449:
driver), whereas later systems have an override as above. On older systems, marker boards showing an exclamation mark were provided on departure from each station at the point where the rear of the train would no longer be at the platform. Normally, if the alarm was activated before the board the driver would stop the train, and otherwise continue to the next station. These boards were replaced by a number of boards counting up the number of cars that are beyond the end of the platform; for example, on a line with six-car trains the boards show 1, 2, 3, 4, 5, 6. When a train has stopped, they help the driver to see how much of the train is at the platform. With the help of passenger communication and available station staff, the driver can then decide whether to deal with the situation as it is, continue to the next station or possibly reverse back into the station (after consulting with line controllers and proper safety measures). During hot summer weather passengers are warned against using the emergency alarms if feeling unwell, since it can delay trains and increase the problem; they are instead instructed to leave the train at the next station and get some fresh air or a cold drink.
376:
separately (independent brake) from those of the cars, is evacuated, immediately placing the train cars' brakes into emergency, just as if there had been an uncoupling of cars (a "separation"). All available pressure from the
Equalizing Reservoir will go into the brake pipe, thus running the length of the train, actuating the train brakes on each car. No action is required (or even possible) on the part of the engineer. The train will stop no matter what they do, and there is no override. Once the train has stopped, the braking system will not recharge (pressurize) until the emergency valve has been closed. This means a member of the train crew must locate the open valve, and ascertain that there is no problem which would make it unsafe to release the brakes and proceed.
491:(typically energized with 825 volts DC). Instead drivers try to reach the next station, even in an emergency. As a result, there are no emergency brakes directly visible to passengers. However, there are hidden stop valves and simplified train controls, allowing each coach to act on its own in need. In an emergency, there are door-control handles (visible to passengers) which are intended to make the pneumatic train doors able to be opened by removing air pressure. Subway trains have mechanisms and alarms which prevent trains from moving if the doors are open, and alert the driver or engage the brakes if doors open while a train is moving. Penalties for misuse of emergency door-opening handles are similar to those for stop-valve misuse.
233:. Unlike the System NBÜ2004, which is used in conventional trains, the brake was not activated, because it is only an indicator light and a sound, while the train is running on the track. Without ATP enabled or over-speed, the described incident may have been leading to fatalities and substantial damage, as the passengers noticed the unconscious driver, but could not stop the train by pulling the emergency-brake-handle. Using the NBÜ2004, as used in regional- and long-distance-trains, this would have been prevented, a "overwrite" response is needed, typically the "FÜ"(Filling) position of the automatic brake-lever, otherwise the trains brake-computer will perform an emergency-brake after 10 seconds.
372:
for use by passengers. It had its own code of signals, similar to engine whistle signals. Drivers receiving an unusual, or unidentifiable, communicating signal might stop the train, perhaps as a "normal stop" or an "emergency application", at their discretion. A long, continuous signal would usually prompt a driver to make an emergency stop. Emergency brake valves are always located on the bulkheads, inside the body of the car next to its end doors. The emergency brake valve is covered by a metal or clear plastic shield labelled "Emergency Only". Sometimes there was also a communicating signal handle on the inside bulkhead, labelled "signal".
551:
380:
newer Amtrak equipment, the air-operated communicating system was electrified, and operated by pressing a button located in the vestibule. The old communication systems have been gradually supplanted by radios, although they were still required on US passenger equipment until relatively recently. The emergency brake valve continues to be located on the inside bulkhead, or in a consistent (standard) location specified by safety regulations. A member of the train crew must walk the length of the train and inspect it for any damage. The consist will need to be inspected before it can return to normal revenue service.
349:
181:
occurred. When the coach is isolated, the lever needs to be manually reset. Until this is done, the lamp and buzzer in the locomotive cab are continuously activated. A circuit breaker controls the lamp and alarm bell in the locomotive cab; in cases where defective equipment causes the lamp and bell to go off, the driver can disable them by placing the MCB (miniature circuit breaker) in the "Off" position. Despite the obvious safety hazards, sometimes this is resorted to by drivers when driving trains through sections where spurious ACP incidents are very common.
