UIC CODE 544-1

4th edition, October 2004

Translation O

Brakes - Braking power

Freins - Performance de freinage
Bremse - Bremsleistung
Leaflet to be classified in Volume:
V - Rolling Stock

Application:
With effect from 1 January 2004
All members of the International Union of Railways

Record of updates
1st edition, January 1948 First issue, revised version of former UIC Leaflet 187, new number:
UIC Leaflet 544, and 2 Amendments

2nd edition, August 1954 and 5 Amendments

3rd edition, January 1966 re-coded UIC Leaflet 544-1, reprinted in March 1979 and
9 Amendments

4th edition, October 2004 Overhaul of leaflet, retyped in Frame Maker and adaptation to the
editor’s guide M1

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

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Contents

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

1- Importance and principles of determining the braking power ............................... 2

1.1 - Brake assessment for trains running at speeds up to 200 km/h........................... 2

1.2 - Definition of braking power for trains running at more than 200 km/h .................. 3
1.3 - Rules of application .............................................................................................. 3

2- Determining the braking power of vehicles fitted with a UIC air brake
in the "passenger" position ....................................................................................... 4

2.1 - Coaches ............................................................................................................... 4

2.1.1 - General .............................................................................................................. 4
2.1.2 - Pre-determining braking power by calculation ................................................... 5
2.1.3 - Determining the braked weight by means of tests ............................................. 5
2.1.3.1 - Tests with a 400 m long train ......................................................................5
2.1.3.2 - Tests with a single vehicle ..........................................................................6

2.2 - Wagons ................................................................................................................ 7

2.2.1 - General .............................................................................................................. 7
2.2.2 - Assessing the braking power by calculation ...................................................... 8
2.2.2.1 - Determining the braking power of wagons fitted with cast iron brake
blocks (P10) ................................................................................................8
2.2.2.2 - Determining the braking power of wagons other than those fitted
with cast iron brake blocks (P10)................................................................ 9
2.2.3 - Determining the braked weight by means of tests ........................................... 10
2.2.3.1 - Wagons with a top speed of up to 120 km/h .............................................10
2.2.3.2 - Wagons with a top speed above 120 km/h and up to 160 km/h ...............12

2.3 - Braked weight of trains fitted with the ep brake in accordance

with UIC Leaflet 541-5 (with monitoring)............................................................. 12
2.4 - Braked weight of trains fitted with brake accelerators ........................................ 13
2.5 - Braked weight of trains fitted with the magnetic rail brake in accordance
with UIC Leaflet 541-06 ...................................................................................... 13
2.5.1 - General ............................................................................................................ 13
2.5.2 - Test method ..................................................................................................... 13
2.5.3 - Indication of braked weight .............................................................................. 14
2.5.3.1 - Vehicles with brake accelerators ..............................................................14
2.5.3.2 - Vehicles without brake accelerators but with ep brake control
in accordance with UIC Leaflet 541-5 .......................................................14

2.6 - Braked weight of vehicles fitted with eddy current brakes .................................. 14

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3- Determining the braking power of vehicles fitted with the UIC air brake
in the "goods" position ............................................................................................ 15

4- Determining the braking power of locomotives..................................................... 16

4.1 - General ............................................................................................................... 16

4.2 - Test method........................................................................................................ 16
4.3 - Evaluation of the test results............................................................................... 16
4.4 - Assessment of braking power by calculation...................................................... 17

5- Determining the braking power of trains from decelerations............................... 18

5.1 - Physical principles .............................................................................................. 18

5.2 - Determining the parameters required to define the braking power..................... 19
5.3 - Method of assessing braking power ................................................................... 19
5.3.1 - General ............................................................................................................ 19
5.3.2 - Load conditions for the tests ............................................................................ 20
5.3.3 - Determining the time, speed and deceleration parameters ............................. 20
5.3.4 - Taking account of degraded conditions ........................................................... 20
5.3.4.1 - Reduced coefficient of friction due to humidity .........................................21
5.3.4.2 - Loss of braking distance due to degraded adhesion ................................21

6- Determining the braking power of multiple units .................................................. 22

6.1 - General ............................................................................................................... 22

6.2 - Test method........................................................................................................ 22
6.3 - Evaluation of the test results............................................................................... 22
6.3.1 - Determining the braked weight ........................................................................ 22
6.3.2 - Determining the decelerations ......................................................................... 23
6.3.2.1 - Multiple units running at up to 200 km/h ...................................................23
6.3.2.2 - Multiple units running at over 200 km/h ....................................................23

7- Determining the braking power of vehicles with a top speed of less

than 100 km/h ............................................................................................................ 24

8- Determining the efficacy of parking brakes ........................................................... 25

8.1 - Definition............................................................................................................. 25
8.2 - Nominal force applied ......................................................................................... 25
8.3 - Calculation method ............................................................................................. 26
8.3.1 - Manual control using the screw brake ............................................................. 26
8.3.1.1 - Block brakes .............................................................................................26
8.3.1.2 - Disc brakes ...............................................................................................26

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 8.3.2 - Spring-loaded brakes ....................................................................................... 27
8.3.3 - Calculation of the maximum gradient on which a parking brake will hold
a vehicle ........................................................................................................... 27
8.3.4 - Maximum adhesion required............................................................................ 28

9- Use of the rules for train operation ......................................................................... 29

9.1 - Trains comprising a locomotive and passenger coaches ................................... 29

9.1.1 - Principles of use............................................................................................... 29
9.1.2 - Variation in braked weight according to the length of the train ........................ 29
9.1.3 - Braked weight of trains fitted with ep brakes in accordance
with UIC Leaflet 541-5 ..................................................................................... 30
9.1.4 - Braked weight of passenger trains equipped with brake accelerators ............. 30
9.1.5 - Trains for speeds below 120 km/h ................................................................... 30
9.1.6 - Braked weight of locomotives with dynamic brakes......................................... 30
9.2 - Freight trains braked in the P position ................................................................ 31
9.2.1 - Principles of use............................................................................................... 31
9.2.2 - Variations in braked weight according to the length of the train ...................... 31
9.2.3 - Braked weight of freight trains fitted with ep brakes in accordance
with UIC Leaflet 541-5 ..................................................................................... 31
9.2.4 - Braked weight of freight trains equipped with brake accelerators ................... 31
9.2.5 - Reduction in the braked weight of a G-braked vehicle in a P-braked train ...... 32
9.3 - Braking distances of freight trains braked in the G position................................ 32
9.3.1 - Vehicles fitted with P10 cast iron brake blocks ................................................ 32
9.3.2 - Vehicles fitted with brake blocks made of materials other than P10 ................ 32
9.4 - Trains with braking power defined by decelerations........................................... 32
9.5 - Multiple units....................................................................................................... 32
9.6 - Painted indication of braked weight: old - new .................................................. 33

Appendix A - Brake assessment for trains...................................................................... 34

A.1 - Assessment sheet for trains using brake positions P, R, R + Mg....................... 34
A.2 - Overview of the mathematical formulae for the assessment curves
for trains using brake positions P, R, R + Mg ..................................................... 35

Appendix B - Brake assessment for single vehicles...................................................... 36

B.1 - Assessment sheet for single vehicles................................................................. 36
B.2 - Overview of the mathematical formulae for the assessment curves
for single vehicles ............................................................................................... 37

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Appendix C - Checking of the friction pairing of disc-braked single vehicles ............ 38
C.1 - Graph for checking the friction pairing of disc-braked single vehicles ................ 38
C.2 - Overview of the mathematical formulae for the assessment curves
for checking the friction pairing of disc-braked single vehicles ........................... 39

Appendix D - Diagram of k curves ................................................................................... 40

Appendix E - Tables giving numerical values of k ......................................................... 41

E.1 - k values for Bg-braked vehicles.......................................................................... 41
E.2 - k values for Bgu-braked vehicles........................................................................ 42

Appendix F - Test procedure............................................................................................ 43

F.1 - Method for carrying out the tests ........................................................................ 43
F.1.1 - Atmospheric conditions .................................................................................... 43
F.1.2 - Number of tests................................................................................................ 43
F.1.3 - Condition of wheels and brake discs and of the friction components .............. 44
F.1.4 - Load conditions for tests with passenger trains and multiple units ................. 44
F.2 - Method of evaluating the test results .................................................................. 45
F.2.1 - Correcting the braking distances for each test................................................. 45
F.2.2 - Correcting the mean braking distance ............................................................ 46
F.2.3 - Limitation of the braked weight percentage determined taking into account
the envisaged friction materials ....................................................................... 47
F.2.4 - Correcting the determined braked weight of block-braked vehicles ............... 48
F.2.5 - Determination of dynamic force ....................................................................... 50

Appendix G - Reserved...................................................................................................... 51

Appendix H - Assessment sheet for trains running at speeds of less

than 100 km/h using brake position P ...................................................... 52

Appendix I - Assessment of braking power by calculation.......................................... 53

I.1 - Calculation using the time step method.............................................................. 54
I.2 - Calculation using deceleration steps .................................................................. 55
I.3 - Direct pre-determination of the braked weight of a disc brake
with one load stage............................................................................................. 55
I.4 - Checking the required adhesion ......................................................................... 56

Appendix J - Calculation of the braked weight from the brake force........................... 57

Appendix K - Correction factor (kappa) for the train length .......................................... 58

K.1 - Correction factor (kappa) for passenger trains longer than 400 m .................... 58
K.2 - Correction factor (kappa) for freight trains longer than 500 m ............................ 59

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Appendix L - Example of how to calculate the braking power of a passenger
coach .......................................................................................................... 60
L.1 - Step-by-step calculation on the computer .......................................................... 60
L.2 - Calculating in deceleration stages ..................................................................... 61
L.2.1 - Speed v = 120 km/h ......................................................................................... 61
L.2.2 - Speed v = 140 km/h ......................................................................................... 62
L.2.3 - Speed v = 160 km/h ......................................................................................... 62
L.2.4 - Summary of the braked weights for various speeds based
on the calculated results .................................................................................. 63
L.3 - Direct calculation of the braked weight using the specific formula
for disc-braked coaches...................................................................................... 63

Appendix M -Braking distance for a 500 m long train using brake position G
and P10 blocks (also applicable for trains up to 700 m in length)......... 64
M.1 -Gradient: - 20 ‰; Speed: 30, 40, ... 120 km/h .................................................... 64
M.2 -Gradient: - 10 ‰; Speed: 30, 40, ... 120 km/h .................................................... 65
M.3 -Gradient: 0 ‰; Speed: 30, 40, ... 120 km/h ........................................................ 66
M.4 -Gradient: 10 ‰; Speed: 30, 40, ... 120 km/h ...................................................... 67
M.5 -Gradient: 20 ‰; Speed: 30, 40, ... 120 km/h ...................................................... 68

Appendix N - Method for determining the equivalent brake application time

and the decelerations for high speed trains ............................................ 69
N.1 - Determining the equivalent brake application..................................................... 70
N.2 - Defining the mean test in order to determine the deceleration stages ............... 70
N.3 - Determining the speed ranges ........................................................................... 71
N.4 - Determining the decelerations abi ....................................................................... 72
N.5 - Checking the defined abi values ......................................................................... 73
N.6 - Limits of use........................................................................................................ 73

Appendix O - List of standard brake calculations for wagons ...................................... 74

Appendix P - Sample brake calculations for passenger coaches ................................ 97

Appendix Q - Abbreviations............................................................................................ 102

Glossary ...........................................................................................................................109

Bibliography .....................................................................................................................110

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Summary

This Leaflet defines the term braked weight and describes the method for determining it and its
relationship to the weight of railway vehicles and railway trains; it also describes the method for
determining deceleration.

It then deals with conversion of the braked weight to the braked weight percentage of a vehicle or train
for operating purposes. Reference is also made to limiting features arising in the event of the operating
conversion of the braked weight percentage of a train calculated from specified braked weight,
depending on the formation of the train.

The brake assessment is made in principle using the "passenger train" brake position. However, the
Leaflet also indicates reference values for braking distances which can be obtained in the "freight
train" brake position.

The assessment curves are presented as graphs and in mathematical terms.

This assessment is valid for speeds up to 200 km/h. For trains running at speeds in excess of
200 km/h the braking power is expressed as deceleration.

Furthermore the Leaflet provides information for designing a screw brake with hand wheel and a
spring-loaded brake.

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1 - Importance and principles of determining the braking
power

The object of defining the braking power of railway brakes using these provisions is to enable them to
achieve the required braking distances in defined situations, and for this to be converted into a method
which is easy to use. This method originated after the introduction of the compressed air brake.
It involve taking a 60-axle passenger train with specified brake equipment, of a known weight
excluding the weight of the locomotive, with an allotted braking power as a notional proportion of the
train weight, expressed in tonnes [t], and conducting a large number of test runs on level track using
different brake settings and initial braking speeds with a view to empirically obtaining "brake
assessment curves", so that
s = f ( v, λ )

s = braking distance (m)

v = speed (km/h)
λ = braked weight percentage (%)

The reference train was equipped with block brakes with low-phosphorus cast-iron blocks.

A brake assessment diagram was used as a basis of reference for determining the braking power
of new vehicles using the "passenger brake" setting. Before the 4th edition of this Leaflet was issued
the method was only valid up to a v max of 160 km/h.

The new brake assessment diagram contained in this 4th edition, however, is applicable for an initial
braking speed of up to 200 km/h.

This brake assessment diagram can also be used as a basis for determining the permissible line
speed of trains having regard to the available braking distances (including a safety margin) and is used
in planning documents, drawn up by the railways for their own requirements, when designing the
timetable (e.g. braking charts).

Moreover, the braking power of trains is expressed as mean decelerations.

1.1 - Brake assessment for trains running at speeds up to 200 km/h

For vehicles which can be incorporated into trains equipped with the UIC compressed air brake, the
braking power (braking strength) of a vehicle using a particular setting is identified by its braked
weight. This method is applicable only for the rapid-acting "passenger train" brake up to 200 km/h.

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The braked weight is expressed in tonnes. The quotient obtained from the sum of all the braked
weights divided by the masses of the train multiplied by 100 gives the braked weight percentage λ of
the train and relates to the braking distance in the event of a rapid application. In this Leaflet the
relationship between the braked weight percentage λ and the braking distance for a given initial
braking speed is expressed by the following formula:

C
S = -------------- ....(for details, see Appendix A, point A.2 - page 35)
λ+D

s = braking distance (m)

C = constant
D = constant
λ = braked weight percentage (%)

The relevant diagram is provided in Appendix A, point A.1 - page 34.

The brake assessment is made without any safety margin.

The braked weights assigned to the individual vehicles or vehicle segments shall normally be marked
on the outside of the vehicles in accordance with UIC regulations.

The methods for determining the braking power are described in points 2 - page 4 to 8 - page 25.

The conditions governing the execution of the tests are presented in Appendix F - page 43.

1.2 - Definition of braking power for trains running at more than 200 km/h

For initial braking speeds in excess of 200 km/h, the braking power of a train is expressed in terms of
decelerations. The method for determining these decelerations is described in point 5 - page 18.

1.3 - Rules of application

Special rules of application for the use of this braking power for operating trains are described in
point 9 - page 29.

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2 - Determining the braking power of vehicles fitted with
a UIC air brake in the "passenger" position

With the vehicles referred to in this Leaflet using brake positions "P, R, P + Mg, R + Mg", the filling time
of the brake cylinder fulfils the conditions for the "passenger position" brake as specified in UIC
Leaflet 540 (see Bibliography - page 110).

2.1 - Coaches

2.1.1 - General

The designated braked weight for the coach gives the braking power of the coach in a 400 m long
hauled train when braked in the position in question.

The braked weight of a passenger train is usually the sum of the braked weights painted on those
vehicles of the train which have an active brake.

This braked weight applies for hauled sets up to 400 m in length. A correction factor is specified in
point 9.1.2 - page 29 for hauled sets of coaches longer than 400 m.

For trains equipped with electropneumatic brake control, the provisions of point 9.1.3 - page 30 shall
be observed.

For trains fitted with brake accelerators, the provisions of point 9.1.4 - page 30 apply.

This section deals with passenger coaches which have a top speed of at least 120 km/h. The brake
assessment is valid for all types of passenger coach brake equipment including the various
combinations (e.g. block brakes and disc brakes), but where the coaches are equipped exclusively
with the cast iron block brake, it applies only up to 160 km/h.

Brake assessments are made by calculation or by means of tests for initial braking speeds of between
120 km/h and the maximum permissible speed. The decisive factor as far as the braked weight is
concerned is the lowest braked weight percentage obtained in this speed range. Where the vehicles
are equipped with the magnetic rail brake, the provisions of point 2.5 - page 13 should be observed.

The braked weight shall be demonstrated by means of the tests specified in point 2.1.3 - page 5. The
calculation methods outlined in point 2.1.2 - page 5 may be used to design the brake equipment.

Passenger coaches with a top speed of less than 120 km/h are covered in point 7 - page 24.

Appendix P - page 97 contains sample sheets for the design of the brakes of passenger coaches
including brake calculations and braking power information.

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2.1.2 - Pre-determining braking power by calculation

The calculation methods described in Appendix I - page 53 are for use when designing brake
equipment. The braked weight which is finally marked on the vehicle shall be verified by tests.

2.1.3 - Determining the braked weight by means of tests

2.1.3.1 - Tests with a 400 m long train

The braked weight of passenger coaches can be experimentally deduced by undertaking a full set of
tests with a train in order to enable its braking efficacy to be checked over the whole speed range.

The general test conditions are described in Appendix F, point F.1 - page 43.

For the purpose of the tests, a 400 m long train shall be used comprising identical empty passenger
coaches with the same brake equipment and with the locomotive brake isolated.

Rapid brake applications shall be made at speeds of 120, 140, 160, 180 and 200 km/h or up to the
maximum permissible speed. For assessing brakes with additional equipment, see points 2.3 to 2.5 -
page 13.

The braking distances obtained in the tests will need to be corrected with respect to the nominal
conditions using the method described in Appendix F, point F.2 - page 45.

The following method shall be used in order to determine the braked weight using the diagrams:

1. The mean braking distances determined in the course of the tests and where necessary corrected
as specified in Appendix F, point F.2, shall be plotted on the relevant speed curves of Appendix A,
point A.1 - page 34.

2. If the measuring points plotted on the different speed curves are connected up, a brake
assessment line is obtained and according to its position it is possible to read on the X-axis the
braked weight percentage range between 120 km/h and the maximum permissible speed, which
corresponds to that of the installed braking power being investigated.

3. The lowest value obtained in this way is the decisive braked weight percentage. This value shall
be verified using Appendix F, point F.2.3 - page 47.

4. The braked weight percentage determined as indicated in paragraph 3. above, when multiplied by
the total mass of the test train (including the rotating masses of the locomotive) and divided by
100, gives the braked weight.

5. The braked weight of each individual vehicle is obtained by dividing the braked weight of the test
train by the number of braked vehicles.

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2.1.3.2 - Tests with a single vehicle

The braked weight of passenger coaches can be experimentally determined by undertaking a

complete series of tests with a single vehicle. This method is restricted to the following cases:

- in general coaches which have a maximum speed of not more than 160 km/h;

- coaches suitable for operating at 200 km/h that have a constant level of braking power regardless
of speed.

The general test conditions are described in Appendix F, point F.1 - page 43.

The braked weight determined by means of these tests corresponds to that of a passenger coach in
a 400 m long train in which only the UIC compressed air brake is used.

For the purposes of the tests, it is normally sufficient to use only one single coach in the empty
condition (tare weight).

In the case of coaches with a self-adjusting load-proportional brake, the tests shall be carried out using
both the tare weight and the fully loaded weight.

Rapid brake applications shall be made from speeds of 120, 140 and 160 km/h.

The braking distances obtained in the tests shall be corrected for nominal conditions using the method
described in Appendix F, point F.2 - page 45.

The following method shall be used to determine the braked weight from the diagrams:

1. The mean braking distances obtained in the tests at 120, 140 and 160 km/h, and corrected if
necessary as specified in Appendix F, point F.2, shall be plotted on the curves for each of these
speeds in Appendix B, point B.1 - page 36.

2. If the points plotted on the different speed curves are connected up, a brake assessment line is
obtained and according to its position it is possible to read on the X-axis the braked weight
percentage which corresponds to that of the installed braking power being investigated.

3. For passenger coaches with a top speed of 160 km/h or less, the brake percentage selected is
the one obtained if a perpendicular line is drawn from the point furthest to the left of the brake
assessment curve down to the X-axis.

4. This value shall be checked using Appendix F, point F.2.3 - page 47.

5. The braked weight of the coach is obtained by multiplying the braked weight percentage
determined as specified in paragraph 3. by the mass of the vehicle and dividing the result by 100.

6. For the purposes of this assessment, a combined disc and block brake shall be considered as a
purely disc brake. The same diagram is applicable for a combined brake incorporating brake discs
and cast iron blocks if the contribution of the blocks is less than 15% of the total brake power.

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For disc-braked coaches with a single stage brake and a maximum speed in excess of 160 km/h, the
behaviour of the frictional pair (disc/pad) at different speeds shall be checked by plotting the results of
the slip tests in the graph in Appendix C, point C.1 - page 38. The λ values thus obtained at all speeds
must be at least that of the λ value at 120 km/h.

Should this not be the case, the train tests shall be carried out in accordance with point 2.1.3.1 -
page 5.

The same method shall be used for a combined brake using both discs and cast iron blocks if the
power contribution of the blocks is less than 15% of the total power.

For coaches which are fitted with other types of brake, it is essential to carry out tests with a train
formation as specified in point 2.1.3.1.

2.2 - Wagons

2.2.1 - General

The brake assessment made using calculations or tests is undertaken for an initial braking speed
range of between 100 km/h and the maximum speed. The decisive element as far as the braked
weight is concerned is the lowest braked weight percentage determined in this speed range.

The brake assessment is valid for all types of brake equipment for wagons with a top speed of at least
100 km/h.

For wagons with a maximum speed of less than 100 km/h, point 7 - page 24 applies.

The braked weight painted on a wagon shall indicate the braking power of this wagon in a 500 m long
train braked in the P position.

The braked weight of a freight train is equivalent in principle to the sum of the braked weights painted
on the individual wagons with active brakes.

This braked weight applies for hauled rakes up to 500 m in length braked using the P position.

The operating rules presented in point 9 - page 29 shall, moreover, be applicable.

The relation between the braking distance and the braked weight percentage of a train in brake
position P for an initial braking speed of 120 km/h or 100 km/h is shown by the curves given in
Appendix A, point A.1 - page 34.

These curves are defined by their respective mathematical formulae which can be found in
Appendix A, point A.2 - page 35.

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2.2.2 - Assessing the braking power by calculation

2.2.2.1 - Determining the braking power of wagons fitted with cast iron brake blocks (P10)

The braked weight B of a wagon is determined by calculation using the factor k as specified in
Appendix D - page 40 where the following requirements are met:

- maximum speed ≤ 120 km/h,

- maximum axle load 22,5 t,

- wheels braked on both sides and having a nominal diameter of 920 to 1 000 mm,

- brake blocks made of P10 cast iron,

- blocks type Bg (tandem) or Bgu (tandem, split),

- dynamic force per brake block: in the case of Bg, 5 to 40 kN, and in the case of Bgu, 5 to 55 kN.

