to the operating
conditions (e.g. length of the trains, stopping place at the platform) and to the vehicle dynamics (e.g.
starting acceleration and braking deceleration).

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The definition of the areas “in the station” and “outside the station” within sections without safety space
considers the structural conditions, which only allow that passengers independently leave a train
without special rescue facilities at the platform.

The by-pass of the emergency braking according to Clause 36(9) senctence 2 of

BOStrab may also be active within other sections if the behaviour in such a case is
regulated via service instructions.

Note:
If the emergency braking equipment is actuated outside the stations, the factor determining the risk in
general is the risk of fire in the train. In such a case the passenger emergency braking introduced
within the mentioned line sections shall not be active directly and it has to be possible to drive to the
next station without avoidable delay of time as

− the track structure does not usually allow that the passengers can leave the train on their own
without special rescue facilities within sections without safety space,

− the possibilities of rescueing passengers are restricted in tunnels, especially due to the strong
development of smoke within the narrow tunnel space,

− the passengers can leave the endangered area faster and at less risk in a station and as
emergency and fire fighting measures can be taken more quickly and more effectively in a
station than within sections without safety space and in tunnels.

Outside the tunnels the possibilities of rescue, help and fire fighting are improved if the train runs to a
section with safety space. The different positions (level, above grade, cutting, in-street operation or
exclusive right-of-way operation) and the kind of track formation (ballast or ballastless track, paved) as
well as the various types of vehicles (e.g. with or without steps) require regulations adapted to the
local and operational conditions as well as to the technical vehicle conditions. The decisive criterion is
that the passengers can leave the endangered area as fast and safely as possible in the event of a
hazardous situation, e.g. fire, in the train – also in case of darkness and unfavourable weather
conditions. Moreover, it is important that the conditions for help and fighting measures are provided.

3.8 Braking on Sections with Gradients

According to Clause 17(5) of BOStrab additional requirements are to be considered
for the design and testing of brakes of vehicles to be operated within sections with
gradients.

Note:
This applies particularly to sections with a long gradient and a longitudinal gradient > 40 ‰ (see the
BOStrab Alignment Regulations).

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3.9 Braking of Special Duty Vehicles

According to Clause 36(6) of BOStrab special duty vehicles only have to have one
brake. The limit values applying to these vehicles are the average deceleration rates
according to Appendix 2, Table 1 of BOStrab or Annex 2 A, Table 1 of these
Technical Rules for Brakes (TR Br).

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4 Measurements and Functional Tests

4.1 General
By way of measurements the effect of the brakes, particularly the achieved brake
values, are to be determined quantitatively.

By way of functional tests the effect of the brakes is to be determined qualitatively.

Thus, it is to be proved via the measurements and the functional tests that the
provisions of Clause 36 of BOStrab and these Technical Rules for Brakes (TR Br)
are observed.

The required measurements and functional tests are the subject matters of test 1 and
test 2.

Test 1 is to be carried out

• by the acceptance of a new vehicle of a new series to be put into operation for
the first time in accordance with Clause 62 of BOStrab (type test);

• by the acceptance of a vehicle of a modified series in accordance with

Clause 62 of BOStrab if a major modification has been made to the brake or the
“mass/pay load” of the vehicle, otherwise test 2 suffices.

Test 2 is to be carried out

• by the acceptance of each further new vehicle of a type-tested series in

accordance with Clause 62 of BOStrab (routine test);

• within the scope of inspections in accordance with Clause 57(3) and (4) of
BOStrab.

Note:
Analogously, the terms “Test 1” and “Test 2” used in these Technical Rules for Brakes (TR Br)
correspond to the terms “Test B” and “Test A” used in the former “Preliminary Brake Regulations” from
1988.
− Test 1 corresponds to Test B
− Test 2 corresponds to Test A

Measurements and functional tests within the scope of maintenance of vehicles,

especially after modification of the brake equipment and after objections to the

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braking performance, are to be determined in accordance with the structural and

operational conditions pursuant to Clause 57(1) and (2) of BOStrab.

Note:
The comfort limit values given in DIN EN 13452-1 are not relevant for these Technical Rules for
Brakes (TR Br).

If the same brake systems are used in the same combination for several braking
functions, it is sufficient to carry out the stopping distance test for the braking function
with the highest requirements and additionally the functional test for the other braking
functions.