405:, the equipment was modified so that it operated the brakes; however, the term "communication cord" has survived. Until the 1970s a "cord" (by that time a chain) was still used, which ran the length of the carriage and connected to a valve at one end which opened the brake pipe. The exposed section of chain was painted red, with the coiled section behind the wall painted black. The system was designed so that as the black length of chain was exposed, it would not retract so as to identify which particular chain in that carriage was pulled. A
24:
583:
253:
388:) will give about 1.5 m/s (4.9 ft/s) deceleration. The braking distance will be approximately 250 m (820 ft) at 100 km/h (62 mph) and 600 m (2,000 ft) at 160 km/h (99 mph). High-speed trains are usually equipped with a magnetic track brake, which can give about 0.3 m/s extra, and give braking distances of about 850 m (2,790 ft) at 200 km/h (120 mph) and 1,900 m (6,200 ft) at 300 km/h (190 mph).
539:
an empty hand. In US railroad slang it is referred to as a "washout", or "washing out" signal, or a "signing down", and requires an immediate stop. If the driver's vision is limited, or they feel it necessary, they will make an emergency stop. Drivers are trained to interpret any urgent waving or signalling by a person near the track as a possible warning of danger, perhaps requiring an immediate stop, depending upon the particular circumstances present.
500:
296:
475:
or during a communications failure. Emergency braking is somewhat risky; it is hard on passengers, and there is a risk of passenger injury if braking occurs at high speed. As a result, use of a stop valve without good reason is prohibited and may lead to fines. Depending on circumstances and consequences, authorities may even arrest a person for the incorrect use of a stop valve.
571:
161:), immediately resulting in a loss of brake pressure (or vacuum) and thereby causing the train brakes to be applied. With vacuum brakes, a clappet valve is provided, which is released by the pulling of the alarm chain; with air brakes, there is a similar passenger emergency valve which can vent the brake pipe to the air.
371:
In the USA, an emergency stop cord is not used. Any visible cord running within the body of a railway car would have been what was known as the "communicating cord". This was a method of signalling the engine operator (known in the US as the "engineer"). Unlike other countries, it was never intended
176:
In recent years locomotives have been fitted with emergency flashers on the roof of the cab, and these flashers are also activated when the brake pipe pressure is lost for any reason other than the driver's application of the brake valve. This alerts drivers of oncoming trains of the possibility of a
538:
In the US, the universally recognized signal to stop is a sweeping, horizontal hand motion, back-and-forth, at arm's length and perpendicular to the track (preferably in a downward direction, so as to distinguish it from a mere greeting). This can be done with an object (such as a light or flag) or
236:
Equipment for this override (NBÜ) is necessary in tunnels above 1000 m. For regional trains, UIC 541-5 is not sufficient since 2011, long distance trains must at least be equipped with UIC 541-5. The sections where not to stop are marked with yellow bars on the kilometer signs. Regional trains,
172:
may also notice the loss of brake pressure (although they may not know it is due to the pulling of the alarm chain) and is expected to apply their brakes immediately as well. It is possible for a driver to override the alarm-chain pull; this is sometimes done where it is known that miscreants resort
474:
brakes to engage, due to pressure loss in the standard air-braking system. While primitive and not allowing any override such a system is effective, resembling usual train brake activation; it does not fail in emergency conditions. More complicated systems may not provide quick braking when needed,
413:
Pulling the alarm chain on a
British train will pull a lever connected to the brake pipe flaps. Pulling the alarm activates a piston, causing the flaps to be opened and all the air pushed out the air tube, forcing the brakes on. In the driver's cab, a buzzer and a light will tell that the alarm has
180:
ACP (alarm chain pulling) also causes a small lever to be released near the emergency brake valve (usually mounted near one end of the coach), which does not retract to its normal position even when the chain is released. This allows the driver (or guard) to find out in which coach the ACP actually
525:
lines). If the EB switch is not pressed (reset) within 5 seconds of being activated, it will trigger an emergency brake application so as to prevent accidents due to driver error or when the driver is incapacitated. Also, a red button and/or an emergency brake setting on the levers are provided in
435:
mounted alongside the handle. On modern trains this is particularly useful, since the PassComm must be much easier to use and more accessible due to accessibility regulations. However this also makes accidental activation easier. On some modern trains, the PassComm in a disabled-friendly toilet is
379:
Identification of the valve is possible by the sound of air escaping from it. In many cars (and practically all cars built post-WWII), the communicating cord was only located in the vestibule, unless the car was of such a type that it did not have a vestibule, such as a dining or lounge car. In
241:, the rules for the staff are given in Ril 494. Long distance trains are mostly equipped with system DB, which uses the UIC 558 control wire, which results in conflicts with some door control systems and is therefore not used in regional trains. In MUs, usually a special implementation is used.