The calculation shall be made using the following formula:

k × ΣF dyn
B = -------------------------
g

B = braked weight [t]

k = assessment factor for determining the braked weight [-]
ΣF dyn = sum of all the brake block forces during the run;
for determining F dyn , see Appendix F, point F.2.5 - page 50
g = acceleration due to gravity [9,81 m/s2]

ΣF dyn is calculated using the following formula:

ΣF dyn = ( F t × i G – i* × F R ) × η dyn

Ft = effective force at the brake cylinder [kN] (allowing for the return force of the cylinders and
of the rigging)
iG = total multiplication ratio for the brake rigging
i* = multiplication ratio after the central rigging (normally 4 for two-axled wagons and 8 for
bogie wagons)
η dyn = mean efficiency of the rigging while the wagon is moving (mean value between two
maintenance inspections), which may be up to a maximum of 0,91 depending on the type
of rigging. With standard rigging as described in Appendix O - page 74, the value is 0,83
FR = counteracting force of the brake rigging regulator (generally 2 kN)

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The "k" curves used to calculate the braked weight are given by a mathematical formula of the
following type:
2 3
k = a 0 + a 1 × F dyn + a 2 × Fdyn + a 3 × Fdyn

where:

a0 a1 a2 a3
k Bg 2,145 – 5,38 × 10
–2
7,80 × 10
–4
– 5,36 × 10
–6

k Bgu 2,137 – 5,14 × 10

–2
8,32 × 10
–4
– 6,04 × 10
–6

k Bg = assessment factor for determining the braked weight of wagons with brake blocks type Bg

k Bgu = assessment factor for determining the braked weight of wagons with brake blocks type Bgu

a 0 – a 3 = constants

These curves are shown in Appendix D - page 40, while the relevant numerical values are given in the
tables of Appendix E, points E.1 - page 41 and E.2 - page 42.

Appendix O - page 74 contains the standard calculations for wagons for which the braking power is
determined using the factor k. Calculation sheets are included for wagons used in S traffic with
simplified self-adjusting load-proportional brakes and in SS traffic. Railways may require wagons to be
built according to these calculations.

2.2.2.2 - Determining the braking power of wagons other than those fitted with cast iron
brake blocks (P10)

The calculation methods are described in Appendix I - page 53 and shall be used for designing the
brake equipment of freight wagons. The braked weight which is finally to be painted on the vehicle
shall be verified by tests.

The calculation methods described shall normally be applied for single wagons or a set of wagons as
specified in point 2.2.3.1.1 - page 10.

Calculation of the braking distance shall be repeated for the initial braking speeds specified in
points 2.2.3.1 - page 10 or 2.2.3.2 - page 12, and in the load conditions indicated; the following
requirements shall be satisfied:

- a mean dynamic efficiency between two maintenance inspections;

- a brake cylinder filling time of 4 s;

- the lowest coefficient of friction of the friction materials that it is intended to use in this type of
goods wagon (usually selected from the friction materials approved for international traffic).

If the braking distances are determined, the braked weight shall be pre-determined using the same
method as indicated in points 2.2.3.1 or 2.2.3.2, but adopting the calculated braking distances rather
than the mean braking distances measured in the tests.

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2.2.3 - Determining the braked weight by means of tests

This method is absolutely essential in all cases where there are no approved calculation methods.

With wagons as specified in point 2.2.2.1 - page 8 (P 10 blocks), such tests are not essential, but they
may still be carried out. Where the test results give a greater braked weight than the calculated one,
this shall not be changed. In the opposite case, the reason must be sought.

Two types of test are possible:

- tests with one single vehicle;

- tests with trains.

The general test conditions are described in Appendix F, point F.1 - page 43.

2.2.3.1 - Wagons with a top speed of up to 120 km/h

2.2.3.1.1 - Tests with one single vehicle (slip brake tests)

The vehicle to be slipped shall be coupled to a locomotive and accelerated up to a speed v 0 . When
this speed has been reached, the mechanical coupler is released. A rapid brake application is then
made with the slip wagon. The braking distance shall be measured from the point at which the rapid
application was initiated.

Composition of the vehicles to be uncoupled:

- one wagon in the case of basic bogie wagons;

- a set of three wagons in the case of two-axled vehicles;

- a set of two wagons in the case of articulated wagons with single axles;

- a set of wagons which cannot be split in service.

The slip brake tests shall be carried out at 100 km/h and 120 km/h.

In the case of wagons with an "empty-loaded" changeover device, the slip brake tests shall be carried
out:

- in the "empty" load condition with a load approaching the transition point, if the vehicle design
allows this. If the wagon has an automatic "empty-loaded" changeover device, the tests shall also
be carried out in the "empty" position with a load approaching the transition point, but far enough
below it to ensure that the automatic changeover device remains stable in the "empty" position;

- with maximum load in the "loaded" position.

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In the case of wagons with automatic continuous load-proportional braking facilities, the slip brake
tests shall be carried out:

- in the empty condition (tare weight) in the "empty" position, in order to check that the maximum
permissible λ value as specified in UIC Leaflet 543 (see Bibliography - page 110) has not been
exceeded;

- in the load condition at which the maximum braked weight is obtained.

Slip tests shall also be carried out to verify the braked weight at the point of maximum energy
dissipation.

The general test conditions are described in Appendix F, point F.1 - page 43.

The measured braking distance shall be corrected for nominal test conditions ( v o nom ) using the
method given in Appendix F, point F.2 - page 45.

From the mean braking distance s, obtained from the permissible corrected mean values, the braked
weight percentage of the vehicle shall be determined either from the 120 km/h and/or 100 km/h curves
in Appendix B, point B.1 - page 36 or using the formulae in Appendix B, point B.2 - page 37. The
resulting minimum braked weight percentage shall be taken. The braked weight percentage thus
determined shall be verified using the method given in Appendix F, point F.2.3 - page 47. The braked
weight derived from this shall be adjusted, as specified in Appendix F, point F.2.4 - page 48, on the
basis of the mean dynamic efficiency between two maintenance inspections.

2.2.3.1.2 - Tests with trains

The test shall be carried out with a 500 m long rake consisting of identical wagons.

The other test conditions shall correspond to those defined in point 2.2.3.1.1 - page 10.

The tests shall be carried out with a non-braked locomotive. The mass of the locomotive must be
known.

From the mean braking distance, it is possible to derive the braked weight percentage of the train
using the curves for 100 km/h or 120 km/h from Appendix A, point A.1 - page 34 or using the formulae
from Appendix A, point A.2 - page 35.

When multiplied by the mass of the train (including the rotating masses of the locomotive), this gives
the braked weight of the train.

By dividing this by the number of vehicles, the braked weight of the wagon is obtained.

This result shall be adjusted to the mean dynamic efficiency between two maintenance inspections,
as described in point 2.2.3.1.1 - page 10.

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2.2.3.2 - Wagons with a top speed above 120 km/h and up to 160 km/h

2.2.3.2.1 - Tests with a single vehicle

The procedure is the same as in point 2.2.3.1 - page 10, but includes one series of tests from 140 km/h
and another from 160 km/h if the wagon is suitable for running at speeds up to 160 km/h.

The measured braking distance shall be adjusted as specified in Appendix F, point F.2 for the nominal
conditions of the test ( V 0 nom ).

Using the adjusted mean braking distances, it is possible with the Appendix B, point B.1 curves (or
using the relevant formulae from Appendix B, point B.2) to determine four λ values: λ100, λ120, λ140,
λ160.

The lowest value of λ100, λ120, λ140, λ160 shall be taken. The braked weight percentage thus
determined shall be checked using Appendix F, point F.2.3.

2.2.3.2.2 - Tests with trains

The method is the same as in point 2.2.3.2.1 but with the addition of one series of tests from 140 km/h
and another from 160 km/h.

The lowest of the λ100, λ120, λ140, λ160 values read from Appendix A, point A.1 - page 34 curves shall
be selected as λ.

2.3 - Braked weight of trains fitted with the ep brake in accordance with
UIC Leaflet 541-5 (with monitoring)

The braked weight of a vehicle fitted with an electropneumatic brake shall in principle be determined
by tests in train formation.

For a passenger coach in brake position R , the braked weight Bep can be calculated by multiplying
the braked weight for an air brake by 1,12.

Bep = 1,12 x B R

B R = braked weight in brake position R [t]

Bep = braked weight obtained with the ep brake [t]

The braked weight Bep obtained with the ep brake is not painted on the vehicle.

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2.4 - Braked weight of trains fitted with brake accelerators

The braked weight of a train composed of coaches fitted with brake accelerators shall in principle be
determined by tests in train formation.

Where it is not possible to carry out tests, the braked weight to be painted on vehicles with brake
accelerators BSbb can be calculated by taking the braked weight for the air brake in brake position R
without brake accelerators and multiplying it by 1,07.

BSbb = 1,07 x B R

B R = braked weight in brake position R [t]

BSbb = braked weight obtained with active brake accelerators [t]

The braked weight obtained with active brake accelerators shall be painted on the vehicle.

2.5 - Braked weight of trains fitted with the magnetic rail brake in
accordance with UIC Leaflet 541-06

2.5.1 - General

On passenger trains, the electromagnetic brake shall only be used with additional equipment, either
in the form of a brake accelerator in accordance with UIC Leaflet 541-1 (see Bibliography - page 110)
and/or the ep brake in accordance with UIC Leaflet 541-5 (with monitoring facilities).

The Mg brake shall be assessed only where used in conjunction with the UIC compressed-air brake.

In the P + Mg position, the brake assessment shall be made for speeds of v ≥ 120 km/h, and in the
R + Mg position for speeds of v ≥ 140 km/h.

2.5.2 - Test method

The braked weight P + Mg or R + Mg shall be determined in tests with a 400 m long train in
accordance with point 2.1.3.1 - page 5. The braked weight shall be calculated in the P + Mg position
from the lowest braked weight percentage determined in the speed range v ≥ 120 km/h, and in the
R + Mg position from v ≥ 140 km/h.

At the start of the running tests to assess braking power, the friction surfaces of the poles of the
electromagnetic brake shall be run in. After a total of 10 000 braked metres (total braking distance)
has been reached, the braked weight shall be determined.

The braked weight P + Mg (v ≥ 120 km/h), or R + Mg (v ≥ 140 km/h) may be determined by means of
tests with a single vehicle in accordance with point 2.1.3.2 - page 6. The braked weight thus
determined is slightly less than that obtained with a 400 m long train because the curves in
Appendix B, point B.1 - page 36 do not fully take account of the reduced brake development time of
the electromagnetic brake or of the electropneumatic brake as a result of the use of brake
accelerators.

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2.5.3 - Indication of braked weight

2.5.3.1 - Vehicles with brake accelerators

The braked weight P + Mg or R + Mg determined in accordance with point 2.5.2 - page 13 shall be
painted on the vehicle and indicated by a symbol in accordance with UIC Leaflet 545 (see Bibliography
- page 110).

2.5.3.2 - Vehicles without brake accelerators but with ep brake control in accordance with
UIC Leaflet 541-5

Reserved.

2.6 - Braked weight of vehicles fitted with eddy current brakes

Reserved.

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3 - Determining the braking power of vehicles fitted with
the UIC air brake in the "goods" position

The braked weight shall only be determined in the P position. The figure obtained will also be
applicable for the G position.

There shall be no separate assessment of the braking power in the G position.

The verified braking distance for trains using the G position is given in Appendix M - page 64 as a
function of the braked weight percentage for trains from 500 to 700 m in length.

The operating use is described in point 9.3 - page 32.

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4 - Determining the braking power of locomotives

4.1 - General

The braked weight of a locomotive for each brake position shall be determined in tests with a
locomotive running in isolation.

4.2 - Test method

The general test conditions are described in Appendix F, point F.1 - page 43.

The brake applications shall be initiated from the following speeds:

- 100, 120, 140 km/h, etc. up to the maximum speed in brake position P (P + E, P + H);

- 120, 140 km/h, etc. up to the maximum speed in brake position R (R + E, R + H).

4.3 - Evaluation of the test results

The braking distances obtained shall be corrected to the nominal conditions in accordance with the
method described in Appendix F, point F.2 - page 45.

Assessment graphs:

1. The mean braking distances obtained in the tests, adjusted where necessary, shall be plotted on
the relevant speed curves in Appendix A, point A.1 - page 34 (assessment sheet for trains) for the
P and R positions for v ≥ 120 km/h.

2. If the measuring points plotted on the different speed curves are connected up, a brake
assessment line is obtained and, as specified in their position, it is possible to read on the X-axis
the braked weight percentage which corresponds to that of the installed braking power being
investigated.

3. The brake percentage to be selected is the one obtained if a perpendicular is dropped from the
point furthest to the left of the brake assessment curve down to the X-axis. This braked weight
percentage shall be verified in accordance with the method given in Appendix F, point F.2.3 -
page 47.

4. The braked weight of the locomotive in positions P and R is obtained by taking the braked weight
percentage of the locomotive obtained in the tests, multiplying it by the mass of the locomotive
and dividing the result by 100.

5. The braked weight of the locomotive in position G shall be obtained by transferring the mean
braking distance from 100 km/h in position P to the corresponding curve in Appendix B, point B.1
- page 36 (assessment sheet for single vehicles).

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4.4 - Assessment of braking power by calculation

The calculation methods described in Appendix I - page 53 shall be used to design brake equipment.
The braked weight which is finally painted on the locomotive shall be verified by tests.

The braking calculation shall be repeated for each brake position and the relevant data incorporated
into the calculation.

The calculation methods described shall be used for a single locomotive.

The calculation of the braking distance must be repeated for all the initial braking speeds used for the
assessment of λ (see point 4.2 - page 16).

When the braking distances are determined, the braked weight shall be pre-determined adopting the
same method as described in point 4.3 - page 16 but using the calculated braking distances rather
than the mean braking distances measured in the tests.

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5 - Determining the braking power of trains from
decelerations

Operating on lines with a signalling system based on permanent control of speed means that the
braking power of the trains running on these lines must be known as determined by decelerations over
the entire range of permissible speeds.

This applies in particular when operating at speeds of > 200 km/h, which is a speed range in which
braking power is not defined in terms of braked weight percentage.

5.1 - Physical principles

The braking power shall be expressed by the equivalent brake build-up time t e and the constant
deceleration steps with built-up braking power over the various speed ranges a bi , e.g. the 3 speed
ranges in Figure 1. The braking distance shall then be calculated by applying the following formulae:

s = s ek + s 1 + s 2 + s 3

2 2 2 2 2
v0 – v1 v1 – v2 v2
s = v 0 × t e + ------------------ + ------------------ + ------------------
2 × a b1 2 × a b2 2 × a b3

v ab
(m/s) (m/s2)
v0
v1

v2

ab3
ab2
ab1

s (m)
se s1 s2 s3

Fig. 1 - Deceleration steps ab

s ek = braking distance covered during the brake application time [m]

s 1 – s 3 = braking distance sections [m]
a b1 – a b3 = constant deceleration applicable between the speed ranges v i and v i + 1 ; v 0 – v 1 ;
v 1 – v 2 ; v 2 – v 3 [m/s2]
v 0 – v 3 = speed at the start of the range [m/s]
te = equivalent application time [s]

The actual number of deceleration steps may differ from this.

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5.2 - Determining the parameters required to define the braking power

The braking power shall be determined for each type of braking using the parameters te and a bi , and
shall then be entered in Table 1. Each line corresponds to one type of braking and the related
conditions. Up to seven deceleration steps can be entered in this table. The actual number will depend
on the curve of instantaneous deceleration measured.

Table 1 : Determination of the parameters required to obtain the braking power

Equivalent Decelerations a bi for the respective speed ranges (vi-1, vi)
application time
Type of Related
te (s) (m/s2)
braking conditions v6 =
with ep without v0 = v1 = v2 = v3 = v4 = v5 =
to
brake ep brake to v1 = to v2 = to v3 = to v4 = to v5 = to v6 =
0 km/h

The types of braking are as follows:

- rapid brake application with all brakes in service;

- rapid brake applications in conditions specific to high-speed trains in accordance with UIC
Leaflet 660 (see Bibliography - page 110);

- maximum service brake application;

- service brake applications are usually made in order to decelerate as required by the timetable
and also to ensure easy use of the brakes and minimum wear.

The documentation method described here was developed for high-speed trains but it may also be
used for all other types of vehicles.

Unless otherwise specified (for high-speed trains, see UIC Leaflet 660), the decelerations indicated
are for the whole weight of the train (or of the vehicle).

5.3 - Method of assessing braking power

5.3.1 - General

The values for the parameters shown in Table 1 shall be determined by means of line tests.

The speed ranges ( v i – 1, v i ) shall cover all types of braking. If they are not identical for the different
types of braking in Table 1, then the speed ranges used shall be those defined for the rapid braking
application of the critical type of braking (see UIC Leaflet 660 for high-speed trains).

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There may, however, be a significant difference in those cases where different brake systems have
been used for service applications and rapid applications. In such cases, it is permissible to depart
from the rule mentioned above and specify different ranges for service brake applications and rapid
braking.

5.3.2 - Load conditions for the tests

Generally speaking, the load conditions are defined in Appendix F, point F.1.4 - page 44. It is also
permissible, in the case of trains not equipped with automatic load-proportional braking facilities and
for high-speed trains, for the load to be taken into account by isolating the brakes or by calculation.

5.3.3 - Determining the time, speed and deceleration parameters

The method to be used for determining the parameters t e, v i and a bi is given in Appendix N - page 69.

5.3.4 - Taking account of degraded conditions

Taking these into account is mandatory only for trains with a maximum speed exceeding 200 km/h.

In defined degraded conditions, tests shall be carried out for a given brake position in order to
determine the value a bi .

The degraded conditions shall take account of the effect of damp on the coefficient of friction of the
mechanical brake and on wheel-rail adhesion.

In order to determine the a bi values in degraded conditions, it is essential to carry out rapid braking
tests with initial braking speeds of vmax, 230 km/h and 160 km/h at least five times, adhering to the
following conditions:

- train carrying normal load. In cases where loading is not possible, it is permissible for it to be
simulated by isolating the brakes at the rear of the train;

- the rails are initially dry and are then sprayed as specified in UIC Leaflet 541-05 (see Bibliography
- page 110);

- the friction brake forces may be reduced to simulate wet conditions (see point 5.3.4.1 - page 21).

The definitive a bi values to be entered in the table may be determined using one of the following two
methods:

- either direct by undertaking tests for each speed range with reduced adhesion as specified in
Appendix N, point N.4 - page 72 where dampness has been simulated in the tests;

- or by calculation on the basis of the test results relating to the reduced coefficient as specified in
point 5.3.4.1 - page 21 and reduced adhesion as specified in point 5.3.4.2 - page 21. The a bi
values shall be calculated using the following formula in the speed range v i – 1 – v i :

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 Σ ( k v × F i + F icorr ) + w i
a bi = ----------------------------------------------------------
me

me = equivalent mass of the vehicle (including inertia) [t]

wi = resistance to forward movement [kN]
kv = factor for adjusting the braking force, minimum ( k h, k w ) , loss of braking power related to the
nominal value of the instantaneous F i with k h as specified in point 5.3.4.1 and k w as
specified in point 5.3.4.2
F icorr = braking force of the other wheel-rail adhesion dependent brakes, reduced by the factor k w
on the basis of the nominal value F i in order to take account of wet conditions [kN];
F icorr = k w × F i

5.3.4.1 - Reduced coefficient of friction due to humidity

The loss of braking power shall be equivalent to that observed in rig tests according to the programme
set out in UIC Leaflet 541-3 and UIC Leaflet 541-4 (see Bibliography - page 110) for similar loading.

This loss of braking power may be taken into account either by reducing the contact force applied by
the friction components in the line tests or by calculation. If the calculation method is used then the
loss shall be taken into account for each speed range.

If humidity reduces the retarding force by k hi in speed range i, the force becomes:

F i in humid conditions = Nominal value of F i × k hi

for i = 1, 2, 3...

k h is the minimum of the measured values from different initial braking speeds.

5.3.4.2 - Loss of braking distance due to degraded adhesion

The mean loss in braking distance due to degraded adhesion can be calculated from the test results.

It should be determined by means of tests at the specified speeds.

Then the loss in braking force due to the reduced adhesion can be calculated using the following for-
mula:
 S ti 
k w = Minimum  ---------
 S wi

i = 1, ..., n n≥5

k w = factor for correcting the braking force due to the reduction in adhesion
s ti = braking distance in dry tests [m]
s wi = braking distance in tests after spraying [m]
(with the same initial braking speed in each case)

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6 - Determining the braking power of multiple units

6.1 - General

Multiple units are autonomous sets of vehicles that cannot be split and have a braking system that
may combine several different types of brake (mechanical brake, dynamic brake, electromagnetic
brake, etc.). Where several multiple units with the same type of braking equipment may be coupled
together, the braking power shall be determined for the least favourable train configuration (length,
ratio of power cars to trailers, etc.).

In the case of multiple units suitable for running at speeds of ≤ 200 km/h, the braking power shall in
principle be expressed in terms of the braked weight percentage as specified in point 6.3.1. It may be
necessary to determine the braking power from decelerations as specified in point 6.3.2 - page 23.

In the case of multiple units suitable for running at speeds above 200 km/h, the braking power shall
be expressed in one of the following forms:

- by decelerations as set down in point 6.3.2 for running on high-speed lines;

- in braked weight percentage as set down in point 6.3.1 for running on lines with fixed lineside
signalling at speeds of up to 200 km/h.

6.2 - Test method

The braking power of a multiple unit is determined by running tests for all planned brake positions with
all brakes active and also in the event of a failure of autonomous braking units.

In the case of multiple units, the tests shall be carried out both in the empty condition and with normal
loading.

The braking power of a multiple unit shall be determined by means of running tests at 120, 140, 160,
180 and 200 km/h with the unit in its most unfavourable formation.

The rules provided in point 5 - page 18 shall be applied in order to determine the deceleration.

The test conditions given in point 2.1.3.1 - page 5 are also applicable when determining the braked
weight.

6.3 - Evaluation of the test results

6.3.1 - Determining the braked weight

The evaluation procedure is the same as that given in point 2.1.3.1 - page 5, paragraphs 1. to 3. The
braked weight percentage determined as specified in paragraph 3., multiplied by the total mass of the
multiple unit and divided by 100, gives the braked weight of the multiple unit.

The braked weight of one of the units of the train is the figure obtained above divided by the number
of independent units in the train.

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The braked weight of a multiple unit train is divided in the same ratio over the different vehicles (or
independent braking units) as the calculated mean braking forces per vehicle (or independent braking
unit) for a brake application from the decisive speed.

6.3.2 - Determining the decelerations

6.3.2.1 - Multiple units running at up to 200 km/h

The method to be used is the same as that described in point 5 - page 18, but it is restricted to the
speed range ≤ 200 km/h. The parameters a bi and t e are defined in Appendix N - page 69.

Where there are several deceleration steps, it is necessary to define:

- a b1 for speeds above 160 km/h ;

- a b2 (and where applicable a b3 , etc.) for speeds below 160 km/h.

Where the ep brake can be isolated, values of t e with and without the ep brake shall both be indicated.

6.3.2.2 - Multiple units running at over 200 km/h

The method is described in point 5.

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7 - Determining the braking power of vehicles with a top
speed of less than 100 km/h

Details are given in Appendix H - page 52.

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8 - Determining the efficacy of parking brakes

8.1 - Definition

The efficiency of the parking brake is expressed as a braked weight in [t] and corresponds to the
braking of a vehicle from low speed. This braked weight is calculated using the following formula:

rm
B h = 0,88 × ΣF dyn × µ 1 × ------
rh

ΣF dyn = total dynamic force acting on the blocks or brake pads when a laden vehicle has the
parking brake applied with nominal force [kN]; to determine F dyn , see Appendix F,
point F.2.5 - page 50
µ1 = coefficient of friction at 50 km/h for the friction material in question [-].
For brake blocks, the following values apply:
cast iron blocks 0,19
composition blocks 0,20
sintered blocks 0,20
LL blocks 0,17
For pads, the following values apply:
composite pads 0,35
sintered pads 0,30
rm = mean friction radius (in the case of block brakes r m = r h ) [m]
rh = radius of semi-worn wheel [m]
Bh = braked weight of the handbrake [t]

8.2 - Nominal force applied

The nominal force applied shall be as follows:

- for a screw brake a force of 0,5 kN at the wheel or lever handle;

- for a spring-loaded brake the load exerted by the spring where there is no neutralising force of the
spring and for the nominal stroke of the spring when the brake is applied.