4.2 Train Test

Vehicles that can also be operated together with other vehicles in one train (see
Clause 36(7) of BOStrab) have to be tested with these other vehicles (see Annex 4,
Table 1). The braking performance of the vehicles has to be sufficiently similar.

The following applies to test 1:

• longest train with vehicles of the same type intended for the operation
• longest train with different types of vehicles intended for the operation in the
mixture intended for the operation (see Annex 4, Table 1). The mixture within
the train is not important.

The following applies to test 2:

• smallest train with vehicles of the same type operated
• smallest train with different types of vehicles operated in various variations,
independent of the position in the train

4.3 Test Conditions

4.3.1 General
When the brakes are tested in accordance with Annex 1, Tables 2 A and 2 B, the
braking is to be carried out successfully
• at least three times in case of test 1 (performance target given in
DIN EN 13452) and
• at least twice in case of test 2

on a straight and level track within the system of the transport undertaking, provided
that nothing else is laid down in the below sections.

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Note 1:
If only one driver’s cab is used for the brake test of bidirectional vehicles, at least the functional tests
are to be carried out for the other cab.

Note 2:
The given limit values apply for each of the load levels to be tested.

4.3.2 Stopping Distance

The stopping distance is measured from the initiation of the braking from the state of
rolling (without driving force) until the standstill of the vehicle or train (v < 0.1 km/h).
The average deceleration rate is calculated on the basis of the stopping distance.

Note 1:
The definition of v < 0.1 km/h as standstill has got metrological reasons.

Note 2:
The stopping distance corresponds to the “braking distance” in Appendix 2 of BOStrab. The definition
“stopping distance” was selected in the sense of harmonisation with DIN EN 13452-1 Section 3.6.6.

4.3.3 Initial Speeds

The initial speeds are
• one third and two thirds of the permitted maximum speed of the vehicle
conditional on the design
or
• two thirds of the maximum speed permitted within the system if this speed is
lower than the maximum speed of the vehicle.

When the service braking is tested in accordance with test 1, the initial speeds are
also
• the full value (three thirds) of the permitted maximum speed of the vehicle
conditional on the design
or
• the full value (three thirds) of the maximum speed permitted within the system if
this speed is lower than the maximum speed of the vehicle.

When the driver emergency braking is tested in accordance with test 1, the initial
speeds are also
• the full value (three thirds) of the permitted maximum speed of the vehicle
conditional on the design
or

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• the full value (three thirds) of the maximum speed permitted within the system if
this speed is lower than the maximum speed of the vehicle, but maximum
70 km/h.

The initial speed is to be observed with a tolerance of +/- 5 km/h.

Deviating from this tolerance the brake tests may be carried out for special duty
vehicles in accordance with Clause 36(6) of BOStrab at two speeds differentiating by
at least 10 km/h.

The measuring inaccuracies of the measuring devices are to be considered.

4.3.4 Sanding Equipment

The sanding equipment according to Clause 36(5) No. 2 of BOStrab (designed in
accordance with Section 3.6) is tested in the form of a functional test.

4.3.5 Train Separation Braking

The train separation braking according to Clause 36(8) of BOStrab is tested in the
form of a functional test.

4.3.6 Parking Braking

The parking braking according to Clause 36(4) of BOStrab is tested with maximum
load on the maximum gradient within the system.

In case of sufficient adhesion between the wheel and the rail the test may also be
made on a level and straight track with a tractive effort corresponding to the downhill-
slope force; this test is permitted under all load levels.

4.3.7 Brake Failure on the Gradient / Failure of the Entire Electric

Power Supply of the Brakes
The special test conditions are described in Section 3.2 b) and Section 3.3,
respectively. One successful braking suffices for the test.

The highest requirements for the braking performance and the braking force
occurring due to the gradients within the system are to be considered. The conditions
on all the other gradients are covered in that way.

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4.3.8 Passenger Emergency Braking

When the passenger emergency braking according to Clause 36(9) of BOStrab
(designed in accordance with Section 3.7) is tested, the stationary train is
accelerated as usual during operation, and the emergency braking leading to holding
of the train immediately and automatically is triggered as late as possible (before
commencing by-pass of the emergency brake).

This functional test is part of test 1 and test 2.

Furthermore, it is to be determined within the scope of test 1 that the distance

covered by the train from the departure to the standstill does not exceed 200 m.

Note:
This measurement is made to test the requirements mentioned in Section 3.7.

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5 Braking Limit Values

Limit values are listed in Annex 2 A, Tables 1 and 2, as well as in Annex 2 B,
Table 3. The values are average deceleration rates.

