{
  "url": "https://openlegislation.uk/eu-decision-2002-735/annex/division-4/division-4.1/division-4.1.5",
  "json_url": "https://openlegislation.uk/eu-decision-2002-735/annex/division-4/division-4.1/division-4.1.5.json",
  "legislation": "eudn/2002/735",
  "legislation_title": "Commission Decision of 30 May 2002 concerning the technical specification for interoperability relating to the rolling stock subsystem of the trans-European high-speed rail system referred to in Article 6(1) of Directive 96/48/EC (notified under document number C(2002) 1952) (Text with EEA relevance) (2002/735/EC)",
  "legislation_url": "https://openlegislation.uk/eu-decision-2002-735",
  "path": "annex/division/4/division/4.1/division/4.1.5",
  "kind": "division",
  "number": "4.1.5",
  "heading": "Minimum braking characteristics (BP13)",
  "text": "(a) High-speed trains incorporate a speed control system with different deceleration levels. The prescribed performance levels defining the minimum braking power for trains suitable for working on all high-speed lines are given in the two following tables. Meeting these performance levels and the safe operation of the braking system, for new systems, shall be fully demonstrated.\n(b) It is important to note that the values in Tables 4.1.5c and 4.1.5d are those appropriate for rolling stock and they shall not be interpreted as being the parameter values for defining the braking curves required by the control-command sub-system. These require the essential safety margins for rail operations in all conditions to be taken into account. These margins shall be specified, for the lines concerned, in liaison with the control-command subsystem.\n(c) Performances: the interoperable trainsets shall be able to achieve, over the range of speeds shown, the average decelerations listed hereafter.\nTable 4.1.5c\nte(s) Equivalent time of application.\nBraking mode\nte(s)\nMinimum deceleration under set braking conditions (m/s)2\n330 to 300 (km/h)\n300 to 230 (km/h)\n230 to 170 (km/h)\n170 to 0 (km/h)\nCase A — emergency braking with certain equipment isolated\n3\n0,85\n0,9\n1,05\n1,2\nCase B — emergency braking with certain equipment isolated and unfavourable climatic conditions\n3\n0,65\n0,7\n0,8\n0,9\nNote:\nEmergency braking applications in Case A and Case B shall be performed under the following conditions:\nCase A\nlevel track and normal train load (number of seats × 80 kg)\ndynamic brake of a motor traction module isolated.\nCase B\nIn addition to the conditions in Case A, the following shall be added:\none pneumatic brake distributor is isolated;\nreduced wheel-rail adhesion;\nfriction coefficient between pad and disc reduced by humidity.\nNote 1:\nOn existing infrastructures, infrastructure managers may define further requirements because of the different signalling and control systems on their part of interoperable networks, (infrastructure register), e.g. additional braking systems or reduced service speeds for given braking distances.\nNote 2:\nNormal service braking conditions are defined in Section 4.3.7.\n(d) Stopping distances the stopping distance ‘S’ calculated as a function of the minimum decelerations defined above can be defined by using the formula: S = V 0 × t e + V 2 0 - V 1 2 2ab 1 + V 1 2 - V 2 2 2ab 2 + … + V n 2 2ab n\nwhere:\nV0 initial speed (measured in m/s)\nV1 … Vn speed given in Table 4.1.5c (measured in m/s)\nab1 … abn specified deceleration over the speed band under consideration (measured in m/s2)\nte equivalent time of application (measured in s)\nFor example, the stopping distances to be met from specific initial speeds are given in Table 4.1.5d:\nTable 4.1.5d\nBraking mode\nte(s)\nStopping distances must not exceed\n330—0 (km/h)\n300—0 (km/h)\n250—0 (km/h)\n200—0 (km/h)\nCase A — emergency braking with certain equipment isolated\n3\n4 530\n3 650\n2 430\n1 500\nCase B — emergency braking with certain equipment isolated and unfavourable climatic conditions\n3\n5 840\n4 690\n3 130\n1 940\n(e) Supplementary conditions:\nFor cases A and B, when emergency braking is considered:\nthe contribution of electric dynamic brakes can only be included in the calculation of the performances defined above if their operation is independent of the presence of voltage in the catenary,\nthe contribution of brakes independent of adhesion and based on retardation caused by the generation of eddy current in the rails can be included in the emergency braking performances, under the conditions defined in Section 4.2.15,\nin this case, the condition that an independent eddy current brake module shall be isolated shall be added to the conditions stated in Cases A and B of Tables 4.1.5c and 4.1.5d,\nelectromagnetic track brakes independent of wheel/rail adhesion shall be available for emergency applications on all lines.",
  "extent": "E+W+S+N.I.",
  "status": null,
  "version": "current",
  "annotations": [],
  "outstanding_effects": [],
  "provenance": {
    "source": "legislation.gov.uk",
    "source_url": "https://www.legislation.gov.uk/eudn/2002/735/annex/division/4/division/4.1/division/4.1.5",
    "retrieved_at": "2026-11-01T15:18:29.829862+00:00"
  },
  "licence": "Open Government Licence v3.0",
  "licence_url": "https://www.nationalarchives.gov.uk/doc/open-government-licence/version/3/",
  "attribution": "Contains public sector information licensed under the Open Government Licence v3.0. Source: legislation.gov.uk, The National Archives."
}