Is Asbestos Still Used in Brake Pads — And What Are the Risks for Railway Workers?
Asbestos and brake pads have a long, uncomfortable history. For decades, the friction-resistant properties of asbestos made it the go-to material for stopping heavy vehicles and rolling stock — and in the railway industry, those brake systems were everywhere. So is asbestos still used in brake pads today, and what risks remain for people working around older trains, stations, and railway infrastructure?
The short answer is no — asbestos brake pads are banned in the UK. But that does not mean the danger has disappeared. Millions of tonnes of asbestos-containing materials (ACMs) remain embedded in the UK’s railway network, and brake components are just one part of a much larger, ongoing problem.
Why Was Asbestos Used in Brake Pads in the First Place?
Asbestos has extraordinary heat resistance. When brake pads grip against wheels or discs, enormous friction is generated — temperatures can spike dramatically within seconds. Asbestos could absorb and dissipate that heat without degrading, which made it genuinely useful in heavy-duty applications like trains, lorries, and industrial machinery.
From the 1930s through to the 1980s, the railway industry relied on asbestos brake pads extensively. Trains are heavy, they travel fast, and stopping them reliably is a safety-critical function. Asbestos delivered the performance engineers needed at a fraction of the cost of alternatives.
It was also used widely across rolling stock in other components — insulation boards, boiler room linings, pipe lagging, gaskets, rope seals, and ceiling tiles. Brake pads were just one item on a very long list.
Is Asbestos Still Used in Brake Pads in the UK?
No. The use of asbestos in brake pads — and virtually all other products — has been prohibited in the UK since 1999. The importation, supply, and use of all forms of asbestos is banned under the Control of Asbestos Regulations, enforced by the Health and Safety Executive (HSE).
Modern brake pads use alternative friction materials, including aramid fibres, ceramic compounds, and various synthetic composites. These materials offer comparable performance without the catastrophic health consequences linked to asbestos exposure.
However, the REACH Regulations do permit limited exceptions for certain legacy components in specific circumstances. Some very old rolling stock still in operation may contain original asbestos parts. In these cases, strict controls apply, and operators must demonstrate that the components are safe and that removal would present greater risks than retention — this is not a loophole, but a tightly controlled exception with strict conditions attached.
The Legacy Problem: Asbestos That Is Already There
Banning new asbestos use is one thing. Dealing with what is already in place is another matter entirely. The UK railway network includes infrastructure, rolling stock, and station buildings that date back many decades — and a significant proportion of that estate contains ACMs.
Where Asbestos Is Commonly Found in Railway Settings
- Brake pads and brake blocks on older rolling stock not yet replaced
- Insulation boards lining walls and ceilings of train carriages and station rooms
- Pipe lagging around heating systems in older station buildings
- Ceiling tiles in station buildings, signal boxes, and staff facilities
- Vinyl floor tiles in passenger areas and administrative offices
- Roof sheets and guttering made from asbestos cement on platform shelters
- Cable troughs running along track sides, often made from asbestos cement
- Gaskets between pipe joints and boiler connections
- Rope seals around boiler doors and hatches
- Wall panels in signal boxes and staff rooms
- Boiler room insulation in older station heating systems
- Paint coatings on metal parts that sometimes contained asbestos as an anti-corrosion agent
Many of these materials remain in place today. Some are in good condition and pose minimal immediate risk. Others are deteriorating, damaged, or disturbed during routine maintenance — and that is when the danger becomes acute.
Blue Asbestos, White Asbestos, and the Switch to Alternative Products
The railway industry’s use of asbestos was not static. Blue asbestos (crocidolite) was widely used until the late 1960s, valued for its fire resistance and acoustic dampening properties. As evidence of its extreme toxicity emerged, the industry transitioned to white asbestos (chrysotile) — often in a product known as Colset.
This switch was presented as a safety improvement, but white asbestos is not safe. It is still a Class 1 carcinogen and is still capable of causing mesothelioma, lung cancer, and asbestosis. The change simply replaced one dangerous material with a slightly less immediately dangerous one — and both remain present in older railway infrastructure today.