The tests proving that the vehicle observes the limit values listed in Appendix 2 of
BOStrab are – deviating from BOStrab – not only performed with empty, but also with
(partially) loaded vehicles; the corresponding load levels are defined in Section 2.3
(see Annex 1, Tables 2 A and 2 B).

Note 1:
Especially the passenger emergency braking and the driver emergency braking for passenger
vehicles at load level II (two-thirds load), which is a – in practice often occurring – load state felt as
“fully loaded” by the passenger, are tested.

Note 2:
In case of passenger vehicles of street-running systems the proof at load level II (two-thirds load),
which exceeds the requirements made in BOStrab, leads to an increased safety level within road
traffic. This can be a deviation from DIN EN 13452-1 Section 6.3, which is permitted according to this
standard.

Note 3:
In case of passenger vehicles operated within independent systems the emergency braking tests at
load level II (two-thirds load) are less important for the operational safety and merely serve as
supplementary tests for observation of the requirements of DIN EN 13452-1.

Note 4:
The observance of the stopping distances given by the train safety system, which is to be proved for
vehicles at load level II, is decisive for the operational safety of independent systems and for signalled
operation.

In case of service braking the continuous deceleration rate shall not exceed 2.0 m/s2
for reasons of safety and comfort of the standing passengers, which is in accordance
with Clause 36(2) No. 2 of BOStrab.

The brakes independent of the adhesion between the wheel and the rail are
especially intended for effective braking in the event of a hazard (see Section 2.2.4).
To determine their efficiency, the observance of the limit values for the dimensioning
of these brakes, which are listed in Annex 2 B, Table 3, is to be proved.

The requirements for the driver emergency braking are higher for an empty vehicle
according to BOStrab than according to DIN EN 13452-1. This is shown graphically
in Annex 2 C.

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6 Index
A
Average deceleration rate 2.4.3, 4.3.2

B
Brake / brake system 2.1.1, 2.2.8, 4.1
Brake equipment 1, 2.1.2, 4.1
Brake failure 2.1.4, 3.2, 4.3.7
Annex 1 Table 2 A
Annex 2 A Table 1
Brake failure on the gradient 3.2, 4.3.7
Annex 1 Table 2 A
Brake independence 3.1
Braking 1, 2.1.1, 2.1.3
Braking independent of the wheel/rail
adhesion (rail brake) 3.5
Annex 2 B Table 3
Braking limit values 5
Braking of special duty vehicles 3.9
Annex 1 Table 2 A
Annex 1 Table 2 B
Braking on sections with gradients 3.8
Build-up time (liminal time) 2.5.2

C
Comfort limit values 4.1
Continuous deceleration rate 2.4.2, 3.4, 5

D
Dead load 2.3.1
Deceleration rates 2.2.4, 2.4, 5
Delay time (dead time) 2.5.1
Driver emergency braking 2.1.4, 2.2.4, 2.2.6, 3.6, 4.3.3, 5
Annex 1 Table 1

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Annex 1 Table 2 A
Annex 2 A Table 2
Annex 2 C
Driving dynamics Annex 3 Diagram 1
Annex 3 Diagram 2
Annex 3 Diagram 3
Annex 3 Diagram 4

E
Emergency braking by
driverless train operation 2.2.5

F
Failure 2.1.4, 2.1.5
Failure of the entire electric
power supply of the brakes 3.3, 4.3.7
Annex 1 Table 2 A
Annex 1 Table 2 B
Further braking functions 2.2.10

I
Initial speeds 2.4.3, 4.3.3

L
Limit values 2.1.4, 2.4.1, 3.5, 3.7, 3.9, 4.3.1, 5
Annex 1 Table 2 A
Annex 1 Table 2 B
Annex 2 A Table 1
Annex 2 A Table 2
Annex 2 B Table 3
Annex 2 C
Loads 2.3
Load level I / operating load (empty vehicle) 2.3.3
Load level II (two-thirds load) 2.3.4
Load level III (maximum load) 2.3.5

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M
Measurements and functional tests 4, 4.1
Annex 1 Table 2 A
Annex 1 Table 2 B

P
Parking braking 2.2.8, 4.3.6
Annex 1 Table 1
Annex 1 Table 2 A
Annex 1 Table 2 B
Passenger emergency braking 2.2.3, 2.2.6, 3.7, 4.3.8, 5
Annex 1 Table 1
Annex 1 Table 2 A
Annex 1 Table 2 B
Pay load 2.3.2, 2.3.4, 2.3.5, 4.1
Annex 1 Table 2 A
Annex 1 Table 2 B