136:
Trains often have a facility in each car to enable passengers to apply the brakes in case of emergency. In many modern trains, the driver is able to prevent brake activation when a passenger operates the emergency alarm - an audible warning is sounded, and the driver is then able to talk to the
448:
When London
Underground began converting trains for one-person-operation during the 1970s and 1980s, the original emergency brake systems were replaced by an alarm and a passenger-communication system. On earlier systems the brakes were not applied automatically (being under the control of the
409:
on the side of the carriage was used to reset the brake, and also made it easy for the train crew to see in which coach the cord had been pulled. Later designs used handles which were activated by pulling down; more recent types use buttons connected to a PassComm system. On modern trains with
375:
Mistakenly identifying the communication cord as the emergency brake can lead to confusion about how emergency braking works on US trains. Once an emergency brake valve is opened, all of the air in the braking system, except those of the locomotive(s), which are equipped with brakes controlled
383:
In the cabs of light-rail cars, the emergency brake is often a large red button, which the train crew refers to as the "mushroom"; this also activates the magnetic track brakes. The mechanism of an emergency brake may differ, depending on railcar design. Emergency-braking a train (without
400:
by the
Regulation of Railways Act 1868. Section 22 stated, "All trains traveling a distance of more than 20 miles without stopping are to be provided with a means of communication between the passengers and the servants of the company in charge of the train". At first, this means of
206:, reflecting a very wide range of use cases, including platforms, tunnels, etc. and is applicable for subways, trams, metros(S-Bahn), as it implements appropriate actions for all use cases occurring in rail transportation. These state machines represents the
516:
In many
Japanese passenger and freight trains, an EB reset switch is provided which is activated by sounding a buzzer and lighting up the EB reset switch when the driver does not operate the controls within 60 seconds of last operation (30 seconds on
414:
been activated. In the guard's van, this is seen from a valve which shows loss of pressure in the brake pipe. In the UK, there is a fine (of level 3 on the standard scale: up to £1000 as of 2018) for pulling the alarm chain without reasonable cause.
177:
derailed or parted rake which may foul other tracks (since brake pressure may have been lost for those reasons as well); at the locomotive, it is not possible to tell whether the loss of brake pressure is due to the pulling of the alarm chain.
137:
person who activated the alarm on the intercom and see them on an internal CCTV. The driver can press an override button and hold the brakes off whilst they choose a safe place to stop the train. Because of possible serious problems, severe
173:
to pulling the emergency chain solely to get the train to stop at a point convenient for themselves. However, such an act by the driver (or guard) of deliberately ignoring an indication of alarm-chain pulling is a serious matter.
469:
and other trains it is usually located near the doors, and sometimes in the middle of the coach as well. A stop valve usually has a distinctive red handle. Turning the handle down (anti-clockwise) by about 90 degrees causes
67:
The emergency brake applies considerably more braking force than the standard full-service brake. The engine driver or motorman will only use the emergency brake as a last resort, since it may cause damage; even with modern
430:
or on a bridge, for example) the driver has approximately three seconds to override the alarm by pressing a button before the brakes automatically apply. The driver may also speak to the person who pulled the handle via an
550:
270:
network. Illegal chain-pulling is a serious problem on Indian
Railways; where miscreants do so to make unscheduled stops near their destination, which delays trains. Penalties for misuse of this facility include a fine of
49:
brake force available to the engine driver from the conventional braking system, usually operated by taking the brake handle to its furthest position, through a gate mechanism, or by pushing a separate plunger in the
530:) when the driver feels unwell or is incapacitated in trains without the EB reset switch. Near train doors, emergency brake cords are available so that passengers can bring the train to a halt in an emergency.
826:
168:(in addition to a warning lamp or buzzer being sounded) the master controller undergoes auto-regression, with the notches falling to zero rapidly as the locomotive's motive power is switched off. The
401:
communication was a cord running down the length of the train at roof level outside the carriages, connected to a bell on the locomotive. When the use of automatic brakes was made compulsory in the
244:
For trams, emergency brakes are also necessary. In tunnels and track sections without safety area, using them outside a station may stop the tram at the next platform instead of immediately.