Workers and managers dealing with older railway stock should never assume that a material is safe simply because it is not blue asbestos. Any suspected ACM warrants proper testing before any disturbance takes place.
Health Risks from Asbestos Exposure in the Railway Industry
The diseases caused by asbestos exposure are serious, progressive, and in many cases fatal. They also have an extraordinarily long latency period — symptoms may not appear until 20 to 50 years after the original exposure.
This means railway workers who handled asbestos brake pads and other ACMs in the 1970s and 1980s are only now developing related illnesses. The human cost of that legacy continues to grow.
Diseases Linked to Asbestos Exposure
- Mesothelioma — a rare and aggressive cancer of the lining of the lungs or abdomen, almost exclusively caused by asbestos exposure. It has no cure and is typically diagnosed at a late stage.
- Lung cancer — asbestos exposure significantly increases the risk, particularly in combination with smoking.
- Asbestosis — a chronic scarring of the lung tissue caused by prolonged exposure to asbestos fibres. It causes progressive breathlessness and has no effective treatment.
- Pleural thickening — thickening of the membrane surrounding the lungs, restricting breathing capacity and causing pain.
- Pleural plaques — calcified deposits on the lung lining, visible on chest X-rays, indicating past exposure. While not themselves dangerous, they confirm that significant exposure has occurred.
- COPD and chronic bronchitis — prolonged exposure to asbestos dust can exacerbate or contribute to obstructive airway conditions.
Workers with advanced asbestosis or mesothelioma often find themselves unable to climb stairs, carry shopping, or work. The financial and emotional toll on affected workers and their families is enormous — and entirely preventable with proper management.
Current Regulations Governing Asbestos in the Railway Sector
The legal framework around asbestos in the UK is robust, and railway operators are bound by it in exactly the same way as any other duty holder.
Control of Asbestos Regulations
The Control of Asbestos Regulations require duty holders — including railway operators, infrastructure managers, and employers — to identify ACMs on their premises, assess the risk they pose, and implement a management plan. This includes keeping an up-to-date asbestos register, informing workers of the location of ACMs, and taking steps to manage or remove materials that present a risk.
The duty to manage is not optional. Failure to comply can result in prosecution, substantial fines, and — far more importantly — serious harm to workers.
HSE Guidance: HSG264
HSG264 is the HSE’s definitive guidance on asbestos surveys. It sets out the types of survey required depending on the circumstances — a management survey for occupied premises, and a refurbishment survey or demolition survey before any intrusive work begins.
Railway operators undertaking maintenance, renovation, or track-side work must ensure the correct survey has been carried out before work commences. Getting this wrong is not simply an administrative failure — it puts workers directly in harm’s way.
The Role of the Office of Rail and Road (ORR)
The ORR works alongside the HSE to enforce health and safety standards specifically within the rail sector. ORR inspectors carry out site visits, review asbestos management records, and can issue improvement notices or prohibition notices where standards are not being met.
Both organisations expect rail companies to maintain thorough, current asbestos registers and to have trained their workforce accordingly. Ignorance of what ACMs are present on a site is not a defence.
Managing Asbestos Safely in Railway Environments
Managing asbestos in a railway context is complex. Work happens in confined spaces, at night, in live environments, and often under significant time pressure. That complexity does not reduce the legal obligation — it increases the importance of getting things right first time.
Before Any Work Begins
- Check the asbestos register for the site or rolling stock involved.
- Ensure a management survey or refurbishment survey (as appropriate) has been completed.
- Brief all workers on the location of known ACMs before the job starts.
- Identify any components — including brake assemblies, gaskets, or insulation — that may contain asbestos in older stock.
- If in doubt, treat the material as if it contains asbestos until testing confirms otherwise.
Identifying ACMs in Rolling Stock
On older rolling stock, look for stamps or markings that confirm components are asbestos-free. Circuit breakers and textile components in trains manufactured before 1999 are particularly likely to contain ACMs.