R
Road-rail vehicles 3.6
Response time 2.5.3

S
Safety braking 2.2.6
Annex 1 Table 1
Annex 1 Table 2 A
Annex 1 Table 2 B
Sanding equipment 3.6, 4.3.4
Annex 1 Table 2 A
Annex 1 Table 2 B
Service braking 2.2.1, 2.2.6, 3.4, 4.3.3, 5
Annex 1 Table 1
Annex 1 Table 2 A
Annex 1 Table 2 B

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Signalled braking 2.1.4, 2.2.6, 2.2.9

Annex 1 Table 1
Annex 1 Table 2 A
Annex 1 Table 2 B
Stopping distance 3.7, 4.3.2

System of the transport undertaking 4.3.1

T
Test conditions 4.3, 4.3.7
Train separation braking 2.2.7, 4.3.5
Annex 1 Table 1
Annex 1 Table 2 A
Annex 1 Table 2 B
Train test 4.2
Annex 4 Table 1

V
Vigilance system braking 2.2.2
Annex 1 Table 1
Annex 1 Table 2 A
Annex 1 Table 2 B

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Annex 1 Comparison of the braking functions

Technical Rules for Brakes (TR Br) / DIN EN 13452-1 (informal)

Table 1

Braking function Reference Initiated

acc. to the acc. to in in in
No.

Technical Rules DIN EN 13452 TR Br DIN EN BOStrab

for Brakes (TR Br)
1 Service braking Service braking 2.2.1 3.2.1 Clause 36(2) No. 1 by driver

2 Vigilance system braking Emergency 1 2.2.2 3.2.3 Clause 38(2) by vigilance system or ATO

3 Passenger emergency Emergency 2 2.2.3 3.2.3 Clause 36(9) by passenger

braking
4 Driver emergency braking Emergency 3 2.2.4 3.2.3 Clause 36(5) No. 3 by driver via dedicated position on brake
controller or ATP system
5 Emergency braking by Emergency 4 2.2.5 3.2.3 — authorised person via control separate
driverless train operation from brake controller
6 Safety braking Security braking 2.2.6 3.2.4 — by driver

7 Train separation braking — 2.2.7 5.4.1 Clause 36(8) automatically

8 Parking braking Parking braking 2.2.8 3.2.7.2 Clause 36(4) by driver, ATO or automatically

9 Signalled braking — 2.2.9 — Clause 38(3) ATP system

ATO = Automatic Train Operation

ATP = Automatic Train Protection

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Annex 1 Measurements and functional tests
Table 2 A for vehicles in street-running systems acc. to Clause 4(1) of PBefG

Test of the Requirement acc. See Limit values Brake measurements

to BOStrab section mentioned Test 1 test 2
in TR Br in BOStrab / Type test of new vehicles Routine test of new
No.

in TR Br and in case of major vehicles and during

modification of the brake inspection acc. to Clause
or the mass/pay load 57(3) and (4) of BOStrab
Vehicle Train Vehicle Train
1 Service braking Clause 36(2) No. 1 2.2.1 Section 3.4 I, II, III I x x
2 Vigilance system braking Clause 38(2) 2.2.2 x x
3 Passenger emergency braking1) Clause 36(9) 2.2.3 Section 3.7
I, II x x x
(time, way)
4 Driver emergency braking3) Clause 36(5) No. 3 2.2.4 App. 2, Tab. 2
I, II 1), III 2) I I x
Ann. 2 A, Tab. 2
5 Braking independent of the Clause 36(5) No. 1 3.5 Ann. 2 B, Tab. 3
wheel/rail adhesion3) I x x x

6 Safety braking — 2.2.6 x x

7 Train separation braking Clause 36(8) 2.2.7 x x
8 Parking braking Clause 36(4) 2.2.8 x x
9 Signalled braking Clause 38(3) 2.2.9 I, III I
10 Braking in case of brake failure3) Clause 36(3) 3.2 a App. 2, Tab. 1
I I I x
Ann. 2 A, Tab. 1
11 Braking in case of failure of a Clause 36(2) No. 3 3.2 b
brake on a gradient / in case of Clause 17(5) No. 1 3.3
x
failure of the entire electric
power supply of the brakes
12 Sanding equipment4) Clause 36(5) No. 2 3.6 x x
13 Braking of special duty vehicles 3.9 App. 2, Tab. 1
I, III I I x
acc. to Clause 36(6) of BOStrab Ann. 2 A, Tab. 1

x: Functional test I: Measurement at load level I 1) only applies to passenger vehicles