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8.3 - Calculation method

8.3.1 - Manual control using the screw brake

8.3.1.1 - Block brakes

For vehicles equipped with the block brake, the brake block force F b is calculated using the following
general equation:
Fb = F K × iH × ηH – FF × i P × η P – FR × iR × ηR

Fb = total static force applied at the blocks on the axles braked by the screw brake [kN]
FK = force at the hand wheel or handle (0,5 kN) [kN]
FF = force applied by the brake rigging return spring (usually 1,5 kN) [kN]
FR = opposing force of the adjuster (usually 2 kN) [kN]
iH = total multiplication ratio for the screw brake
iP = multiplication ratio for the compressed-air brake
iR = multiplication ratio behind the brake rod adjuster. Normally i R = twice the number of axles
braked using the screw brake
ηH = factor = 0,19, which represents the static efficiency with which the force at the hand wheel or
handle is transmitted to the brake blocks
ηP = factor = 0,8, which represents the static efficiency of the brake rigging of the compressed-air
brake
ηR = factor = 0,9, which represents the static efficiency of the brake rigging behind the brake rod
adjuster

ΣF dyn for a braked weight B h is in this case 9/8 of F b .

8.3.1.2 - Disc brakes

For vehicles equipped with disc brakes, the brake pad force F b shall be calculated using the following
general equation:
F b = F K × i H × η H1 × η H2 – n s × F R × i R × η R

Fb = total force applied at the brake pads [kN]

FK = total force at the hand wheel or handle (0,5 kN) [kN]
FR = restoring force of the brake cylinder [kN]
ns = number of disc-braked units
iH = total multiplication ratio of the screw brake
iR = multiplication ratio of the rigging of the compressed-air brake
η H1 = factor = 0,25 which represents the static efficiency of the screw

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η H2 = factor representing the static efficiency of transmission of the force between screw and brake
pads or pad holders
ηR = factor = 0,9, which represents the static efficiency of the rigging of the compressed air brake

ΣF dyn for braked weight B h corresponds in this case to F b .

NB : if the force is transmitted by means of a flex ball cable or other special auxiliary device, then
the efficiency level for the calculation shall be determined by measurements.

8.3.2 - Spring-loaded brakes

In the case of spring-loaded brakes, F b is calculated similarly:

F b = F sp × i sp × η fi × n Fed

Fb = total static force applied at the brake blocks or pads [kN]

F sp = net force provided by the spring cylinder at its exit when the spring-loaded brake is applied
[kN]
i sp = multiplication ratio between the spring brake cylinder and the blocks or pads
η fi = factor representing the efficiency of transmission of the static force between the spring brake
cylinder and the blocks or pads:
= 1, if the spring brake is applied direct to the blocks
= 0,9, if the spring brake is applied via rigging to a disc
= a lower value if transmission of the force is more complex. This value shall be determined
by measuring the force
n Fed = number of cylinders with a spring brake

ΣF dyn for braked weight B h corresponds in this case to F b .

8.3.3 - Calculation of the maximum gradient on which a parking brake will hold a
vehicle

The maximum gradient on which a vehicle with a specific type of parking brake can be securely
immobilised is calculated using the following equation:

Fb rm
i ms = -------------- × µ stat × 1000 × ------
m×g rh

i ms = steepness of gradient [‰]

rm = mean friction radius (with block brakes r m = r h ) [m]
rh = radius of semi-worn wheel [m]
Fb = calculated total static force applied to the blocks or pads of the brake by the hand wheel [kN]

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m = weight of vehicle [t]
g = acceleration due to gravity [9,81 m/s2]
µ stat = coefficient of friction at 0 km/h for a given friction material [-]
For brake blocks, the following values apply:
cast iron blocks 0,35
composition blocks 0,20
sintered blocks 0,20
LL blocks 0,17
For pads, the following values apply:
composite pads 0,35
sintered pads 0,30

8.3.4 - Maximum adhesion required

rm
The braking force generated at the rim of the wheel F b × µ stat × ------ is valid only up to the maximum
rh
level of adhesion ( τ wheel/rail = 0,12) for each axle on the empty hand-braked wagon. If the calculated
braking force is higher than this, then only the holding force for the maximum adhesion required can
be taken into account.

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9 - Use of the rules for train operation

The purpose of this point shall provide rules governing the use of the specifications of the previous
chapters for the operation of trains.

The braking distances are for level track and do not include any safety margin to allow for braking
distance scatter or the failure of certain equipment. A safety margin shall be added depending on the
characteristics of the signalling system.

9.1 - Trains comprising a locomotive and passenger coaches

9.1.1 - Principles of use

The braked weight of a train is the sum of the braked weights painted on those vehicles with an active
brake and shall apply:

- when using the UIC air brake;

- for hauled rakes up to a maximum length of 400 m.

For these conditions, Appendix A, point A.1 - page 34 gives the mean braking distances for the train
in an emergency brake application on level track as specified in the λ obtained on the train and for
speeds between 120 and 200 km/h. Points 9.1.2 to 9.1.6 - page 30 set out certain special aspects of
operation.

9.1.2 - Variation in braked weight according to the length of the train

For trains longer than 400 m, the actual braked weight for operating purposes ( B corr ) is calculated by
multiplying B by the correction factor κ , which is dependent on the real length of the hauled rake.
B corrtr = κ × B z [ t ]

Bz = braked weight of the train [t]

B corrtr = adjusted braked weight of the train [t]
κ = Kappa (correction factor with respect to train length)

The correction factor κ as specified in hauled rake length is given in Appendix K, point K.1 - page 58.

This correction factor κ is valid only up to the rake length shown in the graph.

29 544-1
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9.1.3 - Braked weight of trains fitted with ep brakes in accordance with UIC
Leaflet 541-5

The braked weight of a train in position R with an active ep brake shall be equal to the braked weight
of the train in position R multiplied by 1,12. This braked weight is still valid if the vehicles are also
equipped with brake accelerators.

The correction factor shall not be adopted in cases where:

- the ep brake does not meet the provisions of UIC Leaflet 541-5,

- the ep brake is not active,

- the ep brake is active but more than 20% of the vehicles in the train do not have an operational
solenoid valve,

- the ep brake is active but monitoring in accordance with UIC Leaflet 541-5 is not guaranteed.

If the train is equipped with the ep brake, then the length correction as specified in point 9.1.2 -
page 29 is not necessary.

9.1.4 - Braked weight of passenger trains equipped with brake accelerators

The braked weight B Sbb shall correspond to the sum of the braked weights painted on the individual
vehicles.

Should there be no brake accelerator on the vehicle or should it be out of operation, the braked weight
B Sbb shall be used only in the following cases:

- if only one vehicle is involved;

- if two vehicles are involved, but they are not immediately next to each other.

If the train is being operated equipped with an ep brake in accordance with point 9.1.3, the braked
weight B Sbb need not be taken into account.

9.1.5 - Trains for speeds below 120 km/h

Reserved.

9.1.6 - Braked weight of locomotives with dynamic brakes

Provisions concerning the use of the braked weight of the dynamic brake are set out in UIC
Leaflet 544-2 (see Bibliography - page 110).

30 544-1
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9.2 - Freight trains braked in the P position

9.2.1 - Principles of use

The braked weight of a train is the sum of all the braked weights painted on the individual vehicles with
an active brake, and shall be valid:

- when using the UIC air brake;

- for hauled rakes up to a maximum of 500 m in length.

Appendix A, Point A.1 - page 34 specifies the mean braking distances of the train in these conditions
in the event of a rapid brake application on level track, as a function of the λ value of the train for
speeds between 100 and 160 km/h.

Points 9.2.2 to 9.2.5 cover certain special aspects of operation.

9.2.2 - Variations in braked weight according to the length of the train

In the case of trains more than 500 m in length the actual braked weight (B corrtr ) required for operating
purposes is calculated by multiplying B z by a correction factor κ , which is a function of the actual
length of the hauled rake.

B corrtr = κ × B z [ t ]

Bz = braked weight of the train [t]

B corrtr = corrected braked weight of the train [t]
κ = Kappa (correction factor in respect of train length)

The correction factor κ as specified in the length of the hauled rake is given in Appendix K, point K.2
- page 59.

This correction factor κ shall be valid only up to the train length indicated in the graph.

9.2.3 - Braked weight of freight trains fitted with ep brakes in accordance with UIC
Leaflet 541-5

Reserved.

9.2.4 - Braked weight of freight trains equipped with brake accelerators

Reserved.

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9.2.5 - Reduction in the braked weight of a G-braked vehicle in a P-braked train

The braked weight of G-braked vehicles in P-braked trains shall be equal to the braked weight painted
on the vehicle in question (for position P) multiplied by a factor of 0,75.

9.3 - Braking distances of freight trains braked in the G position

9.3.1 - Vehicles fitted with P10 cast iron brake blocks

Appendix M - page 64 contains graphs in which the braking distance for a rapid brake application in
position G of trains with a hauled rake length of 500 m, is plotted against:

- the initial braking speed,

- the line gradient and

- the braked weight percentage in brake position P.

For information the graphs for gradients of - 20‰ to + 20‰ are given in Appendix M, points M.1 -
page 64 to M.5 - page 68.

The purpose of these graphs is to make it possible to derive from a given λ the braking distance which
is required during a rapid brake application in brake position G. The graphs are valid for train lengths
up to 700 m.

9.3.2 - Vehicles fitted with brake blocks made of materials other than P10

Reserved.

9.4 - Trains with braking power defined by decelerations

Reserved.

9.5 - Multiple units

In the event of the failure of one or more brakes in the train, the resulting braking power and the speed
to be adhered to shall be displayed on the driver's console and/or shown in a driving instruction
document, from which - and depending on which brake or brakes have failed and on the line profile -
the following direct readings may be taken:

- the braked weight percentage in the new situation;

- the maximum permissible speed.

Where the braked weight for the particular brake is painted on the vehicle the painted indication must
be in accordance with UIC Leaflet 545 and must be close to the device used for isolating that particular
brake.

32 544-1
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9.6 - Painted indication of braked weight: old - new

With effect from 1 January 2004, all vehicles operating in international services will need to have a
painted marking in accordance with the provisions of this Leaflet. Those railways applying braking
regulations on the basis of the former assessment method will be required to take suitable steps to
comply with this special regulation.

For vehicles running at speeds higher than 120 km/h (excluding vehicles fitted with P10 brake blocks)
the following applies:

Where the vehicles were initially assessed using the old method (UIC Leaflet 544-1, 3rd edition,
chapter IV) lower braked weights will in some cases be possible using the brake assessment method
defined in this edition of the Leaflet, without the need for any technical modifications.

The former braked weights which are still required in some cases for domestic braking can, for this
purpose, be roughly estimated using the following equation:

B old = β × B new [ t ]

B new = braked weight [t], assessed using this Leaflet (UIC Leaflet 544-1, 4th edition)
B old = braked weight [t], assessed using UIC Leaflet 544-1, 3rd edition, chapter IV
β = conversion factor for painted indication of braked weight from old to new

The difference can be seen using the following table:

P R R+Mg
β 1,0 1,1 1,05

This formula must not be used to calculate the new braked weight to be painted on a vehicle
from the old braked weight !

33 544-1
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 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250
2600 2600

2400 2400
Appendices

2200 2200

2000 2000

1800 1800

1600 1600

1500 1500

1400 1400

1300 1300

1200 1200

1100 1100

1000 1000

34
900 900

800 800

Braking distance [m]

700 700

600 600

500 500
Appendix A - Brake assessment for trains

400 400

300 300
40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250
A.1 - Assessment sheet for trains using brake positions P, R, R + Mg

Braked weight percentage [%]

O
544-1
Appendices

A.2 - Overview of the mathematical formulae for the assessment curves

for trains using brake positions P, R, R + Mg

C
s = --------------
λ+D

C
λ = ---- – D
s

λ = braked weight percentage [%]

s = braking distance for rapid brake applications [m]

C, D = constants

v
C D
[km/h]
100 61 300 8,9
120 91 633 11,6
140 130 995 11,6
150 152 640 11,6
160 176 714 11,6
180 228 219 11,6
200 287 620 11,6

The validity limits of the formulae are defined in the diagram.

35 544-1
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 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250
1500 1500
Appendices

1400 1400

1300 1300

1200 1200

1100 1100

1000 1000

900 900

800 800

36
700 700

600 600

Braking distance [m]

B.1 - Assessment sheet for single vehicles

500 500

400 400

300 300
Appendix B - Brake assessment for single vehicles

40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250

Braked weight percentage [%]

O
544-1
Appendices

B.2 - Overview of the mathematical formulae for the assessment curves

for single vehicles

C
s = --------------
λ+D

C
λ = ---- – D
s

λ = braked weight percentage [%]

s = braking distance for rapid brake applications [m]

C, D = constants

v
C D
[km/h]
100 52 840 10
120 83 634 19
140 119 179 19
160 161 280 19

The validity limits of the formulae are defined in the diagram.

37 544-1
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Appendices

Appendix C - Checking of the friction pairing of

disc-braked single vehicles

C.1 - Graph for checking the friction pairing of disc-braked single

vehicles
1500

1400

1300

1200

1100

1000

900

800

700

600

500

400

300
200

200
190

190
180

180
170

170
160

160
150

150

Braked weight percentage [%]

140

140
130

130
120

120
110

110
100

100
90

90
1500

1400

1300

1200

1100

1000

900

800

700

600

500

400

300

Braking distance [m]

38 544-1
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Appendices

C.2 - Overview of the mathematical formulae for the assessment curves

for checking the friction pairing of disc-braked single vehicles

C
s = --------------
λ+D

C
λ = ---- – D
s

λ = braked weight percentage [%]

s = braking distance for rapid brake applications [m]

C, D = constants

v
C D
[km/h]
120 83 634 19
140 113 652 19
160 150 195 19

The validity limits of the formulae are defined in the diagram.

39 544-1
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 Appendices

2,0

1,9

1,8

1,7

1,6

40
1,5

k [-]
1,4

1,3
Appendix D - Diagram of k curves

1,2 Bgu

1,1
Bg
1,0

0,9

0,8
4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54 56

Fdyn [kN]

O
544-1
Appendices

Appendix E - Tables giving numerical values of k

E.1 - k values for Bg-braked vehicles

Fdyn Fdyn Fdyn Fdyn

k [-] B [t] k [-] B [t] k [-] B [t] k [-] B [t]
[kN] [kN] [kN] [kN]

5,0 1,895 0,966 13,8 1,537 2,162 22,6 1,266 2,916 31,4 1,059 3,389
5,2 1,886 0,999 14,0 1,530 2,183 22,8 1,260 2,929 31,6 1,055 3,397
5,4 1,876 1,033 14,2 1,523 2,205 23,0 1,255 2,942 31,8 1,051 3,405
5,6 1,867 1,066 14,4 1,516 2,225 23,2 1,250 2,956 32,0 1,046 3,414
5,8 1,858 1,099 14,6 1,509 2,246 23,4 1,244 2,969 32,2 1,042 3,422
6,0 1,849 1,131 14,8 1,502 2,266 23,6 1,239 2,981 32,4 1,038 3,430
6,2 1,840 1,163 15,0 1,495 2,287 23,8 1,234 2,994 32,6 1,034 3,437
6,4 1,831 1,195 15,2 1,489 2,307 24,0 1,229 3,007 32,8 1,030 3,445
6,6 1,822 1,226 15,4 1,482 2,326 24,2 1,224 3,019 33,0 1,026 3,453
6,8 1,814 1,257 15,6 1,475 2,346 24,4 1,219 3,031 33,2 1,022 3,460
7,0 1,805 1,288 15,8 1,469 2,365 24,6 1,214 3,044 33,4 1,019 3,468
7,2 1,796 1,318 16,0 1,462 2,384 24,8 1,209 3,056 33,6 1,015 3,475
7,4 1,787 1,348 16,2 1,455 2,403 25,0 1,204 3,068 33,8 1,011 3,482
7,6 1,779 1,378 16,4 1,449 2,422 25,2 1,199 3,079 34,0 1,007 3,489
7,8 1,770 1,408 16,6 1,442 2,441 25,4 1,194 3,091 34,2 1,003 3,497
8,0 1,762 1,437 16,8 1,436 2,459 25,6 1,189 3,103 34,4 0,999 3,503
8,2 1,753 1,466 17,0 1,429 2,477 25,8 1,184 3,114 34,6 0,995 3,510
8,4 1,745 1,494 17,2 1,423 2,495 26,0 1,179 3,125 34,8 0,991 3,517
8,6 1,737 1,522 17,4 1,417 2,513 26,2 1,174 3,137 35,0 0,988 3,524
8,8 1,728 1,550 17,6 1,411 2,531 26,4 1,170 3,148 35,2 0,984 3,530
9,0 1,720 1,578 17,8 1,404 2,548 26,6 1,165 3,159 35,4 0,980 3,537
9,2 1,712 1,605 18,0 1,398 2,565 26,8 1,160 3,170 35,6 0,976 3,543
9,4 1,704 1,633 18,2 1,392 2,582 27,0 1,156 3,180 35,8 0,973 3,550
9,6 1,696 1,659 18,4 1,386 2,599 27,2 1,151 3,191 36,0 0,969 3,556
9,8 1,688 1,686 18,6 1,380 2,616 27,4 1,146 3,201 36,2 0,965 3,562
10,0 1,680 1,712 18,8 1,374 2,632 27,6 1,142 3,212 36,4 0,962 3,568
10,2 1,672 1,738 19,0 1,368 2,649 27,8 1,137 3,222 36,6 0,958 3,574
10,4 1,664 1,764 19,2 1,362 2,665 28,0 1,132 3,232 36,8 0,954 3,580
10,6 1,656 1,789 19,4 1,356 2,681 28,2 1,128 3,242 37,0 0,951 3,586
10,8 1,648 1,815 19,6 1,350 2,697 28,4 1,123 3,252 37,2 0,947 3,591
11,0 1,640 1,839 19,8 1,344 2,713 28,6 1,119 3,262 37,4 0,944 3,597
11,2 1,633 1,864 20,0 1,338 2,728 28,8 1,114 3,272 37,6 0,940 3,603
11,4 1,625 1,889 20,2 1,332 2,743 29,0 1,110 3,282 37,8 0,936 3,608
11,6 1,618 1,913 20,4 1,327 2,759 29,2 1,106 3,291 38,0 0,933 3,613
11,8 1,610 1,937 20,6 1,321 2,774 29,4 1,101 3,300 38,2 0,929 3,619
12,0 1,602 1,960 20,8 1,315 2,789 29,6 1,097 3,310 38,4 0,926 3,624
12,2 1,595 1,984 21,0 1,310 2,803 29,8 1,093 3,319 38,6 0,922 3,629
12,4 1,588 2,007 21,2 1,304 2,818 30,0 1,088 3,328 38,8 0,919 3,634
12,6 1,580 2,030 21,4 1,298 2,832 30,2 1,084 3,337 39,0 0,915 3,639
12,8 1,573 2,052 21,6 1,293 2,847 30,4 1,080 3,346 39,2 0,912 3,643
13,0 1,566 2,075 21,8 1,287 2,861 30,6 1,076 3,355 39,4 0,908 3,648
13,2 1,558 2,097 22,0 1,282 2,875 30,8 1,071 3,363 39,6 0,905 3,653
13,4 1,551 2,119 22,2 1,276 2,889 31,0 1,067 3,372 39,8 0,901 3,657
13,6 1,544 2,141 22,4 1,271 2,902 31,2 1,063 3,381 40,0 0,898 3,661

41 544-1
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Appendices

E.2 - k values for Bgu-braked vehicles

Fdyn Fdyn Fdyn Fdyn Fdyn

k [-] B [t] k [-] B [t] k [-] B [t] k [-] B [t] k [-] B [t]
[kN] [kN] [kN] [kN] [kN]

5,0 1,900 0,968 15,0 1,533 2,344 25,0 1,278 3,256 35,0 1,098 3,918 45,0 0,958 4,396
5,2 1,891 1,003 15,2 1,527 2,366 25,2 1,273 3,271 35,2 1,095 3,930 45,2 0,956 4,404
5,4 1,883 1,036 15,4 1,521 2,387 25,4 1,269 3,286 35,4 1,092 3,941 45,4 0,953 4,411
5,6 1,874 1,070 15,6 1,515 2,409 25,6 1,265 3,301 35,6 1,089 3,952 45,6 0,950 4,418
5,8 1,866 1,103 15,8 1,509 2,430 25,8 1,261 3,316 35,8 1,086 3,963 45,8 0,948 4,425
6,0 1,857 1,136 16,0 1,503 2,451 26,0 1,257 3,331 36,0 1,083 3,975 46,0 0,945 4,432
6,2 1,849 1,168 16,2 1,497 2,472 26,2 1,253 3,346 36,2 1,080 3,986 46,2 0,943 4,439
6,4 1,841 1,201 16,4 1,491 2,493 26,4 1,249 3,361 36,4 1,077 3,997 46,4 0,940 4,446
6,6 1,832 1,233 16,6 1,485 2,514 26,6 1,245 3,375 36,6 1,074 4,008 46,6 0,937 4,452
6,8 1,824 1,264 16,8 1,480 2,534 26,8 1,241 3,390 36,8 1,071 4,018 46,8 0,935 4,459
7,0 1,816 1,296 17,0 1,474 2,554 27,0 1,237 3,404 37,0 1,068 4,029 47,0 0,932 4,465
7,2 1,808 1,327 17,2 1,468 2,574 27,2 1,233 3,418 37,2 1,065 4,040 47,2 0,929 4,472
7,4 1,800 1,358 17,4 1,463 2,594 27,4 1,229 3,433 37,4 1,062 4,050 47,4 0,927 4,478
7,6 1,792 1,388 17,6 1,457 2,614 27,6 1,225 3,447 37,6 1,060 4,061 47,6 0,924 4,484
7,8 1,784 1,418 17,8 1,452 2,634 27,8 1,221 3,461 37,8 1,057 4,072 47,8 0,921 4,490
8,0 1,776 1,448 18,0 1,446 2,653 28,0 1,217 3,475 38,0 1,054 4,082 48,0 0,919 4,495
8,2 1,768 1,478 18,2 1,441 2,673 28,2 1,214 3,489 38,2 1,051 4,092 48,2 0,916 4,501
8,4 1,760 1,507 18,4 1,435 2,692 28,4 1,210 3,503 38,4 1,048 4,103 48,4 0,913 4,507
8,6 1,753 1,536 18,6 1,430 2,711 28,6 1,206 3,517 38,6 1,045 4,113 48,6 0,911 4,512
8,8 1,745 1,565 18,8 1,425 2,730 28,8 1,202 3,530 38,8 1,042 4,123 48,8 0,908 4,517
9,0 1,737 1,594 19,0 1,419 2,749 29,0 1,199 3,544 39,0 1,040 4,133 49,0 0,905 4,523
9,2 1,730 1,622 19,2 1,414 2,768 29,2 1,195 3,557 39,2 1,037 4,143 49,2 0,903 4,528
9,4 1,722 1,650 19,4 1,409 2,786 29,4 1,191 3,571 39,4 1,034 4,153 49,4 0,900 4,532
9,6 1,715 1,678 19,6 1,404 2,805 29,6 1,188 3,584 39,6 1,031 4,163 49,6 0,897 4,537
9,8 1,708 1,706 19,8 1,399 2,823 29,8 1,184 3,598 39,8 1,028 4,172 49,8 0,895 4,542
10,0 1,700 1,733 20,0 1,393 2,841 30,0 1,181 3,611 40,0 1,026 4,182 50,0 0,892 4,546
10,2 1,693 1,760 20,2 1,388 2,859 30,2 1,177 3,624 40,2 1,023 4,192 50,2 0,889 4,551
10,4 1,686 1,787 20,4 1,383 2,877 30,4 1,174 3,637 40,4 1,020 4,201 50,4 0,887 4,555
10,6 1,678 1,814 20,6 1,378 2,895 30,6 1,170 3,650 40,6 1,017 4,211 50,6 0,884 4,559
10,8 1,671 1,840 20,8 1,373 2,912 30,8 1,167 3,663 40,8 1,015 4,220 50,8 0,881 4,563
11,0 1,664 1,866 21,0 1,369 2,930 31,0 1,163 3,676 41,0 1,012 4,229 51,0 0,878 4,567
11,2 1,657 1,892 21,2 1,364 2,947 31,2 1,160 3,689 41,2 1,009 4,238 51,2 0,876 4,570
11,4 1,650 1,918 21,4 1,359 2,964 31,4 1,156 3,701 41,4 1,006 4,247 51,4 0,873 4,574
11,6 1,643 1,943 21,6 1,354 2,981 31,6 1,153 3,714 41,6 1,004 4,257 51,6 0,870 4,577
11,8 1,636 1,968 21,8 1,349 2,998 31,8 1,150 3,727 41,8 1,001 4,265 51,8 0,867 4,580
12,0 1,630 1,993 22,0 1,345 3,015 32,0 1,146 3,739 42,0 0,998 4,274 52,0 0,865 4,583
12,2 1,623 2,018 22,2 1,340 3,032 32,2 1,143 3,751 42,2 0,996 4,283 52,2 0,862 4,586
12,4 1,616 2,043 22,4 1,335 3,049 32,4 1,140 3,764 42,4 0,993 4,292 52,4 0,859 4,589
12,6 1,609 2,067 22,6 1,331 3,065 32,6 1,136 3,776 42,6 0,990 4,300 52,6 0,856 4,591
12,8 1,603 2,091 22,8 1,326 3,082 32,8 1,133 3,788 42,8 0,988 4,309 52,8 0,853 4,594
13,0 1,596 2,115 23,0 1,321 3,098 33,0 1,130 3,801 43,0 0,985 4,317 53,0 0,851 4,596
13,2 1,590 2,139 23,2 1,317 3,114 33,2 1,127 3,813 43,2 0,982 4,326 53,2 0,848 4,598
13,4 1,583 2,162 23,4 1,312 3,131 33,4 1,123 3,825 43,4 0,980 4,334 53,4 0,845 4,600
13,6 1,577 2,186 23,6 1,308 3,147 33,6 1,120 3,837 43,6 0,977 4,342 53,6 0,842 4,601
13,8 1,570 2,209 23,8 1,304 3,162 33,8 1,117 3,848 43,8 0,974 4,350 53,8 0,839 4,603
14,0 1,564 2,232 24,0 1,299 3,178 34,0 1,114 3,860 44,0 0,972 4,358 54,0 0,836 4,604
14,2 1,558 2,255 24,2 1,295 3,194 34,2 1,111 3,872 44,2 0,969 4,366 54,2 0,834 4,605
14,4 1,551 2,277 24,4 1,290 3,210 34,4 1,108 3,884 44,4 0,966 4,374 54,4 0,831 4,606
14,6 1,545 2,300 24,6 1,286 3,225 34,6 1,104 3,895 44,6 0,964 4,381 54,6 0,828 4,607
14,8 1,539 2,322 24,8 1,282 3,241 34,8 1,101 3,907 44,8 0,961 4,389 54,8 0,825 4,608
55,0 0,922 4,608

42 544-1
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Appendices

Appendix F - Test procedure

F.1 - Method for carrying out the tests

General

The test train or test vehicle shall be accelerated up to the speed envisaged for braking. At this speed,
a rapid brake application shall be effected on level and straight track, after which the tractive effort
shall be switched off or a single vehicle uncoupled. In every test, the braking distance is measured
from the point at which the rapid brake application was initiated.