777:
195:
266:
is the act of pulling a cord that activates the train's emergency brakes to stop a train, whether for a genuine emergency or (often) illegally for someone to get on or off the train on the
426:
built since the 1980s, passenger communication handles (or PassComms) have been installed, which activate an alarm in the driver's cab when used. If the train is not in a safe place (in a
56:
A handle or plunger which may be applied by a passenger in an emergency, either stopping the train directly or sending an alarm to the driver so that they can stop the train.
803:
731:
436:
mounted such that it is often confused with the door or flush control; this sometimes leads to accidental activation. As a result, on some models of train such as the
1147:
823:
229:
in
Germany, it has failed in practical use at least in one instance 2015, as a driver lost consciousness completely, but still accidentally triggered the
217:
In
Germany, passenger vehicles “must have easily visible and reachable emergency brake handles”. It is allowed that the emergency brake can be reset, on
221:
vehicles (i.e. Classes 420, 423, 425, 480 or 481) it's allowed to only result in a display when used outside of platforms. The implementation of the
237:
except MUs, are usually equipped with NBÜ 2004, which results in a display and a break a few seconds later if the train driver doesn't respond. For
781:
410:
sliding doors the body-indicator light (BIL), usually used to show that doors on a carriage are open, will flash when the brake has been used.
1142:
570:
891:
582:
487:
in tunnels and so on). It is dangerous to stop in a tunnel if a fire develops; an emergency exit could lead to electrocution by the
975:
313:
64:, as in phrases like "the train may fail to go into emergency" or "the ability of the train to go into emergency is paramount".
916:
1111:
685:
440:, the alarm panels fitted in the toilets do not operate the train brake, and simply alert the train crew to the emergency.
778:"Ergänzungsregelung Nr. B 009 zu "Fahrgastnotbremse /Notbremsüberbrückung - Grundfunktionen"Stand: Rev. 3.1, 22.05.2012"
53:
A completely separate mechanism from the conventional braking system, designed to stop the train as quickly as possible.
282:
proposed an alternate method wherein a passenger in an emergency communicates with the guard and driver of the train.
1252:
659:– unsolved murder case on a UK train in which a key witness was criticised for not pulling the emergency cord (brake)
335:
402:
1106:
636:
557:
317:
230:
210:
in
Germany, it is highly recommended to be implemented or retrofitted to avoid the problems experienced at the
526:
the driver's cab so the driver can manually activate the emergency brake; these can also be activated (like a
1223:
968:
141:
and/or imprisonment penalties are in place to deter people from activating the brake without good reason.
114:
Send an emergency radio signal, if the brake handle has been in the emergency position for over 30 seconds
169:
1137:
656:
353:
95:
if the power supply is overhead-wire traction current, or raise the pickup shoes where the supply is
1178:
621:
279:
641:
348:
226:
207:
1257:
1247:
961:
306:
153:
in a passenger coach is designed to create a break in the continuity of the brake pipes (whether
998:
510:
437:
92:
69:
31:
28:
560:
emergency plunger in
Singapore activated from the station platform. The penalty for misuse is
111:
Connect the brake wires to ground, to prevent a "false-feed" voltage from releasing the brakes
1213:
1018:
946:
360:
1193:
1060:
854:
842:
527:
118:
8:
1157:
1053:
1033:
676:
Railroad Accident Report. USA: National Transportation Safety Board, 1977.
631:
626:
211:
686:
https://www.smart-union.org/wp-content/uploads/2019/12/Jim-Chase-memo-DB-10-11-18-19.pdf
1100:
1091:
1013:
1003:
276:
275:
1,000 and/or imprisonment up to one year. In an effort to improve the service, former
1043:
1038:
923:
16:
This article is about emergency brakes on trains. For emergency brakes in cars, see
616:
561:
458:
158:
763:
751:
483:
In subways, derailment is usually less dangerous (speeds are lower, trains cannot
1208:
1162:
1028:
1008:
830:
646:
406:
267:
103:
1203:
457:
In Russian trains there is usually an emergency brake known as a "stop valve" (
397:
138:
84:
Putting the engine driver's brake handle into the emergency position may also:
23:
1241:
1183:
1023:
984:
696:
Southeastern Traction Manual - Class 465/6: Passenger Communication Equipment
423:
356:
199:
1132:
1096:
1075:
867:
272:
154:
1070:
1065:
706:
651:
518:
484:
466:
385:
252:
1218:
1198:
1048:
507:
488:
471:
320: in this section. Unsourced material may be challenged and removed.