If no marking is present and the train is old enough to have been manufactured during the period of asbestos use, assume the material requires testing. Specialist sampling and analysis is the only reliable way to confirm whether a material contains asbestos — visual inspection alone is not sufficient.
What to Do If You Disturb Asbestos
If asbestos is disturbed unexpectedly during rail maintenance or construction work, the response must be immediate and systematic:
- Stop all work immediately and evacuate the area.
- Erect barriers and warning signs to prevent others from entering.
- Report the incident to the site manager or supervisor without delay.
- Document who was present and may have been exposed.
- Arrange for a licensed asbestos specialist to attend and assess the situation.
- Do not re-enter the area until it has been declared safe by a competent person.
- Seal any loose or damaged material using appropriate encapsulant or tape — but only if it is safe to do so without further disturbance.
- Arrange medical assessments for any workers who may have been exposed.
- Review work plans to prevent recurrence and notify the relevant enforcing authority if required.
Asbestos Surveys for Railway and Industrial Properties
Whether you manage a station building, a maintenance depot, or a portfolio of railway infrastructure, a professional asbestos survey is the essential first step. Without one, you cannot know what ACMs are present, where they are, or what condition they are in — and that means you cannot manage the risk.
Supernova Asbestos Surveys carries out management surveys, refurbishment surveys, and demolition surveys across the UK, including for railway operators, depot managers, and infrastructure contractors. Our surveyors are fully qualified, our reports are detailed and actionable, and we work to HSG264 standards throughout.
If your property is in the capital, our asbestos survey London service covers the full range of survey types for commercial, industrial, and railway properties across Greater London and the surrounding area.
For properties across the North West, our asbestos survey Manchester team works with railway operators, depot managers, and commercial property owners throughout Greater Manchester and beyond.
In the Midlands, our asbestos survey Birmingham service provides the same standard of thorough, compliant surveying for industrial and railway properties across the region.
To discuss your requirements or book a survey, call us on 020 4586 0680 or visit asbestos-surveys.org.uk. With over 50,000 surveys completed nationwide, we have the experience and expertise to help you manage asbestos safely, compliantly, and with minimal disruption to your operations.
Frequently Asked Questions
Is asbestos still used in brake pads in the UK?
No. Asbestos has been banned from use in brake pads and virtually all other products in the UK since 1999. The Control of Asbestos Regulations prohibit the importation, supply, and use of all forms of asbestos. Modern brake pads use alternative friction materials such as aramid fibres and ceramic compounds. However, very old rolling stock may still contain original asbestos brake components under tightly controlled exceptions — these are not a loophole and carry strict legal conditions.
Are old railway brake pads still a risk to workers today?
Yes, potentially. Older rolling stock that has not been fully refurbished may still contain asbestos brake blocks or other ACMs. When these components are disturbed — during maintenance, inspection, or repair — asbestos fibres can be released into the air. Any work on older rolling stock should be preceded by a proper asbestos survey and, where necessary, specialist sampling to confirm whether ACMs are present before work begins.
What types of asbestos were used in railway brake pads?
Both blue asbestos (crocidolite) and white asbestos (chrysotile) were used in railway brake pads and other components at different points in the industry’s history. Blue asbestos was more common in earlier decades; white asbestos became more prevalent from the late 1960s onwards. Both are classified as Class 1 carcinogens and both remain capable of causing mesothelioma, lung cancer, and asbestosis.
What should I do if I suspect asbestos in railway brake components?
Do not disturb the material. Stop work, secure the area, and arrange for a qualified asbestos surveyor to carry out sampling and analysis. Visual inspection alone cannot confirm whether a material contains asbestos — only laboratory testing can do that. If the component is confirmed to contain asbestos, a licensed asbestos contractor must be involved in any subsequent removal or encapsulation work.
What surveys are required before maintenance work on older railway infrastructure?
The type of survey required depends on the nature of the work. A management survey is appropriate for routine inspections of occupied premises. A refurbishment survey is required before any intrusive maintenance or renovation work, and a demolition survey is needed before any structure is demolished or significantly altered. HSG264 sets out the requirements in detail, and railway operators must ensure the correct survey type has been completed before work commences.