F.1.1 - Atmospheric conditions

In order to prevent adverse atmospheric conditions from affecting the results, the tests should be
carried out with minimum wind and dry rails.

F.1.2 - Number of tests

At least four valid tests shall be carried out from which the mean shall then be calculated. All the
braking distances shall be corrected using the method described in Appendix F, point F.2.1 - page 45.

For this value to be acceptable, the following two criteria shall be checked simultaneously:

Criterion 1:
standard deviation of test sample ( σ n )
- ≤ 3,0%
----------------------------------------------------------------------------------------------------
mean of test sample ( s )

and

Criterion 2:
Extreme value ( s e ) – mean value ( s ) ≤ 1,95 × σ n

where s e is the braking distance furthest from the mean.

If one of these two criteria is not met, then an additional test shall be carried out.

If n ≥ 5 and criterion 2 is not met, the extreme value se shall be rejected.

43 544-1
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Appendices

Using the new values, criterion1 and criterion 2 shall again be applied, thus:
2
σn =
∑ si – s
--------------------------
n

s i = braking distance measured in test "i" and corrected [m]

s = mean braking distance [m]
n = number of tests
σ n = standard deviation of test sample

The number of valid tests shall be at least 70% of the total number of tests performed; tests excluded
in accordance with Appendix F, point F.2.1 - page 45, paragraphs 1. and 2., shall not be included in
the total number of tests.

If after a total of 10 tests, one of the two criteria is not met, the test series shall be interrupted and the
braking system checked. This interruption of the test shall be recorded in the test report.

F.1.3 - Condition of wheels and brake discs and of the friction components

Before the start of the tests, the friction components (brake pads/shoes) shall be run-in to give at least
70% coverage (shorter braking distances are obtained with cast iron blocks with between 3 and 5 mm
wear). Where the tests include brake applications in wet conditions, the leading edge of the pad/shoe
shall be run-in in the direction of rotation.

It is recommended that, when the tests are carried out with block-braked vehicles with new or
reprofiled wheels, these wheels should have been run-in for at least 1 200 km.

It is recommended that the initial temperature of the wheels/brake discs should be between 50° and
60°C.

F.1.4 - Load conditions for tests with passenger trains and multiple units

The tests shall as a rule be carried out with an empty vehicle and with nominal load. The nominal load
for trains in tests on dry rails may also be simulated by hauling unbraked vehicles.

The simulation procedure is as follows:

The number of isolated brakes is determined in such a way that the following ratio is essentially
adhered to:

∑ sum of the actual braking forces dynamic mass of the test train
------------------------------------------------------------------------------------------------- = ----------------------------------------------------------------------------------------
dynamic mass of the loaded train
∑ sum of the installed braking forces
For passenger trains without load-proportional braking, the tests may be carried out with just the empty
vehicle.

In the case of vehicles with automatic load-proportional braking, it is essential that the tests also be
carried out with nominal load.

44 544-1
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Appendices

F.2 - Method of evaluating the test results

F.2.1 - Correcting the braking distances for each test

The braking distance obtained in test "j" must be corrected in order to take account of the following
factors:

- nominal speed in relation to the initial speed measured in the test;

- gradient of the test track.

The correction shall be made using the following formula:

2 2
v jnom v jmeas g im
---------------------------------------- - – --- × ------------
- = ------------------------------------------- -
2 × 3,6 × s jmeas p 1000
2 2
2 × 3,6 × s jcorr

Transformation gives the following:

2
3,933 × ρ × v jnom
s jcorr = -------------------------------------------------------------------------------------- × s jmeas
2
3,933 × ρ × v jmeas – i m × s jmeas

where:
s jcorr = corrected braking distance, which corresponds to the nominal speed in the test j [m]
s jmeas = braking distance measured in test j [m]
v jnom = nominal initial speed in test j [km/h]
v jmeas = initial speed measured in test j [km/h]
ρ = coefficient of inertia of the rotating masses, which is defined as follows:
mr
ρ = 1 + ------
m
where:
m = mass of the test train or test vehicle
mr = equivalent mass of the rotating components (where no exact value is available then
ρ = 1,15 for locomotives and ρ = 1,04 for coaches shall be used)
im = mean gradient over s jmeas on the test track, with the plus sign for rising gradients and the
minus sign for falling gradients [‰]

45 544-1
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Appendices

The following two criteria must be met in order to validate the test:

1. | i | < 3 ‰ (in exceptional cases 5 ‰)

and

2. v jmeas – v jnom ≤ 4 km/h .

F.2.2 - Correcting the mean braking distance s

The mean braking distance s , obtained in accordance with Appendix F, point F.1.2 - page 43, needs
to be corrected in order to take account of the following factors:

1. Dynamic efficiency of the brake rigging of the test vehicle as compared with the envisaged in-
service mean and also, in the case of disc-braked vehicles, the mean wheel diameter of the test
vehicle as compared to the diameter of the semi-worn wheel.

The correction shall be made using the following formulae:

η dyn d test
F corr = F test × ------------ × ------------
η test d m
and
F test + W m
s corr = t e × v nom + ----------------------------- × ( s – v nom × t e )
F corr +W m
where:

s corr = corrected mean braking distance [m]

s = mean braking distance in the test [m]
te = equivalent build-up time for the braking force [s]
v nom = nominal initial speed in the test [m/s]
d test = mean diameter of the wheels of the test vehicles [mm]
dm = diameter of the semi-worn wheel [mm]; in the case of block brakes d m = d test
F corr = corrected braking force [kN] (mean over the braking distance)
F test = mean braking force in the test [kN]
η dyn = mean efficiency of the brake rigging during the run (mean value between two inspec-
tions), which, according to the type of brake rigging used, may reach a maximum of
0,91. For standard brake rigging according to Appendix O - page 74 the value is 0,83.
η dyn test = efficiency of the brake rigging in the test
Wm = mean resistance to forward movement [kN]

46 544-1
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Appendices

2. Actual filling time in relation to the nominal 4 seconds. This correction is applicable only to tests
where the vehicle is slipped.

The correction formula is as follows:

ts
s corr =  2 – ---- × v nom + s
 2
where:

s corr = corrected mean braking distance [m]

s = mean braking distance [m]
ts = measured mean brake cylinder filling time [s]
v nom = nominal initial speed in the tests [m/s]

F.2.3 - Limitation of the braked weight percentage determined taking into account
the envisaged friction materials

The decisive braked weight percentage shall be limited to at most the value reached on the basis of
the nominal coefficient of friction (according to UIC Leaflet 541-3 or UIC Leaflet 541-4). The values
obtained for the coefficients of friction throughout the whole speed range relevant to the brake
assessment shall be taken into account.

A check of the braked weight percentage obtained with the friction material of the test vehicle λ test
against the value based on the nominal coefficient of friction may be performed either:

- in a test involving the establishment of the braked weight percentage with another friction material
used on the test vehicle which is very close to the nominal coefficient of friction on the test rig and
may consequently be taken as determining the maximum value λ marked , or

- on the basis of the calculated braked weight percentage (according to Appendix L - page 60) for
the coefficient of friction ( µ m – actual ) of the friction material used in the test vehicle, as determined
on the rig within the context of the acceptance tests, and for the nominal coefficient of friction
( µ m – nom ). If the braked weight percentage calculated on the basis of the coefficient of friction
measured on the rig exceeds the braked weight percentage based on the nominal coefficient of
friction, then the braked weight percentage determined in the test shall be reduced in proportion
to the calculated braked weight percentages, as follows:

if:
λ calculated ( µ m – actual ) > λ calculated ( µ m – nom )

47 544-1
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Appendices

then correction is as follows:

λ calculated ( µ m – nom )
λ marked = λ test × ------------------------------------------------------------
λ calculated (µ m – actual )

λ marked = λ value used to determine the braked weight to be painted on the vehicle
λ calculated = calculated braked weight percentage
λ test = braked weight percentage obtained in the test
µ m – actual = coefficient of friction determined in the rig tests
µ m – nom = nominal coefficient of friction

F.2.4 - Correcting the determined braked weight of block-braked vehicles

If the braked weight is determined by means of tests then the figure to be painted on the vehicle is the
braked weight for the "mean" dynamic efficiency η dyn . This shall be a maximum of 0,91.

However, in the case of freight wagons with standard brake rigging, on the basis of the design
according to Appendix O - page 74, a value of η dyn = 0,83 shall be used instead. This figure takes
account of the loss in efficiency between two maintenance inspections.

The following methods are used to make the correction to the braked weight:

1. In the test, the dynamic efficiency η dyn test of the brake rigging shall be determined as accurately
as possible.

For new vehicles with standard brake rigging based on the design according to Appendix O, then
if this figure is not available, a value of η dyn test = 0,91 may be used here too.

For other vehicles, if the η dyn test value is not measured, it may be determined using the following
procedure:
1 + η stat test
η dyn test = -------------------------------
2

η dyn test = dynamic efficiency of the brake rigging in the tests

η stat test = static efficiency of the brake rigging in the tests

This formula may not be used for η stat test values below 0,6.

In no circumstances may a value in excess of η dyn test = 0,91 be used.

In these cases, the static efficiency of the brake rigging shall be measured. The correction to the
determined braked weight is defined by the ratio η dyn test / η dyn .

48 544-1
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Appendices

2. Where the test with wagons equipped with P10 brake blocks is used to determine the braked
weight B test per brake block holder, then the force F dyn test shall be determined using the tables
in Appendix E - page 41 or the relevant formula according to point 2.2.2.1 - page 8, by reading the
value direct or by linear interpolation.

The value of the dynamic brake block force shall be corrected as follows:

0,83
F dyn corr = F dyn test × ---------------------
η dyn test

F dyn corr = corrected dynamic brake force per brake block holder
F dyn test = dynamic brake force per brake block holder in the tests

With this value F dyn corr , the same tables also give the corrected braked weight per brake block
holder B corr .

3. In the case of friction materials other than cast iron P10, the correction to the braked weight is
made in the same way as for P10 blocks. However, the procedure differs in that the correction is
made by direct conversion of the results obtained in the slip tests.

Example for wagons equipped with P10 cast iron brake blocks

In a test with a new four-axled wagon (90 t, Bgu brake inserts), a braked weight was obtained of 62 t,
i.e. 3,875 t per brake block holder.

The dynamic efficiency in the test was estimated at 0,91.

Using Appendix E, point E.2 - page 42 and linear interpolation, the following is obtained with B = 3,875
t.

F dyn test = 34,25 kN

0,83
F dyn corr = F dyn test × -----------
0,91

0,83
= 34,25 × -----------
0,9

= 31,24 kN

The corresponding value for B corr is 3,69 t (Appendix E, point E.2) and for B wag corr 59,06 t. The
braked weight figure to be painted on the wagon is 59 t.

The corresponding braked weight percentage is:

59
λ = ------ × 100 = 65%
90

49 544-1
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Appendices

F.2.5 - Determination of dynamic force

In order to determine the current dynamic force F dyn , the following possibilities are available:

- measurement of the force F dyn during the run on a sufficiently large number of brake blocks or
brake pads;

- measurement of the force F stat when stationary (static force) with a sufficiently large number of
brake blocks or brake pads, followed by calculation of the dynamic force, bearing in mind that the
efficiency losses during the run are only half of the statistically measured figure;

Decisive formula:
1 + η stat test
η dyn test = ------------------------------
2

- in the case of compact braking units, adoption of the dynamic efficiency η dyn from the dynamic
component test (information provided by the manufacturer).

This rule applies for every set of brake rigging, i.e. for disc brakes and also for block brakes with central
brake cylinder or units per wheel or per disc.

For brake units, it is permissible to assume that the dynamic efficiency is the same as the static
efficiency.

50 544-1
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Appendices

Appendix G - Reserved

51 544-1
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Appendices

Appendix H - Assessment sheet for trains running at

speeds of less than 100 km/h using brake
position P

Reserved.

52 544-1
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Appendices

Appendix I - Assessment of braking power by

calculation
The following calculation methods shall be used for designing the brake equipment. The braked
weight which is finally to be painted on the wagon shall be verified by tests.

As a rule the brake calculation comprises the following two phases:

1. calculation of the braking distance on the basis of the brake force applied in the various speed
ranges;

2. determination and calculation of the braked weight percentage from the calculated braking
distances using the assessment diagram applicable to the vehicle in question.

When calculating the braking distance, the following parameters shall be taken into account:

- weight of the vehicle, empty and with nominal load in accordance with UIC Leaflet 410 (see
Bibliography - page 110);

- moment of inertia and masses of inertia;

- resistance to forward movement;

and also, for the individual types of brake:

- brake development time;

- deceleration force once the brake force has been developed, as a function of the speed.

In particular, in the case of a pneumatically controlled friction brake, the following factors have to be
taken into account:

- brake cylinder filling time (type of brake);

- load-proportional regulation of the brake force (single stage, two stage, continuous load-
proportional braking);

- speed-dependent regulation of the brake force (single-stage, two stage, etc.);

- speed ranges in which the brakes are active;

- friction materials (coefficient of friction as a function of the surface pressure and speed).

The calculations are generally applied for a single vehicle, the same limiting values applying as those
specified for the tests with the single vehicle.

These calculations may in special cases be applied to a complete train, provided that the
corresponding brake transmission times are allowed for. In this case the assessment of the braked
weight shall be made using the method adopted in the tests with trains.

If the brake distances have been determined, the braked weight shall be assessed using the same
method as in the tests, but using the calculated braking distances rather than the mean braking
distances measured in the tests.

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Appendices

I.1 - Calculation using the time step method

The braking distance can be calculated in steps using the general method based on the equation of
motion:

Step 1:
ΣF i + W i = m e × a i

ΣF i = sum of the deceleration forces of all brakes at time i

Wi = resistance to forward movement at time i
me = equivalent mass of vehicle (including rotation masses)
ai = deceleration at time i

Step 2:
ΣF i + W i
a i = ----------------------
me

Step 3:

v i + 1 = v i – a i × ∆t

∆t = time interval for the calculation ( ∆t ≤ 1s )

vi = speed at the start of the time interval ∆t
v i + 1 = speed at the end of the interval ∆t

Step 4:
vi + vi + 1
V mi = ----------------------
2
v mi = mean speed during the time interval ∆t

Step 5(a):
∆s i = v mi × ∆t

∆s i = braking distance covered during the time interval ∆t

The distance ∆s i can also be calculated using the following formulae:

Step 5 (b):
1 2
∆s i = v i × ∆t – --- × a i × ∆t
2

Step 5(c):
2 2
vi – vi + 1
∆s i = ------------------------
2 × ai

54 544-1
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Appendices

Assuming that the force remains constant throughout the interval the different formulae will yield the
same results.

Step 6:
s = ∑ ( vmi x ∆t )
s = total braking distance (down to v = 0 km/h)

I.2 - Calculation using deceleration steps

Where the vehicles are equipped with brakes whose deceleration force remains constant upon
completion of the brake development period for each speed range, and if the mean of the force for
each speed range is known, then the following simplified method may be employed:

Step 1:
ΣF mi + W mi
a mi = -------------------------------
me

F mi, W mi and, consequently, also, a mi

are constants or mean values between speed v i and v i + 1

Step 2:
2 2
vi – vi + 1
∆s i = ------------------------
2a mi

∆s i = distance covered between the two speeds

Step 3:
s = t e × v 0 + Σ∆s i

I.3 - Direct pre-determination of the braked weight of a disc brake with

one load stage

With a single stage disc-braked passenger coach in position R, the following formula may be used for
the brake calculation:

rm
F c = F bR × µ m × ------
r h

B = hs × Fc

Fc = brake force at the rim

F bR = calculated total brake pad force of the air brake

55 544-1
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Appendices

hs = correlation factor for the pre-determination of the braked weight of a disc brake
µm = mean coefficient of friction of the brake pads
rm = mean radius of braking on the brake disc
rh = radius of semi-worn wheel

With the category of vehicle considered, the correlation factor to be used is:

h s = 1,18

The force F bR shall be calculated on the basis of a dynamic efficiency level which is valid for average
operating conditions.

For the purposes of this pre-calculation, the nominal coefficient of friction specified in UIC Leaflet 541-3
for a speed of 120 km/h shall be used for µ m .

I.4 - Checking the required adhesion

In making a calculated pre-assessment of the brake, an additional check shall be made of the
adhesion requirements between wheel and rail for each braked wheelset.

The adhesion requirement in the case of wheels for which a limit of wear is set may not in any load
condition exceed the limit of 0,15.

In the case where braking load and vehicle load are evenly distributed over all the wheelsets, the
adhesion requirement (disregarding the resistance to forward movement) at each calculation step
(Appendix I, point I.1 - page 54) or in each deceleration section (Appendix I, point I.2 - page 55) can
be checked using the following formula:
Fc m × ai ai ai
i
τ i ≈ -------------- ≅ --------------- = ---- ≅ ------
m × g m × g g 10

τi = coefficient of adhesion between wheel and rail at time "i"

Fc = braking force during calculation step "i"
i
m = mass of test vehicle
ai = deceleration at time "i"
g = acceleration due to gravity [9,81 m/s2]

Appendix L - page 60 provides an example for the calculated pre-determination of the braking power
of a passenger coach.

56 544-1
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Appendices

Appendix J - Calculation of the braked weight from the

brake force

Reserved.

57 544-1
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Appendices

Appendix K - Correction factor (kappa) for the train

length

K.1 - Correction factor (kappa) for passenger trains longer than 400 m

Kappa
1,1

1
1

0,92
0,9

0,83
0,8

0,72

0,7
300 400 500 600 700

Train length [m]

Correction factor κ (kappa), by which it is necessary to reduce the braked weight painted on a
passenger train with a hauled length exceeding 400 m.

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Appendices

K.2 - Correction factor (kappa) for freight trains longer than 500 m

Kappa

1,1

1 1

0,9 0,9

0,8

0,7
300 400 500 600 700
Train length [m]

Correction factor κ (kappa), by which it is necessary to reduce the braked weights painted on a freight
train with a hauled length exceeding 500 m.

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Appendices

Appendix L - Example of how to calculate the braking

power of a passenger coach

Details for the calculation of the braked weight of a passenger coach fitted with a disc brake:

Mass of the coach: m = 45 t

Rotating masses: m r = 1,8 t
Contact pressure: F b = 300 kN
Filling time: ts = 4 s ( t0 ≈ 0 )
Mean braking radius: r m = 247 mm
Wheel radius r r = 470 mm

L.1 - Step-by-step calculation on the computer

According to the method advocated in Appendix I, point I.1 - page 54.

For a speed of v = 120 km/h, the calculation gave the following result:

s = 512,8 m

and according to Appendix B, point B.1 - page 36 :

λ = 145 %

B = 65,3 t

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Appendices

L.2 - Calculating in deceleration stages

According to Appendix I, point I.2 - page 55.

L.2.1 - Speed v = 120 km/h

Mean coefficient of friction of the brake pads: µ m = 0,35

Specific resistance to forward motion
(Mean between 120 km/h and standstill) w m = 6 daN/t

Details of the calculations:

rm
F c = F bR × µ m × ------
r r
247
F c = 300 × 0,35 × ---------- = 55,18 kN
470
2
ts me × v
s = ---- × v + -------------------------------
2 2 ( Fc + Wm )

120 2
46,8 ×  ----------
120  3,6 
s = 2 × ---------- + -------------------------------------------------------- = 515,9 m
3,6 45
2 ×  55,18 + 6 × ----------
 100

Fc = braking force at the wheel rim

F bR = calculated total brake pad force of the air brake
µm = mean coefficient of friction of the brake pads
rm = mean braking radius on the brake disc
W m = mean resistance to forward motion ( W m = w m × m e ⁄ 100 )
rr = radius of wheels in new condition
ts = brake development time, measured from 0 to 95% of the fully developed retarding force
me = equivalent mass of the vehicle (including rotating masses)
v = speed

61 544-1
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Appendices

L.2.2 - Speed v = 140 km/h

Mean coefficient of friction of the brake pads: µ m = 0,35

Specific resistance to forward motion
(Mean between 140 km/h and standstill) w m = 8 daN/t

Details of the calculations:

rm
F c = F bR × µ m × ------
r r

247
F c = 300 × 0,35 × ---------- = 55,18 kN
470
2
ts me × v
s = ---- × v + -------------------------------
2 2 ( Fc + Wm )

140 2
46,8 ×  ----------
140  3,6 
s = 2 × ---------- + -------------------------------------------------------- = 679,8 m
3,6 45
2 ×  55,18 + 8 × ----------
 100

L.2.3 - Speed v = 160 km/h

Mean coefficient of friction of the brake pads: µ m = 0,34

Specific resistance to forward motion
(Mean between 160 km/h and standstill) w m = 10 daN/t

Details of the calculations:

rm
F c = F bR × µ m × ------
r r

247
F c = 300 × 0,34 × ---------- = 53,6 kN
470
2
ts me × v
s = ---- × v + -------------------------------
2 2 ( Fc + Wm )

160 2
46,8 ×  ----------
160  3,6 
s = 2 × ---------- + -------------------------------------------------------- = 884,4 m
3,6 45
2 ×  53,6 + 10 × ----------
 100

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Appendices

L.2.4 - Summary of the braked weights for various speeds based on the calculated
results

Calculated
Evaluation using the curves Check using the curves
Initial speed braking
in point B.1 in point C.1
distance
v [km/h] s [m] λ [%] B [t] λ [%] B [t]
120 515,9 144 64,8 144 64,8
140 679,8 156 70,2 148 66,6
160 884,4 164 73,8 151 68,0

Check of the adhesion required

The required adhesion τ at the various speeds may be checked by applying the formula given in
Appendix I, point I.4 - page 56:

Fc
τ = --------------
m×g
55,18
τ 120 = τ 140 = ------------------------ = 0,125
45 × 9,81
53,6
τ 160 = ------------------------ = 0,121
45 × 9,81

Fc = braking force at the wheel rim

τ = coefficient of adhesion
τ 120,140,160 = required adhesion at speeds 120 km/h; 140 km/h; 160 km/h
m = mass of test vehicle
g = acceleration due to gravity [9,81 m/s2]

L.3 - Direct calculation of the braked weight using the specific formula
for disc-braked coaches

According to Appendix I, point I.3 - page 55.