165:
144:
124:
96:
17:
499:
1127:
833:
chapter 3.2 (long and very long tunnels being defined in chapter 1.2)
522:
73:
295:
432:
238:
804:"Bei S-Bahn-Fahrt durch das Elsenztal wurde der Fahrer bewusstlos"
732:"Bei S-Bahn-Fahrt durch das Elsenztal wurde der Fahrer bewusstlos"
108:
Prevent the brakes from being released until the train has stopped
953:
504:
364:
427:
222:
218:
60:
Industry vernacular for when the emergency brake is applied is
1188:
257:
150:
576:
Old style UK communication cord - not used on newer trains
127:
until the selector is placed out of the emergency position
1148:
Electro-pneumatic brake system on British railway trains
775:
225:
emergency brake however does currently not reflect the
76:, and the rails themselves can suffer profile damage.
79:
588:
Emergency brake handle on German train (around 1920)
145:
Mechanism on locomotive-hauled stock with brake pipe
892:"Kalam has a solution for chain-pulling in trains"
1239:
801:
729:
969:
131:
1143:Electronically controlled pneumatic brakes
1138:Diesel electric locomotive dynamic braking
976:
962:
336:Learn how and when to remove this message
498:
396:Emergency brakes were introduced in the
347:
251:
22:
776:Lenkungskreis(AK) Bremse (2012-05-22).
1240:
947:Railways Byelaws made in 2005, s.11(3)
533:
1112:Westinghouse Brake and Signal Company
957:
780:. Eisenbahn Bundesamt. Archived from
443:
917:"Calculating Train Braking Distance"
599:
318:adding citations to reliable sources
289:
184:
13:
983:
593:
80:Possible consequences of operation
14:
1269:
868:"Jargon and Technical Terms, etc"
391:
204:“Anlage 1: Phasen einer Zugfahrt“
581:
569:
549:
294:
285:
940:
909:
884:
860:
848:
836:
817:
403:Regulation of Railways Act 1889
305:needs additional citations for
91:On an electric train, drop the
1224:Railroad Safety Appliance Act
1107:Westinghouse Air Brake Company
857:paragraph 9 sentence 2 BOStrab
845:paragraph 9 sentence 1 BOStrab
795:
769:
757:
745:
723:
699:
690:
679:
670:
256:Emergency brake on a train in
1:
802:Günther Keller (2015-09-18).
730:Günther Keller (2015-09-18).
664:
7:
637:Dead-man's vigilance device
609:
417:
27:Driver's brake handle in a
10:
1274:
766:paragraph 3 sentence 2 EBO
754:paragraph 3 sentence 1 EBO
478:
352:Emergency Brake Handle on
189:
37:On trains, the expression
15:
1171:
1120:
1084:
991:
657:Murder of Deborah Linsley
542:
462:
452:
196:Regelung B009 NBÜ Rev 3.1
1253:Train protection systems
872:Indian Railways Fan Club
711:Indian Railways Fan Club
622:Air brake (road vehicle)
503:An EB reset switch in a
494:
280:Dr. A. P. J. Abdul Kalam
247:
198:defines a set of nested
132:Passenger-applied brakes
1153:Emergency brake (train)
357:commuter rail equipment
88:Shut off traction power
999:Counter-pressure brake
922:. 2001. Archived from
806:. Rhein-Neckar-Zeitung
734:. Rhein-Neckar-Zeitung
600:Hall, Stanley (1989).