II: Measurement at load level II 2) only applies to special duty veh., except veh. acc. to Clause 36(6)
III: Measurement at load level III 3) irrelevant for special duty vehicles acc. to Clause 36(6)
4) if any

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Annex 1 Measurements and functional tests (continued)
Table 2 B for vehicles on independent tracks acc. to Clause 4(2) of PBefG

Test of the Requirement acc. See Limit values Brake measurements

to BOStrab section mentioned Test 1 Test 2
in TR Br in BOStrab / Type test of new vehicles Routine test of new
No.

in TR Br and in case of major vehicles and during

modification of the brake inspection acc. to Clause
or the mass/pay load 57(3) and (4) of BOStrab
Vehicle Train Vehicle Train
1 Service braking Clause 36(2) No. 1 2.2.1 Section 3.4 I, II, III I x x
2 Vigilance system braking Clause 38(2) 2.2.2 x x
3 Passenger emergency braking1) Clause 36(9) 2.2.3 Section 3.7
I, II x x x
(time, way)
4 Safety braking — 2.2.6 x x
5 Train separation braking Clause 36(8) 2.2.7 x x
6 Parking braking Clause 36(4) 2.2.8 x x
7 Signalled braking Clause 38(3) 2.2.9 I, III I
8 Braking in case of brake failure3) Clause 36(3) 3.2 a App. 2, Tab. 1
I, II I I x
Clause 17(5) No. 1 Ann. 2 A, Tab. 1
9 Braking in case of failure of the Clause 36(1) 3.3
entire electric power supply of Clause 17(5) No. 1 x
the brakes
10 Sanding equipment3) Clause 36(5) No. 2 3.6 x x
11 Braking of special duty vehicles 3.9 App. 2, Tab. 1
I I I x
acc. to Clause 36(6) of BOStrab Ann. 2 A, Tab. 1

x: Functional test I: Measurement at load level I 1) only applies to passenger vehicles

II: Measurement at load level II 2) does not apply to special duty vehicles acc. to Clause 36(6)
III: Measurement at load level III 3) if any

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Annex 2 Limit values
A Extract from BOStrab B Determination of the Technical Rules
Appendix 2 (informal) for Brakes (TR Br)

Table 1 Table 2 Table 3

Limit values in case of brake failure Limit values for the driver emergency braking Limit values for the dimensioning of the
(Clause 36(3) and (6)) (Clause 36(5) No. 3) braking independent of the wheel/rail
adhesion (rail brakes)
(Section 3.5)

v a s v a s v a s
km/h m/s2 m km/h m/s2 m km/h m/s2 m
20 0.77 20 20 1.71 9 20 0.39 40

30 0.87 40 30 2.04 17 30 0.365 96

40 0.95 65 40 2.29 27 40 0.35 176

50 1.03 94 50 2.47 39 50 0.34 284

60 1.06 131 60 2.57 54 60 0.33 422

70 1.07 177 70 2.73 69 70 0.325 582

80 1.07 230

90 1.08 290

100 1.09 355

See Section 2.4.3 for definition of the symbols and the calculation method.
The values are the average deceleration rates and measured on a straight and level track.
Contrary to BOStrab the load levels acc. to Annex 1, Tables 2 A and 2 B are to be considered.

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Annex 2 Limit values (continued)
C Limit values of the driver emergency braking acc. to BOStrab and emergency braking 3 acc. to DIN EN 13452-1 (informal)

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Annex 3 Driving dynamics diagrams
Diagrams DIN EN 13452 (informal)

Diagram 1

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Annex 3 Driving dynamics diagrams (continued)
Diagrams DIN EN 13452 (informal)

Diagram 2

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Annex 3 Driving dynamics diagrams (continued)
Diagrams DIN EN 13452 (informal)

Diagram 3

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Annex 3 Driving dynamics diagrams (continued)
Diagrams DIN EN 13452 (informal)

Diagram 4

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Annex 4 Train test
Example for a train consisting of four vehicles

Test 1 for type A

Table 1

Vehicle

Train Type A Type B

Vehicles in the train

I 1 3

II 2 2

III 3 1

IV 4 0

Technical Rules for Brakes (TR Br) – December 2008 Edition