B = 1,18 × F c = 1,18 × 55,18 = 65,1t

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Appendices

Appendix M - Braking distance for a 500 m long train

using brake position G and P10 blocks
(also applicable for trains up to 700 m in
length)

In the following five diagrams, the braking distance is plotted against λ, v and i.

M.1 - Gradient: - 20 ‰; Speed: 30, 40, ... 120 km/h

2000

1800

1600

1400

1200
Braking distance [m]

120 km/h

1000
110 km/h

800
100 km/h

90 km/h
600

80 km/h

400 70 km/h

60 km/h

200 50 km/h
40 km/h
30 km/h
0
40 50 60 70 80 90 100 110 120
Braked weight percentage [%]

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Appendices

M.2 - Gradient: - 10 ‰; Speed: 30, 40, ... 120 km/h

2000

1800

1600

1400

1200
Braking distance [m]

1000
120 km/h

800 110 km/h

100 km/h
600
90 km/h

80 km/h
400
70 km/h

60 km/h
200 50 km/h
40 km/h
30 km/h
0
40 50 60 70 80 90 100 110 120

Braked weight percentage [%]

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Appendices

M.3 - Gradient: 0 ‰; Speed: 30, 40, ... 120 km/h

2000

1800

1600

1400

1200
Braking distance [m]

1000

120 km/h
800

110 km/h

600 100 km/h

90 km/h

400 80 km/h

70 km/h
60 km/h
200
50 km/h
40 km/h
30 km/h
0
40 50 60 70 80 90 100 110 120
Braked weight percentage [%]

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Appendices

M.4 - Gradient: 10 ‰; Speed: 30, 40, ... 120 km/h

2000

1800

1600

1400

1200
Braking distance [m]

1000

800
120 km/h

110 km/h
600

100 km/h

90 km/h
400
80 km/h

70 km/h
200 60 km/h
50 km/h
40 km/h
30 km/h
0
40 50 60 70 80 90 100 110 120

Braked weight percentage [%]

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Appendices

M.5 - Gradient: 20 ‰; Speed: 30, 40, ... 120 km/h

2000

1800

1600

1400

1200
Braking distance [m]

1000

800

120 km/h

600
110 km/h

100 km/h

400 90 km/h
80 km/h
70 km/h
200 60 km/h
50 km/h
40 km/h
30 km/h
0
40 50 60 70 80 90 100 110 120

Braked weight percentage [%]

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Appendices

Appendix N - Method for determining the equivalent

brake application time and the
decelerations for high speed trains

The equivalent brake application time t e shall be determined by recording the deceleration, which is
proportional to the relative braking power in the braking tests, by a direct measurement of the lost time
t 0 and of the application time t e :

Decelerations
a [ms-2] amax

0,95 amax

t0 ts time (s)
ts ts
te 2 2

ts
t e = t0 + ----
2

t e = equivalent brake application

t 0 = lost time between the time of the order to apply the brakes and the start of the increase in
braking force
t s = brake application time measured from 0 to 95% of the fully developed deceleration force

The speed ranges ( v i – 1, v i ) and the decelerations a bi shall be determined from line tests using a
graph plotting speed against the distance covered.

The lowest instantaneous deceleration a = f(v) is usually obtained when the brake application is
initiated from maximum speed. The a bi values must therefore be determined on the basis of line tests
carried out at maximum speed.

The instantaneous decelerations taken into account shall be the mean values obtained from at least
three representative tests (mean test).

The values obtained in this way shall be entered in point 5.2, Table 1 - page 19.

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Appendices

N.1 - Determining the equivalent brake application

The equivalent application time ( t e ) shall be determined as follows:

1. For each test k, the t ok and t sk values shall be determined on the relevant deceleration curve, for
95% of the F max of the first deceleration stage.
t sk
2. t e = max t ok + ------- shall be rounded up to the nearest half second.
2

N.2 - Defining the mean test in order to determine the deceleration stages

To define the mean test, the following method shall be applied:

1. For each test k, determination of the speed v pk of the first deceleration stage for 95% of F max
(braking power developed).

2. Determination of the lowest speed ( v p ) for the k tests (k ≥ 3) : v p = min ( vpk ) .

3. Division of each v j test into 5 km/h speed intervals starting from v p .

4. Determining the decelerations a jk corresponding to these speed steps v j for each test k, as
follows:

• if a continuous recording of deceleration a = f(v) is available, then a direct reading is possible:

a jk = f ( v j );
• if a step-by-step recording of deceleration a = f(v) is available, then the a jk value for v j can
be determined by linear interpolation between the speeds on either side;
• if no sufficiently accurate deceleration recording is available, then an interpolation can be made
on curve s = f(v) of the following type:

2 2
( v j + ∆v ) – ( v j – ∆v )
a jk = -----------------------------------------------------------------
2 × ( s v – ∆v – s v + ∆v )
jk jk

sv = braking distance covered in test k

jk

5. Calculation, from the decelerations, of the mean deceleration for each of the speed intervals
defined in paragraph 3.:
∑ ajk
a j = --------------
k

These a j values give a continuous curve a = f(v).

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6. From the speed v p determined in paragraph 2. and the decelerations determined in paragraph 5.,
the braking distances for each speed range can be calculated using the following formula:

2 2
v j – ( v j – ∆v )
s j = -------------------------------------
2 × aj

N.3 - Determining the speed ranges

Using the mean instantaneous deceleration as determined in paragraph 5. above, the different speed
ranges ( v i – 1, v i ) shall be divided in such a way that:
2
- a max – a min ≤ 0,15 m/s in the general case;
2
- where v i ≠ 0 , then a max – a min > 0,15 m/s is permissible for the speed ranges ∆v ≤ 30 km/h
(40 km/h when v i = 0 );
2
- with constantly increasing deceleration, but where a max – a min ≤ 0,15 m/s from top speed to
standstill. It will be necessary to define two or more speed ranges in such a way that the distances
covered during them are more or less equal;

- where one (or more) determined v i values are sufficiently close to the speed (or speeds)
characteristic of the signalling system, these characteristic values shall be utilised.

71 544-1
O
Appendices

N.4 - Determining the decelerations abi

v0
vp
v1

Fmax
v [m/s] v2
95% of Fmax
ab3
ab2
a b1
a [m/s2]

se s1 s2 s3

sp
s

s [m]

The value of a bi shall be defined as:

2 2
vi – 1 – vi
a bi = -----------------------
2 × si

For the first braking stages, an a b1 value from v 0 to v 1 will be permissible, i.e.:

2 2
vp – v1
a b1 = ------------------
2×s
p

where:

s i = mean braking distance (over three tests) between ( v i – 1 ) and v i , which corresponds to the sum
of the braking distances for each 5 km/h according to Appendix N, point N.2, paragraph 6 -
page 71
s p = distance covered between v p and v 1 .

72 544-1
O
Appendices

N.5 - Checking the defined abi values

Tests at v n < v max shall be carried out to check that the braking distances obtained are shorter than
the distances calculated with the a bi defined above using formula (A) from point 5.1 - page 18.

If the a bi values calculated on the basis of the initial braking speed (which differs from v max ) are
shorter in certain speed ranges than those determined using v max , then the lowest a bi values shall
be used.

N.6 - Limits of use

With the values defined for the decelerations and the speed ranges, it must be possible, using formula
(A) from point 5.1 to determine the deceleration or braking distances for ∆v i ≥ 30 km/h .

The values obtained shall be valid provided that the energy dissipated in the equipment powering the
brakes, particularly when descending gradients, does not exceed the verified limits according to UIC
Leaflet 541-3.

73 544-1
O
Appendices

Appendix O - List of standard brake calculations for wagons

Figure Designation Sheet

1 two-axled wagon 20 t axleload, mechanical 1 to 3

2 two-axled wagon 20 t axleload, pneumatic 1 to 3

3 two-axled wagon 22,5 t axleload, pneumatic 1 to 3

4 four-axled wagon 20 t axleload, mechanical 1 to 3

5 four-axled wagon 20 t axleload, pneumatic 1 to 3

6 four-axled wagon 22,5 t axleload, pneumatic 1 to 3

7 two-axled wagon with AL/S (formerly SS/S) 1

8 two-axled wagon with SS brake 1

9 four-axled wagon with AL/S (formerly SS/S) 1

10 four-axled wagon with SS brake 1

74 544-1
O
Appendices

Construction dimensions Technical data

Piston stroke empty/load.1) .......... mm Vehicle tare mass 11,0 t to 12,9 t
Lead ........... mm
Brake block travel A2 .......... mm Tare weight of vehicle 107,91 kN to 126,55 kN
Dimensions x .......... mm max. mass of vehicle on rails 40 t
y .......... mm max. vehicle weight on rails 392,40 kN

a
Parameters to be used Number of wheelsets 2

700
c
Lead ........... mm Brake rigging efficiency η = 0,83 Air braked 2
Handbraked ................

b
Tooth number Z1 = .........
Tooth number Z2 = ......... A2 Opposing forces Brake .......... - GP

d
Brake rigging return spring FF = 1,5 kN Distributor valve .................
Brake rigging adjuster FR = 2 kN Brake cylinder ∅ 300 mm (12") ; x-sect. 707 cm2
y x
Brake rigging adjuster .................
UIC Leaflet 544-1 Brake block Bg 320 mm (P10)
Screw brake Point 3
Compressed-air brake Empty Loaded
Rolling circle diameter ............. mm
Lead of brake spindle h ...........mm Distances from ends of central brake rigging to pivot a = 350 mm c = 515 mm
Force applied to wheel FK 0,50 kN b = 350 mm d = 185 mm Braked weight
Efficiency of screw brake ηH 0,19 Total multiplication ratio i 4,00 11,14 Brake position G = P Weight braked by screw brake
Multiplication ratio iH Net force on piston Ft 25,37 kN 25,37 kN 13 t 26 t
.......... t
Total force on brake blocks Fdyn = (Ft x i - 4 FR) x η 77,58 kN 227,80 kN 22 t
Force on one brake block Fdyn / 8 9,70 kN 28,47 kN
Total force on brake blocks (UIC Leaflet 544-1) Value of coefficient k 1,692 1,122 Braking system
Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR .......... kN Calculated "passenger" braked weight Fdyn x k / 9,81 13 t 26 t suitable for
Weight on rails at changeover 22 t 40,0 t
Braked weight

............ t Weight on rails in

S traffic

Reserved for national details

130
118 118
120

110
Braked weight percentage

100
No. Date Modification Name
90
Date Name
80 Mod.
Checked
70
65 Drawn
60 59
Brake calculation Issue
50
for two-axle wagons Date

10 20 30 40 50 (20,0 t axle load)

11 22 with mechanical loaded/empty changeover
1) Delete where not applicable Weight on rails [t]

Fig. 1: two-axled wagon 20 t axleload, mechanical - Sheet 1

75 544-1
O
Appendices

Construction dimensions Technical data

Lead ........... mm
Piston stroke empty/load.1) .......... mm Vehicle tare mass 13,0 t to 14,9 t
Brake block travel A2 .......... mm Tare weight of vehicle 127,53 kN to 146,17 kN
Dimensions x .......... mm max. mass of vehicle on rails 40 t
y .......... mm max. vehicle weight on rails 392,40 kN

a
Parameters to be used Number of wheelsets 2

700
c
Lead ........... mm Brake rigging efficiency η = 0,83 Air braked 2

b
Tooth number Z1 = ......... Handbraked ................
Tooth number Z2 = ......... A2 Opposing forces Brake .......... - GP

d
Brake rigging return spring FF = 1,5 kN Distributor valve .................
Brake rigging adjuster FR = 2 kN Brake cylinder ∅ 300 mm (12") ; x-sect. 707 cm2
y x
Brake rigging adjuster .................
UIC Leaflet 544-1 Brake block Bg 320 mm (P10)
Screw brake Point 3
Compressed-air brake Empty Loaded
Rolling circle diameter ............. mm
Lead of brake spindle h ...........mm Distances from ends of central brake rigging to pivot a = 370 mm c = 515 mm
Force applied to wheel FK 0,50 kN b = 330 mm d = 185 mm Braked weight
Efficiency of screw brake ηH 0,19 Total multiplication ratio i 4,48 11,14 Brake position G = P Weight braked by screw brake
Multiplication ratio iH Net force on piston Ft 25,37 kN 25,37 kN 15 t 26 t
.......... t
Total force on brake blocks Fdyn = (Ft x i - 4 FR) x η 87,78 kN 227,80 kN 22 t
Force on one brake block Fdyn / 8 10,97 kN 28,47 kN
Total force on brake blocks (UIC Leaflet 544-1) Value of coefficient k 1,641 1,122 Braking system
Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR .......... kN Calculated "passenger" braked weight Fdyn x k / 9,81 15 t 26 t suitable for
Weight on rails at changeover 22 t 40,0 t
Braked weight

............ t Weight on rails in

S traffic

Reserved for national details

130

120 118
115
110
Braked weight percentage

100
No. Date Modification Name
90
Date Name
80 Mod.
Checked
70 68
65 Drawn
60
Brake calculation Issue
50
for two-axle wagons Date

10 20 30 40 50 (20,0 t axle load)

13 22 with mechanical loaded/empty changeover
1) Delete where not applicable Weight on rails [t]

Fig. 1: two-axled wagon 20 t axleload, mechanical - Sheet 2

76 544-1
O
Appendices

Construction dimensions Technical data

Piston stroke empty/load.1) .......... mm Vehicle tare mass ≥ 15,0 t
Lead ........... mm
Brake block travel A2 .......... mm Tare weight of vehicle ≥ 147,15 kN
Dimensions x .......... mm max. mass of vehicle on rails 40 t
y .......... mm max. vehicle weight on rails 392,40 kN

a
Parameters to be used Number of wheelsets 2

c
700
Lead ........... mm Brake rigging efficiency η = 0,83 Air braked 2

b
Handbraked ................
Tooth number Z1 = .........
A2 Opposing forces Brake .......... - GP

d
Tooth number Z2 = .........

Brake rigging return spring FF = 1,5 kN Distributor valve .................

Brake rigging adjuster FR = 2 kN Brake cylinder ∅ 300 mm (12") ; x-sect. 707 cm2
y x
Brake rigging adjuster .................
UIC Leaflet 544-1 Brake block Bg 320 mm (P10)
Screw brake Point 3
Compressed-air brake Empty Loaded
Rolling circle diameter ............. mm
Lead of brake spindle h ...........mm Distances from ends of central brake rigging to pivot a = 400 mm c = 515 mm
Force applied to wheel FK 0,50 kN b = 300 mm d = 185 mm Braked weight
Efficiency of screw brake ηH 0,19 Total multiplication ratio i 5,33 11,14 Brake position G = P Weight braked by screw brake
Multiplication ratio iH Net force on piston Ft 25,37 kN 25,37 kN 17 t 26 t
.......... t
Total force on brake blocks Fdyn = (Ft x i - 4 FR) x η 105,65 kN 227,80 kN 22 t
Force on one brake block Fdyn / 8 13,21 kN 28,47 kN
Total force on brake blocks (UIC Leaflet 544-1) Value of coefficient k 1,558 1,122 Braking system
Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR .......... kN Calculated "passenger" braked weight Fdyn x k / 9,81 17 t 26 t suitable for
Weight on rails at changeover 22 t 40,0 t
Braked weight

............ t Weight on rails in

S traffic

Reserved for national details

130

120 118
113
110
Braked weight percentage

100
No. Date Modification Name
90
Date Name
80 Mod.
77
Checked
70
65 Drawn
60
Brake calculation Issue
50
for two-axle wagons Date

10 20 30 40 50 (20,0 t axle load)

15 22 with mechanical loaded/empty changeover
1) Delete where not applicable Weight on rails [t]

Fig. 1: two-axled wagon 20 t axleload, mechanical - Sheet 3

77 544-1
O
Appendices

Construction dimensions Technical data

Piston stroke empty/load.1) .......... mm Vehicle tare mass 11,0 t to 12,9 t
Lead ........... mm
Brake block travel A2 .......... mm Tare weight of vehicle 107,91 kN to 126,55 kN
Dimensions x .......... mm max. mass of vehicle on rails 40 t
y .......... mm max. vehicle weight on rails 392,40 kN
Parameters to be used Number of wheelsets 2

a
700
Lead ........... mm Brake rigging efficiency η = 0,83 Air braked 2
Handbraked ................
Tooth number Z1 = .........
Tooth number Z2 = ......... A2 Opposing forces Brake .......... - GP

b
Brake rigging return spring FF = 1,5 kN Distributor valve .................
Brake rigging adjuster FR = 2 kN Brake cylinder ∅ 300 mm (12") ; x-sect. 707 cm2
y x
Brake rigging adjuster .................
UIC Leaflet 544-1 Brake block Bg 320 mm (P10)
Screw brake Point 3
Compressed-air brake Empty Loaded
Rolling circle diameter ............. mm
Lead of brake spindle h ...........mm Brake cylinder pressure 1,5 bar 3,8 bar
Force applied to wheel FK 0,50 kN Distances from ends of central brake rigging to pivot a = 515 mm b = 185 mm Braked weight
Efficiency of screw brake ηH 0,19 Total multiplication ratio i 11,14 Brake position G = P Weight braked by screw brake
Multiplication ratio iH Net force on piston Ft 9,11 kN 25,37 kN 13 t 26 t
.......... t
Total force on brake blocks Fdyn = (Ft x i - 4 FR) x η 77,51 kN 227,80 kN 22 t
Force on one brake block Fdyn / 8 9,69 kN 28,47 kN
Total force on brake blocks (UIC Leaflet 544-1) Value of coefficient k 1,692 1,122 Braking system
Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR .......... kN Calculated "passenger" braked weight Fdyn x k / 9,81 13 t 26 t suitable for
Weight on rails at changeover 22 t 40,0 t
Braked weight

............ t Weight on rails in

S traffic

Reserved for national details

130

120 118 118

110
Braked weight percentage

100
No. Date Modification Name
90
Date Name
80 Mod.
Checked
70
65 Drawn
60 59
Brake calculation Issue
50
for two-axle wagons Date

10 20 30 40 50 (20,0 t axle load)

11 22 with pneumatic loaded/empty changeover
1) Delete where not applicable Weight on rails [t]

Fig. 2: two-axled wagon 20 t axleload, pneumatic - Sheet 1

78 544-1
O
Appendices

Construction dimensions Technical data

Piston stroke empty/load.1) .......... mm Vehicle tare mass 13,0 t to 14,9 t
Lead ........... mm
Brake block travel A2 .......... mm Tare weight of vehicle 127,53 kN to 146,17 kN
Dimensions x .......... mm max. mass of vehicle on rails 40 t
y .......... mm max. vehicle weight on rails 392,40 kN
Parameters to be used Number of wheelsets 2

a
700
Lead ........... mm Brake rigging efficiency η = 0,83 Air braked 2
Handbraked ................
Tooth number Z1 = .........
Tooth number Z2 = ......... A2 Opposing forces Brake .......... - GP

b
Brake rigging return spring FF = 1,5 kN Distributor valve .................
Brake rigging adjuster FR = 2 kN Brake cylinder ∅ 300 mm (12") ; x-sect. 707 cm2
y x
Brake rigging adjuster .................
UIC Leaflet 544-1 Brake block Bg 320 mm (P10)
Screw brake Point 3
Compressed-air brake Empty Loaded
Rolling circle diameter ............. mm
Lead of brake spindle h ...........mm Brake cylinder pressure 1,75 bar 3,8 bar
Force applied to wheel FK 0,50 kN Distances from ends of central brake rigging to pivot a = 515 mm b = 185 mm Braked weight
Efficiency of screw brake ηH 0,19 Total multiplication ratio i 11,14 Brake position G = P Weight braked by screw brake
Multiplication ratio iH Net force on piston Ft 10,87 kN 25,37 kN 15 t 26 t
.......... t
Total force on brake blocks Fdyn = (Ft x i - 4 FR) x η 93,85 kN 227,80 kN 22 t
Force on one brake block Fdyn / 8 11,73 kN 28,47 kN
Total force on brake blocks (UIC Leaflet 544-1) Value of coefficient k 1,613 1,122 Braking system
Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR .......... kN Calculated "passenger" braked weight Fdyn x k / 9,81 15 t 26 t suitable for
Weight on rails at changeover 22 t 40,0 t
Braked weight

............ t Weight on rails in

S traffic

Reserved for national details

130

120 115 118

110
Braked weight percentage

100
No. Date Modification Name
90
Date Name
80 Mod.
Checked
70
68 65 Drawn
60
Brake calculation Issue
50
for two-axle wagons Date

10 20 30 40 50 (20,0 t axle load)

13 22 with pneumatic loaded/empty changeover
1) Delete where not applicable Weight on rails [t]

Fig. 2: two-axled wagon 20 t axleload, pneumatic - Sheet 2

79 544-1
O
Appendices

Construction dimensions Technical data

Piston stroke empty/load.1) .......... mm Vehicle tare mass ≥ 15,0 t
Lead ........... mm
Brake block travel A2 .......... mm Tare weight of vehicle ≥ 147,15 kN
Dimensions x .......... mm max. mass of vehicle on rails 40 t
y .......... mm max. vehicle weight on rails 392,40 kN
Parameters to be used Number of wheelsets 2

a
700
Lead ........... mm Brake rigging efficiency η = 0,83 Air braked 2
Handbraked ................
Tooth number Z1 = .........
Tooth number Z2 = ......... A2 Opposing forces Brake .......... - GP

b
Brake rigging return spring FF = 1,5 kN Distributor valve .................
Brake rigging adjuster FR = 2 kN Brake cylinder ∅ 300 mm (12") ; x-sect. 707 cm2
y x
Brake rigging adjuster .................
UIC Leaflet 544-1 Brake block Bg 320 mm (P10)
Screw brake Point 3
Compressed-air brake Empty Loaded
Rolling circle diameter ............. mm
Lead of brake spindle h ...........mm Brake cylinder pressure 1,9 bar 3,8 bar
Force applied to wheel FK 0,50 kN Distances from ends of central brake rigging to pivot a = 515 mm b = 185 mm Braked weight
Efficiency of screw brake ηH 0,19 Total multiplication ratio i 11,14 Brake position G = P Weight braked by screw brake
Multiplication ratio iH Net force on piston Ft 11,93 kN 25,37 kN 17 t 26 t
.......... t
Total force on brake blocks Fdyn = (Ft x i - 4 FR) x η 103,65 kN 227,80 kN 22 t
Force on one brake block Fdyn / 8 12,96 kN 28,47 kN
Total force on brake blocks (UIC Leaflet 544-1) Value of coefficient k 1,567 1,122 Braking system
Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR .......... kN Calculated "passenger" braked weight Fdyn x k / 9,81 17 t 26 t suitable for
Weight on rails at changeover 22 t 40,0 t
Braked weight