513:
368:
260:
72:, a train may develop
70:wheel slide protection
41:has several meanings:
34:
32:electric multiple unit
1019:Electromagnetic brake
502:
351:
255:
26:
824:EBA-Tunnelrichtlinie
314:improve this article
1133:Diesel brake tender
707:"Railway Operation"
627:Counterweight brake
534:External signalling
212:S-Bahn Rhine-Neckar
1214:Pearson's Coupling
1101:New York Air Brake
1092:Faiveley Transport
1061:Regenerative brake
1054:Railway disc brake
1014:Eddy current brake
1004:Countersteam brake
829:2013-12-04 at the
602:Danger on the Line
558:Mass Rapid Transit
514:
444:London Underground
369:
277:President of India
261:
35:
1235:
1234:
1194:Dead man's switch
1044:Railway air brake
1039:Kunze-Knorr brake
528:dead man's handle
346:
345:
338:
62:go into emergency
1265:
1227:
978:
971:
964:
955:
954:
949:
944:
938:
937:
935:
934:
928:
921:
913:
907:
906:
904:
903:
888:
882:
881:
879:
878:
864:
858:
852:
846:
840:
834:
821:
815:
814:
812:
811:
799:
793:
792:
790:
789:
773:
767:
761:
755:
749:
743:
742:
740:
739:
727:
721:
720:
718:
717:
703:
697:
694:
688:
683:
677:
674:
632:Dead-man's brake
617:Air brake (rail)
605:
585:
573:
553:
521:, 40 seconds on
464:
341:
334:
330:
327:
321:
298:
290:
231:vigilance device
227:state of the art
208:state of the art
185:Around the world
99:traction current
1273:
1272:
1268:
1267:
1266:
1264:
1263:
1262:
1238:
1237:
1236:
1231:
1226:(United States)
1225:
1209:Hydraulic brake
1167:
1163:Dowty retarders
1116:
1080:
1029:Heberlein brake
987:
982:
952:
945:
941:
932:
930:
926:
919:
915:
914:
910:
901:
899:
890:
889:
885:
876:
874:
866:
865:
861:
853:
849:
841:
837:
831:Wayback Machine
822:
818:
809:
807:
800:
796:
787:
785:
774:
770:
762:
758:
750:
746:
737:
735:
728:
724:
715:
713:
705:
704:
700:
695:
691:
684:
680:
675:
671:
667:
662:
647:Hydraulic brake
612:
596:
594:Further reading
589:
586:
577:
574:
565:
554:
545:
536:
497:
481:
455:
446:
420:
407:butterfly valve
394:
342:
331:
325:
322:
311:
299:
288:
268:Indian Railways
250:
202:in the chapter
192:
187:
147:
134:
104:dynamic braking
82:
39:emergency brake
21:
12:
11:
5:
1271:
1261:
1260:
1258:Railway safety
1255:
1250:
1248:Railway brakes
1233:
1232:
1230:
1229:
1221:
1216:
1211:
1206:
1204:Engine braking
1201:
1196:
1191:
1186:
1181:
1175:
1173:
1172:Related topics
1169:
1168:
1166:
1165:
1160:
1155:
1150:
1145:
1140:
1135:
1130:
1124:
1122:
1118:
1117:
1115:
1114:
1109:
1104:
1094:
1088:
1086:
1082:
1081:
1079:
1078:
1073:
1068:
1063:
1058:
1057:
1056:
1046:
1041:
1036:
1031:
1026:
1021:
1016:
1011:
1006:
1001:
995:
993:
989:
988:
985:Railway brakes
981:
980:
973:
966:
958:
951:
950:
939:
908:
883:
859:
847:
835:
816:
794:
768:
756:
744:
722:
698:
689:
678:
668:
666:
663:
661:
660:
654:
649:
644:
639:
634:
629:
624:
619:
613:
611:
608:
607:
606:
595:
592:
591:
590:
587:
580:
578:
575:
568:
566:
555:
548:
544:
541:
535:
532:
496:
493:
480:
477:
454:
451:
445:
442:
419:
416:
398:United Kingdom
393:
392:United Kingdom
390:
344:
343:
302:
300:
293:
287:
284:
249:
246:
200:state machines
191:
188:
186:
183:
146:
143:
133:
130:
129:
128:
121:
115:
112:
109:
106:
100:
89:
81:
78:
58:
57:
54:
51:
9:
6:
4:
3:
2:
1270:
1259:
1256:
1254:
1251:
1249:
1246:
1245:
1243:
1228:
1222:
1220:
1217:
1215:
1212:
1210:
1207:
1205:
1202:
1200:
1197:
1195:
1192:
1190:
1187:
1185:
1184:Bicycle brake
1182:
1180:
1177:
1176:
1174:
1170:
1164:
1161:
1159:
