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#TRAIN SIMULATOR 2014 EMERGENCY BRAKE DRIVER#
However, such an act by the driver (or guard) of deliberately ignoring an indication of alarm-chain pulling is a serious matter. It is possible for a driver to override the alarm-chain pull this is sometimes done where it is known that miscreants resort to pulling the emergency chain solely to get the train to stop at a point convenient for themselves. The guard 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. In most locomotives (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. 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. The alarm chain in a passenger coach is designed to create a break in the continuity of the brake pipes (whether vacuum or air brakes), immediately resulting in a loss of brake pressure (or vacuum) and thereby causing the train brakes to be applied. Mechanism on locomotive-hauled stock with brake pipe Because of possible serious problems, severe fines and/or imprisonment penalties are in place to deter people from activating the brake without good reason. The driver can press an override button and hold the brakes off whilst they choose a safe place to stop the train. 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 person who activated the alarm on the intercom and see them on an internal CCTV. Trains often have a facility in each car to enable passengers to apply the brakes in case of emergency. Activate the train horn until the selector is placed out of the emergency position.Send an emergency radio signal, if the brake handle has been in the emergency position for over 30 seconds.Connect the brake wires to ground, to prevent a "false-feed" voltage from releasing the brakes.Prevent the brakes from being released until the train has stopped.On an electric train, drop the pantograph if the power supply is overhead-wire traction current, or raise the pickup shoes where the supply is third rail traction current.Putting the engine driver's brake handle into the emergency position may also: 2.1 Mechanism on locomotive-hauled stock with brake pipe.
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The engine driver or motorman will only use the emergency brake as a last resort, since it may cause damage even with modern wheel slide protection, a train may develop wheel-flats, and the rails themselves can suffer profile damage. The emergency brake applies considerably more braking force than the standard full-service brake. A handle or plunger which may be applied by a passenger in an emergency situation, either stopping the train directly or sending an alarm to the driver so that they can stop the train.A completely separate mechanism from the conventional braking system, designed to stop the train as quickly as possible.The maximum 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 cab.On trains, the expression emergency brake has several meanings: Driver's brake handle in a class 317 electric multiple unit