............ t Weight on rails in

S traffic

Reserved for national details

130

120 118
113
110
Braked weight percentage

100
No. Date Modification Name
90
Date Name
80 Mod.
77
Checked
70
65 Drawn
60
Brake calculation Issue
50
for two-axle wagons Date

10 20 30 40 50 (20,0 t axle load)

15 22 with pneumatic loaded/empty changeover
1) Delete where not applicable Weight on rails [t]

Fig. 2: two-axled wagon 20 t axleload, pneumatic - Sheet 3

80 544-1
O
Appendices

Construction dimensions Technical data

Piston stroke empty/load.1) .......... mm Vehicle tare mass 11,5 t to 13,9 t
Lead ........... mm
Brake block travel A2 .......... mm Tare weight of vehicle 112,82 kN to 136,36 kN
Dimensions x .......... mm max. mass of vehicle on rails 45 t
y .......... mm max. vehicle weight on rails 441,5 kN
Parameters to be used Number of wheelsets 2

a
700
Lead ........... mm Brake rigging efficiency η = 0,83 Air braked 2
Handbraked ................
Tooth number Z1 = .........
Tooth number Z2 = ......... A2 Opposing forces Brake .......... - GP

b
Brake rigging return spring FF = 1,5 kN Distributor valve .................
Brake rigging adjuster FR = 2 kN Brake cylinder ∅ 300 mm (12") ; x-sect. 707 cm2
y x
Brake rigging adjuster .................
UIC Leaflet 544-1 Brake block Bgu 2x250 mm (P10)
Screw brake Point 3
Compressed-air brake Empty Loaded
Rolling circle diameter ............. mm
Lead of brake spindle h ...........mm Brake cylinder pressure 1,5 bar 3,8 bar
Force applied to wheel FK 0,50 kN Distances from ends of central brake rigging to pivot a/b a = 524 mm b = 176 mm Braked weight
Efficiency of screw brake ηH 0,19 Total multiplication ratio i 11,91 Brake position G = P Weight braked by screw brake
Multiplication ratio iH Net force on piston Ft 9,11 kN 25,37 kN 14 t 29 t
.......... t
Total force on brake blocks Fdyn = (Ft x i - 4 FR) x η 83,36 kN 244,09 kN 24 t
Force on one brake block Fdyn / 8 10,42 kN 30,51 kN
Total force on brake blocks (UIC Leaflet 544-1) Value of coefficient k 1,685 1,172 Braking system
Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR .......... kN Calculated "passenger" braked weight Fdyn x k / 9,81 14 t 29 t suitable for
Weight on rails at changeover 24 t 45,0 t
Braked weight

............ t Weight on rails in

S traffic

Reserved for national details

130
122 121
120

110
Braked weight percentage

100
No. Date Modification Name
90
Date Name
80 Mod.
Checked
70
65 Drawn
60
58 Brake calculation Issue
50
for two-axle wagons Date

10 20 30 40 50 (22,5 t axle load)

11,5 24 45 with pneumatic loaded/empty changeover
1) Delete where not applicable Weight on rails [t]

Fig. 3: two-axled wagon 22,5 t axleload, pneumatic - Sheet 1

81 544-1
O
Appendices

Construction dimensions Technical data

Piston stroke empty/load.1) .......... mm Vehicle tare mass 14,0 t to 16,9 t
Lead ........... mm
Brake block travel A2 .......... mm Tare weight of vehicle 137,34 kN to 165,79 kN
Dimensions x .......... mm max. mass of vehicle on rails 45 t
y .......... mm max. vehicle weight on rails 441,5 kN
Parameters to be used Number of wheelsets 2

a
700
Lead ........... mm Brake rigging efficiency η = 0,83 Air braked 2
Handbraked ................
Tooth number Z1 = .........
Tooth number Z2 = ......... A2 Opposing forces Brake .......... - GP

b
Brake rigging return spring FF = 1,5 kN Distributor valve .................
Brake rigging adjuster FR = 2 kN Brake cylinder ∅ 300 mm (12") ; x-sect. 707 cm2
y x
Brake rigging adjuster .................
UIC Leaflet 544-1 Brake block Bgu 2x250 mm (P10)
Screw brake Point 3
Compressed-air brake Empty Loaded
Rolling circle diameter ............. mm
Lead of brake spindle h ...........mm Brake cylinder pressure 1,75 bar 3,8 bar
Force applied to wheel FK 0,50 kN Distances from ends of central brake rigging to pivot a/b a = 524 mm b = 176 mm Braked weight
Efficiency of screw brake ηH 0,19 Total multiplication ratio i 11,91 Brake position G = P Weight braked by screw brake
Multiplication ratio iH Net force on piston Ft 10,87 kN 25,37 kN 17 t 29 t
.......... t
Total force on brake blocks Fdyn = (Ft x i - 4 FR) x η 100,83 kN 244,09 kN 24 t
Force on one brake block Fdyn / 8 12,60 kN 30,51 kN
Total force on brake blocks (UIC Leaflet 544-1) Value of coefficient k 1,609 1,172 Braking system
Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR .......... kN Calculated "passenger" braked weight Fdyn x k / 9,81 17 t 29 t suitable for
Weight on rails at changeover 24 t 45,0 t
Braked weight

............ t Weight on rails in

S traffic

Reserved for national details

130
121 121
120

110
Braked weight percentage

100
No. Date Modification Name
90
Date Name
80 Mod.
71 Checked
70
65 Drawn
60
Brake calculation Issue
50
for two-axle wagons Date

10 20 30 40 50 (22,5 t axle load)

14 24 45 with pneumatic loaded/empty changeover
1) Delete where not applicable Weight on rails [t]

Fig. 3: two-axled wagon 22,5 t axleload, pneumatic - Sheet 2

82 544-1
O
Appendices

Construction dimensions Technical data

Piston stroke empty/load.1) .......... mm Vehicle tare mass ≥ 17 t
Lead ........... mm
Brake block travel A2 .......... mm Tare weight of vehicle ≥ 166,77 kN
Dimensions x .......... mm max. mass of vehicle on rails 45 t
y .......... mm max. vehicle weight on rails 441,5 kN
Parameters to be used Number of wheelsets 2

a
700
Lead ........... mm Brake rigging efficiency η = 0,83 Air braked 2
Handbraked ................
Tooth number Z1 = .........
Tooth number Z2 = ......... A2 Opposing forces Brake .......... - GP

b
Brake rigging return spring FF = 1,5 kN Distributor valve .................
Brake rigging adjuster FR = 2 kN Brake cylinder ∅ 300 mm (12") ; x-sect. 707 cm2
y x
Brake rigging adjuster .................

UIC Leaflet 544-1 Brake block Bgu 2x250 mm (P10)

Screw brake Point 3
Compressed-air brake Empty Loaded
Bogie ..................
Lead of brake spindle h ...........mm Brake cylinder pressure 2,1 bar 3,8 bar Rolling circle diameter ............. mm
Force applied to wheel FK 0,50 kN Distances from ends of central brake rigging to pivot a = 524 mm b = 176 mm Braked weight
Efficiency of screw brake ηH 0,19 Total multiplication ratio i 11,14 Brake position G = P Weight braked by screw brake
Multiplication ratio iH Net force on piston Ft 13,35 kN 25,37 kN 19 t 29 t
.......... t
Total force on brake blocks Fdyn = (Ft x i - 4 FR) x η 125,29 kN 244,09 kN 24 t
Force on one brake block Fdyn / 8 15,66 kN 30,51 kN
Total force on brake blocks (UIC Leaflet 544-1) Value of coefficient k 1,513 1,172 Braking system
Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR .......... kN Calculated "passenger" braked weight Fdyn x k / 9,81 19 t 29 t suitable for
Weight on rails at changeover 24 t 45,0 t
Braked weight

............ t Weight on rails in

S traffic

Reserved for national details

130
121
120
112
110
Braked weight percentage

100
No. Date Modification Name
90
Date Name
80 79 Mod.
Checked
70
65 Drawn
60
Brake calculation Issue
50
for two-axle wagons Date

10 20 30 40 50 (22,5 t axle load)

17 24 45 with pneumatic loaded/empty changeover
1) Delete where not applicable Weight on rails [t]

Fig. 3: two-axled wagon 22,5 t axleload, pneumatic - Sheet 3

83 544-1
O
Appendices

Construction dimensions Technical data

Piston stroke empty/load.1) .......... mm Vehicle tare mass 20,0 t to 23,9 t
Lead ........... mm
Brake block travel A2 .......... mm Tare weight of vehicle 196,20 kN to 234,46 kN
Dimensions x .......... mm max. mass of vehicle on rails 80 t
y .......... mm max. vehicle weight on rails 784,80 kN

a
Parameters to be used Number of wheelsets 4

840
c
Lead ........... mm Brake rigging efficiency η = 0,83 Air braked 4
Handbraked ................

b
Tooth number Z1 = .........
Tooth number Z2 = ......... A2 Opposing forces Brake .......... - GP

d
Brake rigging return spring FF = 1,5 kN Distributor valve .................
Brake rigging adjuster FR = 2 kN Brake cylinder ∅ 406 mm (16") ; x-sect. 1 295cm2
y x
Brake rigging adjuster .................

UIC Leaflet 544-1 Brake block Bg 320 mm (P10)

Screw brake Point 3
Compressed-air brake Empty Loaded
Bogie ..................
Lead of brake spindle h ...........mm Distances from ends of central brake rigging to pivot a = 285 mm c = 500 mm Rolling circle diameter ............. mm
Force applied to wheel FK 0,50 kN b = 555 mm d = 340 mm Braked weight
Efficiency of screw brake ηH 0,19 Total multiplication ratio i 4,11 11,76 Brake position G = P Weight braked by screw brake
Multiplication ratio iH Net force on piston Ft 47,71 kN 47,71 kN 26 t 52 t
.......... t
Total force on brake blocks Fdyn = (Ft x i - 8 FR) x η 149,40 kN 452,59 kN 44 t
Force on one brake block Fdyn / 16 9,34 kN 28,29 kN
Total force on brake blocks (UIC Leaflet 544-1) Value of coefficient k 1,706 1,126 Braking system
Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR .......... kN Calculated "passenger" braked weight Fdyn x k / 9,81 26 t 52 t suitable for
Weight on rails at changeover 44 t 80,0 t
Braked weight

............ t Weight on rails in

S traffic

Reserved for national details 130

130

120 118

110
Braked weight percentage

100
No. Date Modification Name
90
Date Name
80 Mod.
Checked
70
65 Drawn
60
59 Brake calculation Issue
50
for bogie wagons Date

10 20 40 50 60 70 80 90 100 (20,0 t axle load)

30
44 with mechanical loaded/empty changeover
1) Delete where not applicable Weight on rails [t]

Fig. 4: four-axled wagon 20 t axleload, mechanical - Sheet 1

84 544-1
O
Appendices

Construction dimensions Technical data

Lead ........... mm
Piston stroke empty/load.1) .......... mm Vehicle tare mass 24,0 t to 26,9 t
Brake block travel A2 .......... mm Tare weight of vehicle 235,44 kN to 263,89 kN
Dimensions x .......... mm max. mass of vehicle on rails 80 t
y .......... mm max. vehicle weight on rails 784,80 kN

a
Parameters to be used Number of wheelsets 4

c
840
Lead ........... mm Brake rigging efficiency η = 0,83 Air braked 4

b
Tooth number Z1 = ......... Handbraked ................
Tooth number Z2 = ......... A2 Opposing forces Brake .......... - GP

d
Brake rigging return spring FF = 1,5 kN Distributor valve .................
Brake rigging adjuster FR = 2 kN Brake cylinder ∅ 406 mm (16") ; x-sect. 1 295 cm2
y x
Brake rigging adjuster .................

UIC Leaflet 544-1 Brake block Bg 320 mm (P10)

Screw brake Point 3
Compressed-air brake Empty Loaded
Bogie ..................
Lead of brake spindle h ...........mm Distances from ends of central brake rigging to pivot a = 305 mm c = 500 mm Rolling circle diameter ............. mm
Force applied to wheel FK 0,50 kN b = 535 mm d = 340 mm Braked weight
Efficiency of screw brake ηH 0,19 Total multiplication ratio i 4,56 11,76 Brake position G = P Weight braked by screw brake
Multiplication ratio iH Net force on piston Ft 47,71 kN 47,71 kN 28 t 52 t
.......... t
Total force on brake blocks Fdyn = (Ft x i - 8 FR) x η 167,32 kN 452,59 kN 44 t
Force on one brake block Fdyn / 16 10,46 kN 28,29 kN
Total force on brake blocks (UIC Leaflet 544-1) Value of coefficient k 1,662 1,126 Braking system
Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR .......... kN Calculated "passenger" braked weight Fdyn x k / 9,81 28 t 52 t suitable for
Weight on rails at changeover 44 t 80,0 t
Braked weight

............ t Weight on rails in

S traffic

Reserved for national details

130

120 117 118

110
Braked weight percentage

100
No. Date Modification Name
90
Date Name
80 Mod.
Checked
70
65 Drawn
64
60
Brake calculation Issue
50
for bogie wagons Date
(20,0 t axle load)
10 20 40 50 60 70 80 90 100
24 30 44 with mechanical loaded/empty changeover
1) Delete where not applicable Weight on rails [t]

Fig. 4: four-axled wagon 20 t axleload, mechanical - Sheet 2

85 544-1
O
Appendices

Construction dimensions Technical data

Piston stroke empty/load.1) .......... mm Vehicle tare mass ≥ 27,0 t
Lead ........... mm
Brake block travel A2 .......... mm Tare weight of vehicle ≥ 264,87 kN
Dimensions x .......... mm max. mass of vehicle on rails 80 t
y .......... mm max. vehicle weight on rails 784,80 kN

a
Parameters to be used Number of wheelsets 4

c
840
Lead ........... mm Brake rigging efficiency η = 0,83 Air braked 4

b
Handbraked ................
Tooth number Z1 = .........
Tooth number Z2 = ......... A2 Opposing forces Brake .......... - GP

d
Brake rigging return spring FF = 1,5 kN Distributor valve .................
Brake rigging adjuster FR = 2 kN Brake cylinder ∅ 406 mm (16") ; x-sect. 1 295 cm2
y x
Brake rigging adjuster .................

UIC Leaflet 544-1 Brake block Bg 320 mm (P10)

Screw brake Point 3
Compressed-air brake Empty Loaded
Bogie ..................
Lead of brake spindle h ...........mm Distances from ends of central brake rigging to pivot a = 335 mm c = 500 mm Rolling circle diameter ............. mm
Force applied to wheel FK 0,50 kN b = 505 mm d = 340 mm Braked weight
Efficiency of screw brake ηH 0,19 Total multiplication ratio i 5,31 11,76 Brake position G = P Weight braked by screw brake
Multiplication ratio iH Net force on piston Ft 47,71 kN 47,71 kN 32 t 52 t
.......... t
Total force on brake blocks Fdyn = (Ft x i - 8 FR) x η 196,87 kN 452,59 kN 44 t
Force on one brake block Fdyn / 16 12,30 kN 28,29 kN
Total force on brake blocks (UIC Leaflet 544-1) Value of coefficient k 1,591 1,126 Braking system
Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR .......... kN Calculated "passenger" braked weight Fdyn x k / 9,81 32 t 52 t suitable for
Weight on rails at changeover 44 t 80,0 t
Braked weight

............ t Weight on rails in

S traffic

Reserved for national details

130

120 119 118

110
Braked weight percentage

100
No. Date Modification Name
90
Date Name
80 Mod.
73
Checked
70
65 Drawn
60
Brake calculation Issue
50
for bogie wagons Date

80 100
(20,0 t axle load)
10 20 30 40 50 60 70 90
27 44 with mechanical loaded/empty changeover
1) Delete where not applicable Weight on rails [t]

Fig. 4: four-axled wagon 20 t axleload, mechanical - Sheet - Feuille 3

86 544-1
O
Appendices

Construction dimensions Technical data

Piston stroke empty/load.1) .......... mm Vehicle tare mass 20,0 t to 23,9 t
Lead ........... mm
Brake block travel A2 .......... mm Tare weight of vehicle 196,20 kN to 234,4 kN
Dimensions x .......... mm max. mass of vehicle on rails 80 t
y .......... mm max. vehicle weight on rails 784,80 kN
Parameters to be used Number of wheelsets 4

a
840
Lead ........... mm Brake rigging efficiency η = 0,83 Air braked 4
Handbraked ................
Tooth number Z1 = .........
Tooth number Z2 = ......... A2 Opposing forces Brake .......... - GP

b
Brake rigging return spring FF = 1,5 kN Distributor valve .................
Brake rigging adjuster FR = 2 kN Brake cylinder ∅ 406 mm (16") ; x-sect. 1 295cm2
y x
Brake rigging adjuster .................

UIC Leaflet 544-1 Brake block Bg 320 mm (P10)

Screw brake Point 3
Compressed-air brake Empty Loaded
Bogie ..................
Lead of brake spindle h ...........mm Brake cylinder pressure 1,3 bar 3,8 bar Rolling circle diameter ............. mm
Force applied to wheel FK 0,50 kN Distances from ends of central brake rigging to pivot a = 500 mm b = 340 mm Braked weight
Efficiency of screw brake ηH 0,19 Total multiplication ratio i 11,76 Brake position G = P Weight braked by screw brake
Multiplication ratio iH Net force on piston Ft 15,34 kN 47,71 kN 24 t 52 t
.......... t
Total force on brake blocks Fdyn = (Ft x i - 8 FR) x η 136,46 kN 452,59 kN 44 t
Force on one brake block Fdyn / 16 8,53 kN 28,29 kN
Total force on brake blocks (UIC Leaflet 544-1) Value of coefficient k 1,740 1,126 Braking system
Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR .......... kN Calculated "passenger" braked weight Fdyn x k / 9,81 24 t 52 t suitable for
Weight on rails at changeover 44 t 80,0 t
Braked weight

............ t Weight on rails in

S traffic

Reserved for national details

130
120
120 118

110
Braked weight percentage

100
No. Date Modification Name
90
Date Name
80 Mod.
Checked
70
65 Drawn
60
55 Brake calculation Issue
50
for bogie wagons Date

30 80 100 (20,0 t axle load)

10 20 40 50 60 70 90
44 with pneumatic loaded/empty changeover
1) Delete where not applicable Weight on rails [t]

Fig. 5: four-axled wagon 20 t axleload, pneumatic - Sheet 1

87 544-1
O
Appendices

Construction dimensions Technical data

Piston stroke empty/load.1) .......... mm Vehicle tare mass 24,0 t to 26,9 t
Lead ........... mm
Brake block travel A2 .......... mm Tare weight of vehicle 235,44 kN to 263,89 kN
Dimensions x .......... mm max. mass of vehicle on rails 80 t
y .......... mm max. vehicle weight on rails 784,80 kN
Parameters to be used Number of wheelsets 4

a
840
Lead ........... mm Brake rigging efficiency η = 0,83 Air braked 4
Handbraked ................
Tooth number Z1 = .........
Tooth number Z2 = ......... A2 Opposing forces Brake .......... - GP

b
Brake rigging return spring FF = 1,5 kN Distributor valve .................
Brake rigging adjuster FR = 2 kN Brake cylinder ∅ 406 mm (16") ; x-sect. 1 295cm2
y x
Brake rigging adjuster .................

UIC Leaflet 544-1 Brake block Bg 320 mm (P10)

Screw brake Point 3
Compressed-air brake Empty Loaded
Bogie ..................
Lead of brake spindle h ...........mm Brake cylinder pressure 1,5 bar 3,8 bar Rolling circle diameter ............. mm
Force applied to wheel FK 0,50 kN Distances from ends of central brake rigging to pivot a = 500 mm b = 340 mm Braked weight
Efficiency of screw brake ηH 0,19 Total multiplication ratio i 11,76 Brake position G = P Weight braked by screw brake
Multiplication ratio iH Net force on piston Ft 17,93 kN 47,71 kN 28 t 52 t
.......... t
Total force on brake blocks Fdyn = (Ft x i - 8 FR) x η 161,75 kN 452,59 kN 44 t
Force on one brake block Fdyn / 16 10,11 kN 28,29 kN
Total force on brake blocks (UIC Leaflet 544-1) Value of coefficient k 1,675 1,126 Braking system
Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR .......... kN Calculated "passenger" braked weight Fdyn x k / 9,81 28 t 52 t suitable for
Weight on rails at changeover 44 t 80,0 t
Braked weight

............ t Weight on rails in

S traffic

Reserved for national details

130

120 117 118

110
Braked weight percentage

100
No. Date Modification Name
90
Date Name
80 Mod.
Checked
70
64 65 Drawn
60
Brake calculation Issue
50
for two-axle wagons Date

80 100
(20,0 t axle load)
10 20 30 40 44 50 60 70 90
24 with pneumatic loaded/empty changeover
1) Delete where not applicable Weight on rails [t]

Fig. 5: four-axled wagon 20 t axleload, pneumatic - Sheet 2

88 544-1
O
Appendices

Construction dimensions Technical data

Piston stroke empty/load.1) .......... mm Vehicle tare mass ≥ 27,0 t
Lead ........... mm
Brake block travel A2 .......... mm Tare weight of vehicle ≥ 264,87 kN
Dimensions x .......... mm max. mass of vehicle on rails 80 t
y .......... mm max. vehicle weight on rails 784,80 kN
Parameters to be used Number of wheelsets 4

a
840
Lead ........... mm Brake rigging efficiency η = 0,83 Air braked 4
Handbraked ................
Tooth number Z1 = .........
Tooth number Z2 = ......... A2 Opposing forces Brake .......... - GP

b
Brake rigging return spring FF = 1,5 kN Distributor valve .................
Brake rigging adjuster FR = 2 kN Brake cylinder ∅ 406 mm (16") ; x-sect. 1 295 cm2
y x
Brake rigging adjuster .................

UIC Leaflet 544-1 Brake block Bg 320 mm (P10)

Screw brake Point 3
Compressed-air brake Empty Loaded
Bogie ..................
Lead of brake spindle h ...........mm Brake cylinder pressure 1,75 bar 3,8 bar Rolling circle diameter ............. mm
Force applied to wheel FK 0,50 kN Distances from ends of central brake rigging to pivot a = 500 mm b = 340 mm Braked weight
Efficiency of screw brake ηH 0,19 Total multiplication ratio i 11,76 Brake position G = P Weight braked by screw brake
Multiplication ratio iH Net force on piston Ft 21,16 kN 47,71 kN 32 t 52 t
.......... t
Total force on brake blocks Fdyn = (Ft x i - 8 FR) x η 193,37 kN 452,59 kN 44 t
Force on one brake block Fdyn / 16 12,09 kN 28,29 kN
Total force on brake blocks (UIC Leaflet 544-1) Value of coefficient k 1,599 1,126 Braking system
Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR .......... kN Calculated "passenger" braked weight Fdyn x k / 9,81 32 t 52 t suitable for
Weight on rails at changeover 44 t 80,0 t
Braked weight

............ t Weight on rails in

in S traffic

Reserved for national details

130

120 119 118

110
Braked weight percentage

100
No. Date Modification Name
90
Date Name
80 Mod.
73
Checked
70
65 Drawn
60
Brake calculation Issue
50
for two-axle wagons Date

10 20 30 40 50 60 70 80 90 100 (20,0 t axle load)

27 44 with pneumatic loaded/empty changeover
1) Delete where not applicable Weight on rails [t]

Fig. 5: four-axled wagon 20 t axleload, pneumatic - Sheet 3

89 544-1
O
Appendices

Construction dimensions Technical data

Piston stroke empty/load.1) .......... mm Vehicle tare mass 20,0 t to 24,9 t
Lead ........... mm
Brake block travel A2 .......... mm Tare weight of vehicle 196,20 kN to 244,27 kN
Dimensions x .......... mm max. mass of vehicle on rails 90 t
y .......... mm max. vehicle weight on rails 882,90 kN
Parameters to be used Number of wheelsets 4

a
840
Lead ........... mm Brake rigging efficiency η = 0,83 Air braked 4
Handbraked ................
Tooth number Z1 = .........
Tooth number Z2 = ......... A2 Opposing forces Brake .......... - GP

b
Brake rigging return spring FF = 1,5 kN Distributor valve .................
Brake rigging adjuster FR = 2 kN Brake cylinder ∅ 406 mm (16") ; x-sect. 1 295cm2
y x
Brake rigging adjuster .................