1156:
1154:
1151:
1149:
1146:
1144:
1141:
1139:
1136:
1134:
1131:
1129:
1126:
1125:
1123:
1121:Other aspects
1119:
1113:
1110:
1108:
1105:
1102:
1098:
1095:
1093:
1090:
1089:
1087:
1085:Manufacturers
1083:
1077:
1074:
1072:
1069:
1067:
1064:
1062:
1059:
1055:
1052:
1051:
1050:
1047:
1045:
1042:
1040:
1037:
1035:
1032:
1030:
1027:
1025:
1024:Exhaust brake
1022:
1020:
1017:
1015:
1012:
1010:
1009:Dynamic brake
1007:
1005:
1002:
1000:
997:
996:
994:
990:
986:
979:
974:
972:
967:
965:
960:
959:
956:
948:
943:
929:on 2014-04-29
925:
918:
912:
897:
893:
887:
873:
869:
863:
856:
851:
844:
839:
832:
828:
825:
820:
805:
798:
784:on 2016-05-01
783:
779:
772:
765:
760:
753:
748:
733:
726:
712:
708:
702:
693:
687:
682:
673:
669:
658:
655:
653:
650:
648:
645:
643:
640:
638:
635:
633:
630:
628:
625:
623:
620:
618:
615:
614:
603:
598:
597:
584:
579:
572:
567:
563:
559:
552:
547:
546:
540:
531:
529:
524:
520:
512:
509:
506:
501:
492:
490:
486:
476:
473:
468:
460:
450:
441:
439:
434:
429:
425:
424:rolling stock
415:
411:
408:
404:
399:
389:
387:
381:
377:
373:
366:
362:
358:
355:
350:
340:
337:
329:
319:
315:
309:
308:
303:This section
301:
297:
292:
291:
286:United States
283:
281:
278:
274:
269:
265:
264:Chain-pulling
259:
254:
245:
242:
240:
234:
232:
228:
224:
220:
215:
213:
209:
205:
201:
197:
182:
178:
174:
171:
167:
162:
160:
156:
152:
142:
140:
126:
123:Activate the
122:
120:
117:Activate the
116:
113:
110:
107:
105:
101:
98:
94:
90:
87:
86:
85:
77:
75:
71:
65:
63:
55:
52:
48:
44:
43:
42:
40:
33:
30:
25:
19:
1152:
1097:Knorr-Bremse
1076:Vacuum brake
942:
931:. Retrieved
924:the original
911:
900:. Retrieved
898:. 2006-05-22
895:
886:
875:. Retrieved
871:
862:
850:
838:
819:
808:. Retrieved
797:
786:. Retrieved
782:the original
771:
759:
747:
736:. Retrieved
725:
714:. Retrieved
710:
701:
692:
681:
672:
604:. Ian Allan.
601:
537:
515:
482:
467:elektrichkas
456:
447:
421:
412:
395:
386:track brakes
382:
378:
374:
370:
332:
323:
312:Please help
307:verification
304:
263:
262:
243:
235:
216:
203:
193:
179:
175:
163:
148:
135:
83:
66:
61:
59:
46:
38:
36:
1071:Track brake
1066:Steam brake
652:Pulled tail
519:Aonami Line
166:locomotives
74:wheel-flats
1242:Categories
1219:Pneumatics
1199:Drum brake
1049:Disc brake
1034:Hand brake
933:2014-04-28
902:2007-01-14
877:2007-01-14
810:2015-09-18
788:2012-05-22
738:2015-09-18
716:2007-01-14
665:References
642:Hand brake
508:221 series
489:third rail
354:Bombardier
159:air brakes
149:The alarm
125:train horn
97:third rail
93:pantograph
18:hand brake
1179:Air brake
1128:Brake van
896:One India
523:JR Kyushu
485:jackknife
472:pneumatic
463:стоп-кран
438:Class 180
326:July 2012
29:class 317
1158:Retarder
827:Archived
610:See also
433:intercom
422:In most
418:Override
239:DB Regio
223:S-Bahn's
164:In most
102:Disable
505:JR West
479:Subways
459:Russian
365:Seattle
361:Sounder
190:Germany
47:maximum
564:5,000.
543:Images
465:). In
453:Russia
428:tunnel
219:S-Bahn
155:vacuum
119:sander
1189:Brake
992:Types
927:(PDF)
920:(PDF)
495:Japan
258:India
248:India
170:guard
151:chain
139:fines
855:§ 36
843:§ 36
764:§ 23
752:§ 23
367:, WA
194:The
50:cab.
45:The
562:S$
511:EMU
316:by
273:Rs.
157:or
1244::
894:.
870:.
709:.
556:A
461::
363:,
359:,
214:.
1103:)
1099:(
977:e
970:t
963:v
936:.
905:.
880:.
813:.
791:.
741:.
719:.
339:)
333:(
328:)
324:(
310:.
20:.
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