UIC Leaflet 544-1 Brake block Bgu 2x250 mm (P10)

Screw brake Point 3
Compressed-air brake Empty Loaded
Bogie ..................
Lead of brake spindle h ...........mm Brake cylinder pressure 1,3 bar 3,8 bar Rolling circle diameter ............. mm
Force applied to wheel FK 0,50 kN Distances from ends of central brake rigging to pivot a = 515 mm b = 325 mm Braked weight
Efficiency of screw brake ηH 0,19 Total multiplication ratio i 12,68 Brake position G = P Weight braked by screw brake
Multiplication ratio iH Net force on piston Ft 15,34 kN 47,71 kN 26 t 58 t
.......... t
Total force on brake blocks Fdyn = (Ft x i - 8 FR) x η 148,07 kN 488,72 kN 48 t
Force on one brake block Fdyn / 16 9,25 kN 30,54 kN
Total force on brake blocks (UIC Leaflet 544-1) Value of coefficient k 1,728 1,171 Braking system
Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR .......... kN Calculated "passenger" braked weight Fdyn x k / 9,81 26 t 58 t suitable for
Weight on rails at changeover 48 t 90,0 t
Braked weight

............ t Weight on rails in

S traffic

Reserved for national details 130

130
121
120

110
Braked weight percentage

100
No. Date Modification Name
90
Date Name
80 Mod.
Checked
70
65 Drawn
60
54 Brake calculation Issue
50
for bogie wagons Date

10 20 30 40 50 60 70 80 90 100 (22,5 t axle load)

48 with pneumatic loaded/empty changeover
1) Delete where not applicable Weight on rails [t]

Fig. 6: four-axled wagon 22,5 t axleload, pneumatic - Sheet 1

90 544-1
O
Appendices

Construction dimensions Technical data

Piston stroke empty/load.1) .......... mm Vehicle tare mass 25,0 t to 29,9 t
Lead ........... mm
Brake block travel A2 .......... mm Tare weight of vehicle 245,25 kN to 293,22 kN
Dimensions x .......... mm max. mass of vehicle on rails 90 t
y .......... mm max. vehicle weight on rails 882,90 kN
Parameters to be used Number of wheelsets 4

a
840
Lead ........... mm Brake rigging efficiency η = 0,83 Air braked 4
Handbraked ................
Tooth number Z1 = .........
Tooth number Z2 = ......... A2 Opposing forces Brake .......... - GP

b
Brake rigging return spring FF = 1,5 kN Distributor valve .................
Brake rigging adjuster FR = 2 kN Brake cylinder ∅ 406 mm (16") ; x-sect. 1 295cm2
y x
Brake rigging adjuster .................

UIC Leaflet 544-1 Brake block Bgu 2x250 mm (P10)

Screw brake Point 3
Compressed-air brake Empty Loaded
Bogie ..................
Lead of brake spindle h ...........mm Brake cylinder pressure 1,5 bar 3,8 bar Rolling circle diameter ............. mm
Force applied to wheel FK 0,50 kN Distances from ends of central brake rigging to pivot a = 515 mm b = 325 mm Braked weight
Efficiency of screw brake ηH 0,19 Total multiplication ratio i 12,68 Brake position G = P Weight braked by screw brake
Multiplication ratio iH Net force on piston Ft 17,93 kN 47,71 kN 30 t 58 t
.......... t
Total force on brake blocks Fdyn = (Ft x i - 8 FR) x η 175,32 kN 488,72 kN 48 t
Force on one brake block Fdyn / 16 10,96 kN 30,54 kN
Total force on brake blocks (UIC Leaflet 544-1) Value of coefficient k 1,666 1,171 Braking system
Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR .......... kN Calculated "passenger" braked weight Fdyn x k / 9,81 30 t 58 t suitable for
Weight on rails at changeover 48 t 90,0 t
Braked weight

............ t Weight on rails in

S traffic

Reserved for national details

130
120 121
120

110
Braked weight percentage

100
No. Date Modification Name
90
Date Name
80 Mod.
Checked
70
63 65 Drawn
60
Brake calculation Issue
50
for bogie wagons Date

10 20 30 40 50 60 70 80 90 100 (22,5 t axle load)

25 48 with pneumatic loaded/empty changeover
1) Delete where not applicable
Weight on rails [t]

Fig. 6: four-axled wagon 22,5 t axleload, pneumatic - Sheet 2

91 544-1
O
Appendices

Construction dimensions Technical data

Piston stroke empty/load.1) .......... mm Vehicle tare mass ≥ 30,0 t
Lead ........... mm
Brake block travel A2 .......... mm Tare weight of vehicle ≥ 294,30 kN
Dimensions x .......... mm max. mass of vehicle on rails 90 t
y .......... mm max. vehicle weight on rails 882,90 kN
Parameters to be used Number of wheelsets 4

a
840
Lead ........... mm Brake rigging efficiency η = 0,83 Air braked 4
Handbraked ................
Tooth number Z1 = .........
Tooth number Z2 = ......... A2 Opposing forces Brake .......... - GP

b
Brake rigging return spring FF = 1,5 kN Distributor valve .................
Brake rigging adjuster FR = 2 kN Brake cylinder ∅ 406 mm (16") ; x-sect. 1 295 cm2
y x
Brake rigging adjuster .................

UIC Leaflet 544-1 Brake block Bgu 2x250 mm (P10)

Screw brake Point 3
Compressed-air brake Empty Loaded
Bogie ..................
Lead of brake spindle h ...........mm Brake cylinder pressure 1,75 bar 3,8 bar Rolling circle diameter ............. mm
Force applied to wheel FK 0,50 kN Distances from ends of central brake rigging to pivot a = 515 mm b = 325 mm Braked weight
Efficiency of screw brake ηH 0,19 Total multiplication ratio i 12,68 Brake position G = P Weight braked by screw brake
Multiplication ratio iH Net force on piston Ft 21,16 kN 47,71 kN 34 t 58 t
.......... t
Total force on brake blocks Fdyn = (Ft x i - 8 FR) x η 209,39 kN 488,72 kN 48 t
Force on one brake block Fdyn / 16 13,09 kN 30,54 kN
Total force on brake blocks (UIC Leaflet 544-1) Value of coefficient k 1,593 1,171 Braking system
Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR .......... kN Calculated "passenger" braked weight Fdyn x k / 9,81 32 t 58 t suitable for
Weight on rails at changeover 48 t 90,0 t
Braked weight

............ t Weight on rails in

S traffic

Reserved for national details

130
121
120
113
110
Braked weight percentage

100
No. Date Modification Name
90
Date Name
80 Mod.

70 71 Checked
65 Drawn
60
Brake calculation Issue
50
for bogie wagons Date

10 20 30 40 50 60 70 80 90 100 (22,5 t axle load)

48 with pneumatic loaded/empty changeover
1) Delete where not applicable Weight on rails [t]

Fig. 6: four-axled wagon 22,5 t axleload, pneumatic - Sheet 3

92 544-1
O
Appendices

Construction dimensions Technical data

Piston stroke empty/load.1) .......... mm Vehicle tare mass ............... t
Brake block travel A2 .......... mm Tare weight of vehicle ............... kN
Dimensions x .......... mm max. mass of vehicle on rails ............... t
y .......... mm max. vehicle weight on rails ............... kN
Unsprung mass ............... t
Unsprung weight ............... kN
Lead ........... mm

700
Parameters to be used Number of wheelsets 2
Tooth number Z1 = ......... Brake rigging efficiency η = 0,83 Air braked 2
Tooth number Z2 = ......... Handbraked ...............
A2

b
Opposing forces Brake .......... - GP - A
Brake rigging return spring FF = 1,5 kN Distributor valve .................
Load-proportional valve .................
y x
Brake rigging adjuster FR = 2 kN Load-braking valve .................
Brake cylinder ∅ ......mm (...") ; x-sect. ..... cm2
Brake rigging adjuster .................
UIC Leaflet 544-1 Brake block Bg-Bgu ............... mm
Screw brake Point 3
Compressed-air brake
Vehicle Bogie ...............
Lead of brake spindle h ..........mm tare mass Rolling circle diameter ............... mm
Force applied to wheel FK 0,50 kN Wagon mass ............ 20 25 29 30 35 40 45 t Weight braked
Efficiency of screw brake ηH 0,19 Pressure T at load-proportional valve ............ ........ ........ ........ ........ ........ ........ ........ bar by air brake
Multiplication ratio iH .......... Brake cylinder pressure C ............ ........ ........ ........ ........ ........ ........ ........ bar
Distances from ends of central brake rigging to pivot a/b a = ............... mm b = ............... mm ........ - GP - A
Total multiplication ratio i i = ............... mm MAX: .... t
Total force on brake blocks (UIC Leaflet 544-1) Net force on piston Ft ............ ........ ........ ........ ........ ........ ........ ........ kN
Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR .......... kN Total force on brake blocks Fdyn = (Ft x i - 4 FR) x η ............ ........ ........ ........ ........ ........ ........ ........ kN Weight braked
Force on one brake block Fdyn / 8 ............ ........ ........ ........ ........ ........ ........ ........ kN by screw brake
Braked weight
Value of coefficient k ............ ........ ........ ........ ........ ........ ........ ........
............ t
............ t Calculated "passenger" braked weight Fdyn x k / 9,81 ............ ........ ........ ........ ........ ........ ........ ........ t
Braked weight percentage λ ............ ........ ........ ........ ........ ........ ........ ........ % Braking system suitable
for .................. t
Weight on
Reserved for national details rails in S traffic
130
120
110
Braked weight percentage

100
90
No. Date Modification Name
80
Date Name
70 Mod.
60 Checked
Drawn
50
Brake calculation Issue

5 10 15 20 25 30 35 40 45 for two-axle wagons Date

29 with self-adjusting load-proportional
Weight on rails [t] brake in S trafic
1) Delete where not applicable

Fig. 7: two-axled wagon with AL/S (formerly SS/S)

93 544-1
O
Appendices

Construction dimensions Technical data

Piston stroke empty/load.1) .......... mm Vehicle tare mass ............... t
Brake block travel A2 .......... mm Tare weight of vehicle ............... kN
Dimensions x .......... mm max. mass of vehicle on rails ............... t
y .......... mm max. vehicle weight on rails ............... kN
Unsprung mass ............... t
Unsprung weight ............... kN
Lead ........... mm

700
Parameters to be used Number of wheelsets 2
Tooth number Z1 = ......... Brake rigging efficiency η = 0,83 Air braked 2
Tooth number Z2 = ......... Handbraked ...............
A2

b
Opposing forces Brake .......... - GP - A
Brake rigging return spring FF = 1,5 kN Distributor valve .................
Load-proportional valve .................
y x
Brake rigging adjuster FR = 2 kN Load-braking valve .................
Brake cylinder ∅ ......mm (...") ; x-sect. ..... cm2
Brake rigging adjuster .................
UIC Leaflet 544-1 Brake block Bg-Bgu ............... mm
Screw brake Point 3
Compressed-air brake
Vehicle Bogie ...............
Lead of brake spindle h ..........mm tare mass Rolling circle diameter ............... mm
Force applied to wheel FK 0,50 kN Wagon mass ............ 20 25 30 35 36 40 45 t Weight braked
Efficiency of screw brake ηH 0,19 Pressure T at load-proportional valve ............ ........ ........ ........ ........ ........ ........ ........ bar by air brake
Multiplication ratio iH .......... Brake cylinder pressure C ............ ........ ........ ........ ........ ........ ........ ........ bar
Distances from ends of central brake rigging to pivot a/b a = ............... mm b = ............... mm ........ - GP - A
Total multiplication ratio i i = ............... mm MAX: .... t
Total force on brake blocks (UIC Leaflet 544-1) Net force on piston Ft ............ ........ ........ ........ ........ ........ ........ ........ kN
Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR .......... kN Total force on brake blocks Fdyn = (Ft x i - 4 FR) x η ............ ........ ........ ........ ........ ........ ........ ........ kN Weight braked
Force on one brake block Fdyn / 8 ............ ........ ........ ........ ........ ........ ........ ........ kN by screw brake
Braked weight
Value of coefficient k ............ ........ ........ ........ ........ ........ ........ ........
............ t
............ t Calculated "passenger" braked weight Fdyn x k / 9,81 ............ ........ ........ ........ ........ ........ ........ ........ t
Braked weight percentage λ ............ ........ ........ ........ ........ ........ ........ ........ % Braking system suitable
for .................. t
Weight on
Reserved for national details 130
rails in SS traffic

120
110
Braked weight percentage

100
90
No. Date Modification Name
80
Date Name
70 Mod.
60 Checked
Drawn
50
Brake calculation Issue

5 10 15 20 25 30 35 40 45 for two-axle wagons Date

36 with self-adjusting load-proportional
Weight on rails [t] brake in SS trafic
1) Delete where not applicable

Fig. 8: two-axled wagon with SS brake

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Appendices

Construction dimensions Technical data

Piston stroke empty/load.1) .......... mm Vehicle tare mass ............... t
Brake block travel A2 .......... mm Tare weight of vehicle ............... kN
Dimensions x .......... mm max. mass of vehicle on rails ............... t
y .......... mm max. vehicle weight on rails ............... kN
Unsprung mass ............... t
Unsprung weight ............... kN

840
Lead ........... mm Parameters to be used Number of wheelsets 4
Tooth number Z1 = ......... Brake rigging efficiency η = 0,83 Air braked 4
Tooth number Z2 = ......... Handbraked ...............
A2

b
Opposing forces Brake .......... - GP - A
Brake rigging return spring FF = 1,5 kN Distributor valve .................
y x Load-proportional valve .................
Brake rigging adjuster FR = 2 kN Load-braking valve .................
Brake cylinder ∅ ......mm (...") ; x-sect. ..... cm2
Brake rigging adjuster .................
UIC Leaflet 544-1 Brake block Bg-Bgu ............... mm
Screw brake Point 3
Compressed-air brake
Vehicle Bogie ...............
Lead of brake spindle h ..........mm tare mass Rolling circle diameter ............... mm
Force applied to wheel FK 0,50 kN Wagon mass ............ 30 40 50 58 60 70 80 90 t Weight braked
Efficiency of screw brake ηH 0,19 Pressure T at load-proportional valve ............ ........ ........ ........ ........ ........ ........ ........ bar by air brake
Multiplication ratio iH .......... Brake cylinder pressure C ............ ........ ........ ........ ........ ........ ........ ........ bar
Distances from ends of central brake rigging to pivot a/b a = ............... mm b = ............... mm ........ - GP - A
Total multiplication ratio i i = ............... mm MAX: .... t
Total force on brake blocks (UIC Leaflet 544-1) Net force on piston Ft ............ ........ ........ ........ ........ ........ ........ ........ ........ kN
Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR .......... kN Total force on brake blocks Fdyn = (Ft x i - 8 FR) x η ............ ........ ........ ........ ........ ........ ........ ........ ........ kN Weight braked
Force on one brake block Fdyn / 16 ............ ........ ........ ........ ........ ........ ........ ........ ........ kN by screw brake
Braked weight
Value of coefficient k ............ ........ ........ ........ ........ ........ ........ ........ ........
............ t
............ t Calculated "passenger" braked weight Fdyn x k / 9,81 ............ ........ ........ ........ ........ ........ ........ ........ ........ t
Braked weight percentage λ ............ ........ ........ ........ ........ ........ ........ ........ ........ % Braking system suitable
for .................. t
Weight on
Reserved for national details rails in S traffic
130
120
110
Braked weight percentage

100
90
No. Date Modification Name
80
Date Name
70 Mod.

60 Checked
Drawn
50
Brake calculation Issue

30 40 50 60 80 90
for bogie wagons Date
10 20 70
58 with self-adjusting load-proportional
Weight on rails [t] brake in S trafic
1) Delete where not applicable

Fig. 9: four-axled wagon with AL/S (formerly SS/S)

95 544-1
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Appendices

Construction dimensions Technical data

Piston stroke empty/load.1) .......... mm Vehicle tare mass ............... t
Brake block travel A2 .......... mm Tare weight of vehicle ............... kN
Lead ........... mm
Dimensions x .......... mm max. mass of vehicle on rails ............... t
y .......... mm max. vehicle weight on rails ............... kN
Unsprung mass ............... t
Unsprung weight ............... kN
Parameters to be used Number of wheelsets 4

a
Lead ........... mm

840
Brake rigging efficiency η = 0,83 Air braked 4
Tooth number Z1 = ......... Handbraked ...............
Tooth number Z2 = .........
A2 Opposing forces Brake .......... - GP - A

b
Brake rigging return spring FF = 1,5 kN Distributor valve .................
Load-proportional valve .................
y
Brake rigging adjuster FR = 2 kN Load-braking valve .................
Brake cylinder ∅ ......mm (...") ; x-sect. ..... cm2
Brake rigging adjuster .................
UIC Leaflet 544-1 Brake block Bg-Bgu ............... mm
Screw brake Point 3
Compressed-air brake
Vehicle Bogie ...............
Lead of brake spindle h ..........mm tare mass Rolling circle diameter ............... mm
Force applied to wheel FK 0,50 kN Wagon mass ............ 30 40 50 60 70 72 80 90 t Weight braked
Efficiency of screw brake ηH 0,19 Pressure T at load-proportional valve ............ ........ ........ ........ ........ ........ ........ ........ bar by air brake
Multiplication ratio iH .......... Brake cylinder pressure C ............ ........ ........ ........ ........ ........ ........ ........ bar
Distances from ends of central brake rigging to pivot a/b a = ............... mm b = ............... mm ........ - GP - A
Total multiplication ratio i i = ............... mm MAX: .... t
Total force on brake blocks (UIC Leaflet 544-1) Net force on piston Ft ............ ........ ........ ........ ........ ........ ........ ........ ........ kN
Fb= FK x iH x ηH - FF x ip x ηp-FR x iR x ηR .......... kN Total force on brake blocks Fdyn = 2 x (Ft x i - 4 FR) x η ............ ........ ........ ........ ........ ........ ........ ........ ........ kN Weight braked
Force on one brake block Fdyn / 16 ............ ........ ........ ........ ........ ........ ........ ........ ........ kN by screw brake
Braked weight
Value of coefficient k ............ ........ ........ ........ ........ ........ ........ ........ ........
............ t
............ t Calculated "passenger" braked weight Fdyn x k / 9,81 ............ ........ ........ ........ ........ ........ ........ ........ ........ t
Braked weight percentage λ ............ ........ ........ ........ ........ ........ ........ ........ ........ % Braking system suitable
for .................. t
Weight on
Reserved for national details 130 rails in SS traffic
120
110
Braked weight percentage

100
90
80 No. Date Modification Name
Date Name
70
Mod.
60 Checked
Drawn
50
Brake calculation Issue

10 20 30 40 50 60 70 80 90 for bogie wagons Date

1) Delete where not applicable 72 with self-adjusting load-proportional
Weight on rails [t]
brake in SS trafic

Fig. 10: four-axled wagon with SS brake

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Appendices

Appendix P - Sample brake calculations for passenger coaches

Figure Designation Sheet

1 Block-braked coaches with self-adjusting load-proportional brake 1

2 Disc-braked coaches with Mg brake 1

3 Disc-braked coaches without Mg brake 1

4 Disc-braked coaches with self-adjusting load-proportional brake 1

97 544-1
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Appendices

Vehicle characteristics Brake diagram Brake components

Brake rigging Control equipment
Vehicle weights (definitions, calculations) and justification from the
Piston stroke Distributor
point of view of braking technology for the braking power supplied
(P setting) Load proportional value +
by the continuous brake as specified in DIN 25008
z= H= mm Mean value
Maximum speed vmax = km/h for pC = bar Wheel slide protection device
Tare 1) mE = t y Brake cylinders (number x size)
Total weight (mE + mp) mG = t Play in the brake rigging Type of brake-rigging adjustor
DIN 263 thread
Maximum weight from the point of view Return force
of the braking technology mBH = t a Type of bogie
z=
Number of seats NSipl = - c Assembly dimensions Cast iron block
AStpl = z
Area for standing passengers m2 Number per coach
Calculation of the maximum weight from the point of view b Dimension
of braking technology Rubbing surface
mBH = mE + (NSipl + AStpl x PStpl) x P’ A2 Material
with Dimensions of the levers Mean coefficient of friction when stationary
PStpl = Mean density of the standing places (P/m2) = (block brakes) µKo=
P’ = Characteristic weight per person (kg/person) =
Mean efficiency of the compressed air brake ηD=
Mean efficiency of the handbrake ηH =
Block brakes Handbrake
Brake setting P G Force on the handwheel (UIC Leaflet 543) kH = 0,5 kN
Load condition Empty (mE) Partly loaded(mG) Loaded (t) Loaded (mBH) Empty (mE) Partly loaded(mG) Loaded (mBH) Screw brake DIN 263
Control pressure pTm bar Multiplication iH =
Pressure in the brake cylinder pC bar
Effective force on the piston FC kN Total force on the blocks FH = kN
Multiplication/bogie i K = a / b x nK / 4 - Certain to hold mE = t r
R
s = F H × ------------------ × µ B ⁄ ( m E × g × 0,035 ) =
Total application force on the blocks FK = 2 x FC x iK x ηD - FGeg x nK/2 kN on a slope of 35‰ r
Lmax
Application force per block FKE = FK / nK kN Handbraked weight B H = FH / g =t
Specific pressure per block pKE = FKE / AK N/mm 2 Details of other brake equipment
Braking coefficient k= γ= -
Braked weight (B) t Brake inscription on coach
Tare + loads λ λ λ λ λ2) inscription mE inscription mG
t t t KE - GP - A For driving trailer: KE - GP - A mZ
t t t 2)
Percentage of the braked weight λ
t t t P t mE t mG t
t t t Seats
G t End with handbrake
that only acts on one bogie

Pressure conditions for self-adjusting load-proportional braking Remarks

Approved :
1)
place, date
PC, PT Suitable charcteristic value Including the loads specified in DIN 25008
[bar] of a secondary spring
Applicable to: Owner
2)
PC c= N/mm Tare weight mE and adequate total weight mp Condition
are inscribed in the inscription panel Date
Date Name Brake calculation
Prepared by
PT Block-braked coaches
Checked by
Sign.
with self-adjusting load-proportional brake
Elastic stroke of the load-proportional value [mm]
0

0 Load [t]
Origin Replaces Superseded by
mE mG mBH

Fig. 1: Block-braked coaches with self-adjusting load-proportional brake

98 544-1
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Appendices

Vehicle characteristics Brake diagram Brake components

Brake rigging Control equipment
Vehicle weights (definitions, calculations) and justification from the Efficiencies Distributor
point of view of braking technology for the braking power supplied z1 =
z2 = Compressed air brake ηD = Pressure exchanger
by the continuous brake as specified in DIN 25008
Brake accelerator
d c Handbrake ηH =
Maximum speed vmax = km/h Pneumatic relay Mg brake
Tare 1) mE = t Dimensions of the levers Wheel-slide protection device
Total weight (mE + mp) mG = t DIN 263 thread a= mm Type of bogie
Maximum weight from the point of view b= mm Type of brake discs
of the braking technology mBH = t c= mm Brake cylinder (number x dimension)
only the end
Number of seats NSipl = - d= mm Return force Fant = kN
with the handbrake
Area for standing passengers AStpl = m2 is shown em brake Brake disc (number/axle)
Calculation of the maximum weight from the point of view Type Knorr/BSI Radius of wheel rL = mm
of braking technology articulated slides 4xDDGL100 Mean radius of wheel rLm = mm
mBH = mE + (NSipl + AStpl x PStpl) x P’ Pneumatic control: Diameter of brake disc = mm
with KZ-ME3 Rubbing radius rR = mm
Rubbing surface of the pad (as spec. in UIC
PStpl = Mean density of the standing places (P/m2) = Total theoretical adhesion kN
a b Leaflet 541-3) AR = cm2
P’ = Characteristic weight per person (kg/person) = Braked weight t Rubbing material (as spec. in UIC Leaflet 541-3)
with DB authorisation (SAP 252223 or 252225)
Disc brakes Handbrake
Brake setting R / R red P G Force on the handwheel (UIC Leaflet 543) kH = kN
Load condition Empty(mE) part.loaded (mG) Loaded (t) Loaded (mBH) Empty (mE) part.loaded (mG) Loaded (t) Loaded (mBH) Empty (mE) part.loaded (mG) Loaded (t) Screw brake DIN 263
Control pressure pTm bar Multiplication iH =
Pressure in the brake cylinder pC bar
Effective force on the piston FC kN Total force on the blocks FH = kN
Multiplication unit of disc braking iD = (a+b) / b x c / d x 4 - rR
Certain to hold mE = t s = F H × ------------------ × µ ⁄ ( m × g × 0,035 ) =
rLmax B E
Total force applied on pads F D = F C x i D x 4 x ηD kN on a slope of 35‰
Force applied per pad FDE = FD / 16 kN Handbraked weight B H = FH / g t
Specific pressure per pad pDE = FDE / 2 x AK 2
N/mm
Details of other brake equipment
Rate of braking for irLm = mm abr = FDxrRx100/(GxrLm x g) %
Braked weight (B) t λ λ λ λ λ λ λ λ λ mE mp Brake inscription on coach
Tare + loads
t mP t
2)
mE t
Percentage of the braked weight λ t R KE - GPR - Mg D
Seats
t R t P t
Mg brake R + Mg red
R t * G t t
t
Percentage braked weight λ t R+Mg t * * - Figures in "red"
(as per inscription)
t

Values calculated Remarks

Percentage braked weight from the braked weights inscribed Approved :
λ [%] 1) place, date
Including the loads specified in DIN 25008
G
2)
Applicable to: Owner
P Tare weight mE and adequate total weight mp Condition
are inscribed in the inscription panel Date
R
98
Date Name Brake calculation
R * Prepared by
Disc-braked
R+Mg Checked by coaches with Mg brake
B x 100 Sign.
λ=
G

G [t]

Fig. 2: Disc-braked coaches with Mg brake

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Appendices

Vehicle characteristics Brake diagram Brake components

Brake rigging Control equipment
Vehicle weights (definitions, calculations) and justification from the Efficiencies Distributor
point of view of braking technology for the braking power supplied z1 =
z2 = Compressed air brake ηD = Pressure exchanger
by the continuous brake as specified in DIN 25008
Brake accelerator
d c Handbrake ηH =
Maximum speed vmax = km/h Pneumatic relay Mg brake
Tare 1) mE = t Dimensions of the levers Wheel slide protection device
Total weight (mE + mp) mG = t DIN 263 thread a= mm Type of bogie
Maximum weight from the point of view b= mm Type of brake discs
of the braking technology mBH = t only the end c= mm Brake cylinder (number x dimension)
Number of seats NSipl = - with the handbrake d= mm Return force Fant = kN
l
Area for standing passengers AStpl = m2
is shown Brake disc (number/axle)
Calculation of the maximum weight from the point of view Radius of wheel rL = mm
of braking technology Mean radius of wheel rLm = mm
mBH = mE + (NSipl + AStpl x PStpl) x P’ Diameter of brake disc = mm
with Rubbing radius rR = mm
Rubbing surface of the pad (as spec. in UIC
PStpl = Mean density of the standing places (P/m2) = a b Leaflet 541-3) AR = cm2
P’ = Characteristic weight per person (kg/person) = Rubbing material (as spec. in UIC Leaflet 541-3)
with DB authorisation (SAP 252223 or 252225)
Disc brakes Handbrake
Brake setting R / R red P G Force on the handwheel (UIC Leaflet 543) kH = kN
Load condition Empty(mE) part.loaded (mG) Loaded (t) Loaded (mBH) Empty(mE) part.loaded (mG) Loaded (t) Loaded (mBH) Empty(mE) part.loaded (mG) Loaded (t) Screw brake DIN 263
Control pressure pTm bar Multiplication iH =
Pressure in the brake cylinder pC bar
Effective force on the piston FC kN Total force on the blocks FH = kN
Multiplication unit of disc braking iD = (a+b) / b x c / d x 4 - Certain to hold mE = t r
R
s = F × ------------------ × µ ⁄ ( m × g × 0,035 )
H r B E
=
Total force applied on pads FD = FC x iD x 4 x ηD kN on a slope of 35‰ Lmax
Force applied per pad FDE = FD / 16 kN Handbraked weight BH = FH / g t
Specific pressure per pad pDE = FDE / 2 x AK N/mm2
Details of other brake equipment
Rate of braking for rLm = mm abr=FDxrRx100/(GxrLm x g) %
Braked weight (B) t Brake inscription on coach
Tare + loads λ λ λ λ λ λ λ λ λ mE mp
t mP t
2)
mE t
t R KE - GPR - Mg D
Seats
t
Percentage of the braked weight λ t R t P t
t
t R t * G t t
t
* - Figures in "red"

Remarks
Percentage λ [%] Values calculated Approved :
braked weight from the braked weights inscribed place, date
1)
Including the loads specified in DIN 25008
G
Applicable to: Owner
2) Condition
P Tare weight mE and adequate total weight mp
Date
R are inscribed in the inscription panel
Date Name Brake calculation
Prepared by
Disc-braked coaches
R* Checked by
Sign.
without Mg brake

B x 100
λ=
G

G [t] Origin Replaces Superseded by

Fig. 3: Disc-braked coaches without Mg brake

100 544-1
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Appendices

Vehicle characteristics Brake diagram Brake components

Brake rigging Control equipment
Vehicle weights (definitions, calculations) and justification from the
Piston stroke Distributor
point of view of braking technology for the braking power supplied
by the continuous brake as specified in DIN 25008
z1= = H= mm Pressure exchanger
z2 = for Pc = bar Brake accelerator
Maximum speed vmax = km/h Din 263 thread Setting of the type 2 self-adjusting relay C = bar
Tare 1) mE = t (RLV 2) for Cv = 3,00/3,80 bar T = bar
Total weight (mE + mp) mG = t Load regulator + mean valve pressure
Maximum weight from the point of view
mBH = Wheel slide protection device
of the braking technology t
Number of seats NSipl = - Type of bogie
AStpl =
Only the end
Area for standing passengers m2 a Brake cylinder (number x dimension)
b with the handbrake
Calculation of the maximum weight from the point of view Return force Fant = kN
is shown
of braking technology turnbuckle Dimensions of the levers Brake disc (number/axle)
mBH = mE + (NSipl + AStpl x PStpl) x P’ flex ball a= mm Radius of wheel rL = mm
with cables b= mm Diameter of brake disc dBr = mm
PStpl = Mean density of the standing places (P/m2) = c= mm Rubbing radius rR = mm
P’ = Characteristic weight per person (kg/person) = c d d= mm Rubbing area of the pad AR = cm2
Curve of the coefficient of friction of the brake as specified in UIC
pads Leaflet 541-3
Mean efficiency of the compressed air brake ηD =
Mean efficiency of the handbrake ηH =
Disc brakes Handbrake
Brake setting R / R red P G Force on hand wheel (UIC Leaflet 543) kH = 0,5 kN
Load condition Empty(mE) part.loaded (mG) Loaded (t) Loaded (mBH) Empty(mE) part.loaded(mG) Loaded (t) Loaded (mBH) Empty(mE) part.loaded(mG) Loaded (t) Screw brake DIN 263
Control pressure pTm bar Multiplication iH =
Pressure in the brake cylinder pC bar Total force on pads FH = KH x iH x ηH - Fant x iD x2 kN
Effective force on the piston FC kN rR
Certain to hold mE = t
Multiplication unit of disc braking iD = (a+b) / b x c / d x 4 - s = F × ------------------ × µ ⁄ ( m × g × 0,035 )
H r B E
=
on a slope of 35‰ Lmax
Total force applied on pads FD = FC x iD x 4 x ηD kN
Force applied per pad FDE = FD / 16 kN Hand-braked weight B H = FH / g t
Specific pressure per pad pDE = FDE / 2 x AK N/mm2 Details of other brake equipment
Rate of braking for rLm = mm abr=FDxrRx100/(GxrLm x g) %
Braked weight (B) t Brake inscription on coach
Tare + loads λ λ λ λ λ λ λ λ λ mE mp
t for
t R KE - GPR - A D driving trailer: R KE - GPR - A mZ D
t
Percentage of the braked weight λ t R t P t 2)
mE t mP t
t t
t * G t Seats
t R

* - Figures in "red"

Pressure condition for self-adjusting load-proportional braking Remarks

PC , PT
Approved :
Suitable characteristic value of place, date
[bar] 1)
secondary spring Including the loads specified in DIN 25008
PC, R Applicable to: Owner
c= N/mm 2) Condition
Tare weight mE and adequate total weight mp
Date
are inscribed in the inscription panel Date Name Brake calculation
PT Prepared by
PC, P, G Disc-braked coaches with self-adjusting
Checked by
Sign.
load-proportional brake

0
Elastic stroke of the load-proportional value [mm]

0 Origin Replaces Superseded by

mE mP mH Load [t]

Fig. 4: Disc-braked coaches with self-adjusting load-proportional brake

101 544-1
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Appendices

Appendix Q - Abbreviations

a0 ; a1 ; a2 ; a3 dimensionless constants for calculation of the "k" values [-]

a bi ; a b1 ; constant deceleration applicable between the speed ranges v i and [m/s2]
a b2 ; a b3 vi + 1 ; v0 – V1 ; v 1 – v2 ; v 2 – v3
a bj calculated deceleration [m/s2]
ai deceleration at time "i" [m/s2]
aj average deceleration [m/s2]
a jn deceleration corresponding to the speed stage v j , in test "n" [m/s2]
am mean deceleration [m/s2]
a mi mean deceleration in speed range v i – v i + 1
a max maximum instantaneous deceleration [m/s2]
a min minimum instantaneous deceleration [m/s2]
AL self-adjusting load-proportional brake
B braked weight [t]
Bz braked weight of the train [t]
B ep braked weight obtained with the ep brake [t]
Bg brake block type Bg (single block)
Bgu brake block type Bgu (double brake block)
Bh braked weight of the handbrake [t]
B corr corrected braked weight per block [t]
B corrtr corrected braked weight of train [t]
B test mean braked weight per block in the test [t]
B R braked weight in brake position R [t]
B Sbb braked weight obtained with active brake accelerators [t]
B wag corr corrected braked weight of the vehicle [t]
B new braked weight, determined according to UIC Leaflet 544-1, [t]
4th edition
B old braked weight, determined according to UIC Leaflet 544-1, [t]
3rd edition, chapter IV
D constant for calculating the λ values [-]
C constant for calculating the λ values [-]
dm diameter of semi-worn wheel [mm]
d ver mean wheel radius of the test vehicle [mm]

102 544-1
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Appendices

ep-Bremse electropneumatic brake

Fb calculated total brake block or brake pad force of the handbrake [kN]
on the rig
F bR calculated total brake block or disc calliper force of the air brake [kN]
allowing for η dyn
Fc brake force at the wheel rim [kN]
F ci brake force applied in calculation step "i" [kN]
F dyn force per brake block taking account of efficiency η dyn [kN]
F dyn test dynamic brake force per brake insert holder in the test [kN]
F dyn corr corrected dynamic brake force per brake insert holder [kN]
FF force in the brake gear return spring (generally 1,5 kN) [kN]
Fi brake force of all adhesion-dependent brakes for calculation step or [kN]
deceleration step "i"
F icorr corrected brake force [kN]
Fk force on the hand wheel or handle (0,5 kN) [kN]
F corr corrected brake force [kN]
F mi mean brake force in calculation section "i" [kN]
FR counterforce in the brake rod adjuster (generally : F R = 2 kN) [kN]
F sp turning force of the spring-loaded brake unit in the brake cylinder at [kN]
the cylinder exit when the "spring-loaded brake is applied"
Ft effective force of the brake cylinder (allowing for the return forces of [kN]
brake cylinder and brake rigging)
F test mean brake force in the test [kN]
G brake setting of the slow-acting brake (freight train)
g acceleration due to gravity [9,81 m/s2]
h thread pitch of the screw-brake spindle [mm]
hs correlation factor for pre-determining the braked weight of a disc [-]
brake
i mark of speed sections [-]
im mean gradient over s jmeas of the test track with plus sign for rising [‰]
gradients and minus sign for falling gradients
i ms gradient [‰]
i* multiplication ratio behind the brake rigging, normally [-]
i* = 4 for two-axled wagons
i* = 8 for four-axled wagons
iG total multiplication ratio of the brake rigging [-]

103 544-1
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Appendices

iH total multiplication ratio of the screw brake [-]

ip multiplication ratio of the compressed-air brake [-]
iR multiplication ratio behind the brake rod adjuster; generally [-]
i R = twice the number of axles braked with the screw brake
i sp multiplication ratio between the brake cylinder with spring-loaded [-]
brake and the brake blocks or pads
k assessment factor for determining the braked weight [-]
k Bg assessment factor for determining the braked weight on vehicles [-]
with brake blocks type Bg
k Bgu assessment factor for determining the braked weight on vehicles [-]
with brake blocks type Bgu
kd correlation factor [-]
kv factor for correcting the brake force [-]
k h ; k hi correction factor for brake force due to the effect of humidity [-]
kw factor for correcting the brake force due to the reduction in adhesion [-]
m mass of the test train or test vehicle [t]
mz mass of the train [t]
me equivalent mass of the vehicle (including rotating masses) [t]
Mg abbreviation for magnetic rail brake
mr equivalent mass of rotating parts [-]
n Fed number of brake cylinders with spring-loaded brake [-]
ns number of braked units (disc brake) [-]
n number of tests [-]
P brake position of rapid-acting brake (passenger train)
P+E brake position P + electrodynamic brake
P+H brake position P + hydrodynamic brake
P+Mg brake position P + magnetic rail brake
P10 material designation of the cast-iron block with a 1% phosphorus [-]
content
<R> train position of quick-acting brake without brake accelerators
R train position of quick-acting brake with brake accelerators
R+E brake position R + electrodynamic brake
R+H brake position R + hydrodynamic brake

104 544-1
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Appendices

R+Mg brake position R + magnetic rail brake

rh radius of semi-worn wheel [mm]
rm mean braking radius on the brake disc [mm]
rr radius of wheels in new condition [mm]
RSL axleload [t]
S abbreviation for a system of operating in which a vehicle suitable for
use in S service is properly braked in all load cases up to 100 km/h
in accordance with the provisions of UIC Leaflet 543 and UIC
Leaflet 541-04
(s) mean braking distance [m]
s total braking distance (up to v = 0) [m]
s1 ; s2 ; s3 braking distances achieved between speeds v 0 and v 1 ; v 1 and v 2 [m]
or v 2 and 0
Sbb abbreviation for brake accelerator
se braking distance differing most from the mean braking distance [m]
s ek braking distance covered during the brake application time [m]
si corrected braking distance measured in test "i" [m]
sj mean braking distance in a speed interval [m]
s jcorr corrected braking distance corresponding to the nominal speed in [m]
test "j"
S jmeas braking distance measured in test "j" [m]
( s ) corr corrected mean braking distance [m]
s w1 ; s w2 ; s wi braking distance section in wet condition [m]
s t1 ; s t2 ; s ti braking distance section in dry condition [m]
sp distance covered between v p and v 1 [m]
S vjn braking distance covered in test "n" [m]
∆s i braking distance covered in the interval ∆t [m]
SS abbreviation for a system of operating in which a vehicle suitable for
use in SS service is properly braked in all load cases up to
120 km/h in accordance with the provisions of UIC Leaflet 543
and UIC Leaflet 541-04
te equivalent brake application time [s]
tf measured mean brake cylinder filling time [s]
f0 lost time between the time the braking order is given and the start of [s]
the increase in brake force
t on lost time in measurement "n" [s]

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Appendices

ts brake application time, measured from 0 to 95% of the fully [s]

developed decelerating force
t sn brake application time in measurement "n" [s]
∆t time interval for the calculation ( ∆t ≤ 1s ) [s]
v speed [km/h]
vi ; v1 ; v2 speed at the start of the interval ∆t i ; ∆t 1 ; ∆t 2 [km/h; m/s]
v i+1 speed at the end of the interval ∆t [km/h; m/s]
v i-1 speed before the calculation section "i" [km/h; m/s]
v 0nom ; v jnom nominal speed of test "0" or "j" [km/h; m/s]
vj speed in step "j" for determining the mean test [m/s]
v jmeas speed measured in test "j" [km/h; m/s]
v max maximum speed [km/h]
vn speed levels in brake tests [km/h]
∆v speed range [km/h]
∆v i speed interval in test "i" [km/h]
v mi mean speed in interval ∆t [km/h; m/s]
v0 initial braking speed [km/h; m/s]
vp lowest speed of v p value determined [m/s]
v pf speed determined in test "f" [m/s]
wi resistance to forward movement at time "i" [kN]
Wm mean resistance to forward motion [kN]
wm specific resistance to forward motion [kN]
β conversion factor for braked weight to be painted on vehicle: old-new
λ braked weight percentage [%]
λ 100 ; λ 120 ; braked weight percentage for speeds of 100 km/h; 120 km/h; [%]
λ 140 ; λ 160 140 km/h; 160 km/h
λ test braked weight percentage determined in test [%]
λ marked λ value used for determining the braked weight to be painted on the [%]
vehicle
λ calculated calculated braked weight percentage [%]
κ kappa (the correction factor in respect of train length) [-]
ρ coefficient of inertia of rotating masses [-]
σn standard deviation in the test [m]

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Appendices

ΣF i sum of the deceleration forces of all brakes at time "i" [kN]

ΣF dyn sum of all block forces (pad forces) during the run [kN]
τ adhesion [-]
τi adhesion between wheel and rail at time "i" [-]
τ 120 ; τ 140 ; τ 160 required adhesion at speeds of 120 km/h; 140 km/h; 160 km/h [-]
τ wheel/rail adhesion between wheel and rail [-]

µ1 coefficient of friction at 50 km/h for a given material: [-]

for cast-iron blocks 0,19

composition blocks 0,20
sintered blocks 0,20
composition pads 0,35
sintered pads 0,30
µm mean coefficient of friction of brake pads [-]
µ m – act coefficient of friction determined in rig tests [-]
µ m – nom nominal coefficient of friction [-]
µ os coefficient of friction of brake pad/disc when stationary µ os = 0,35 [-]
for composition materials and sintered materials
(see UIC Leaflet 541-3)
µ stat coefficient of friction at 0 km/h, for a given material [-]
for cast-iron blocks 0,35
K blocks 0,20
sintered blocks 0,20
LL blocks 0,17
sintered pads 0,30
composition pads 0,35
η dyn mean efficiency of brake rigging between two maintenance [-]
inspections (max: 0,91; for standard rigging: 0,83)
η dyn test dynamic efficiency of brake rigging in the tests [-]
η stat test static efficiency of brake rigging in the tests [-]
η fi factor representing the static transmission of forces between the [-]
brake cylinder with spring-loaded brake and the brake blocks or
callipers
η fi = 1 where the spring-loaded brake acts direct on the brake
blocks
η fi = 0,9 where the spring-loaded brake acts via the rigging on a
disc

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Appendices

ηH factor corresponding to the static efficiency with which the force on [-]
the hand wheel or on the handle is transmitted to the brake blocks;
usually: η H = 0,19
η H1 factor corresponding to the static efficiency of the spindle; [-]
usually: η H1 = 0,25
η H2 factor corresponding to the static efficiency of the force transmission [-]
between the spindle and the brake pads or callipers
ηm efficiency of the brake rigging in average operating conditions [-]
ηp factor corresponding to the static efficiency of the brake rigging of the [-]
compressed-air brake; usually: η p = 0,8
ηR factor corresponding to the static efficiency of the brake rigging [-]
behind the brake rod adjuster; usually: η p = 0,9

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Glossary

Braking power The ability to stop within a braking distance from a given speed. It is
expressed as:
- a braked weight percentage,
- a deceleration.

Braked weight percentage

Quotient of braked weight and vehicle mass x 100.

Braked weight Representative quantity for the mean braking capacity of the vehicle or
train, expressed in tonnes. Whether it has been determined or
calculated it is always expressed as a whole number, with values < 0,5
being rounded down and values ≥ 0,5 rounded up.

"Freight train" braking mode

With the vehicles mentioned in this Leaflet, in brake position "G" the
filling time of the brake cylinder corresponds to the conditions of the
"Goods train" braking mode as set down in UIC Leaflet 540.

Hauled rake All non-powered vehicles of a locomotive-hauled train.

Nominal load Load of vehicles as defined in UIC Leaflet 410.

Normal load Corresponds to the total number of seats x 80 kg

"Passenger train" braking mode

With the vehicles mentioned in this Leaflet, in brake position "P, R,
P + Mg, R + Mg" the filling time of the brake cylinder corresponds to the
conditions of the "Passenger train" braking mode as set down in UIC
Leaflet 540.

Rapid braking Brake application initiated with complete emptying of the main brake
pipe according to the definition in point 3.1.3 of UIC Leaflet 541-03.

Train Formation consisting of powered and non-powered vehicles forming an

operating unit.

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Bibliography

1. UIC leaflets

International Union of Railways (UIC)

UIC Leaflet 410: Composition and calculation of the weight and braking of passenger trains,
5th edition, August 2002

UIC Leaflet 540: Brakes - Air brakes for freight trains and passenger trains, 4th edition, June 2002

UIC Leaflet 541-03: Brakes - Regulations concerning manufacture of the different brake parts -
Driver's brake valve, 1st edition of 1.1.84

UIC Leaflet 541-05: Brakes - Regulations concerning the construction of the various brake
components - Wheel slip prevention equipment, 1st edition of 1.1.85 and 8 Amendments

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

UIC Leaflet 541-1: Brakes - Regulations concerning the design of brake components, 6th edition,
November 2003

UIC Leaflet 541-3: Brakes - Disc brakes and disc brake pads - General conditions governing bench
tests, 4th edition of 1.7.93 and 5 Amendments (5th edition in course of preparation)

UIC Leaflet 541-4: Brakes - Brakes with composition brake blocks, 2nd edition of 1.10.90 and
3 Amendments

UIC Leaflet 541-5: Brakes - Electropneumatic brake (ep brake) - Electropneumatic emergency brake
override (EBO), 3rd edition, May 2003

UIC Leaflet 543: Brakes - Regulations governing the equipment and use of trailing stock, 12th edition,
June 2003

UIC Leaflet 544-2: Conditions to be observed by the dynamic brake of locomotives and motor coaches
so that the extra braking effort produced can be taken into account for the calculation of the braked-
weight, 2nd edition of 1.1.83

UIC Leaflet 545: Brakes - Inscriptions, marks and signs, 7th edition, April 2002

UIC Leaflet 546: Brakes - High power brakes for passenger trains, 5th edition of 1.1.67 - Reprint dated
1.1.80 incorporating 5 Amendments

UIC Leaflet 547: Brakes - Air brake - Standard programme of tests, 4th edition of 1.7.89

UIC Leaflet 660: Measures to ensure the technical compatibility of high-speed trains, 2nd edition,
August 2002

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 Warning

No part of this publication may be copied, reproduced or distributed by any means whatsoever, including
electronic, except for private and individual use, without the express permission of the International Union of
Railways (UIC). The same applies for translation, adaptation or transformation, arrangement or reproduction by
any method or procedure whatsoever. The sole exceptions - noting the author's name and the source - are
"analyses and brief quotations justified by the critical, argumentative, educational, scientific or informative nature
of the publication into which they are incorporated".
(Articles L 122-4 and L122-5 of the French Intellectual Property Code).
 International Union of Railways (UIC) - Paris, 2004

Printed by the International Union of Railways (UIC)

16, rue Jean Rey 75015 Paris - France, October 2004
Dépôt Légal October 2004

ISBN 2-7461-0772-4 (French version)

ISBN 2-7461-0773-2 (German version)
ISBN 2-7461-0774-0 (English version)

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