Federal Railroad Administration Office Of
Total Page：16
File Type：pdf, Size：1020Kb
FEDERAL RAILROAD ADMINISTRATION OFFICE OF RAILROAD SAFETY VOLUME II – SIGNAL AND TRAIN CONTROL REGULATIONS, TECHNICAL APPLICATIONS, AND DEFECT CODES April 2012 VOLUME II – TABLE OF CONTENTS 49 CFR Part 233 – Signal Systems Reporting Requirements ...................................................... 233-1 49 CFR Part 234 – Grade Crossing Signal System Safety and State Action Plans ................... 234-1 49 CFR Part 235 – Instructions Governing Applications for Approval of a Discontinuance or Material Modification of a Signal System or Relief from the Requirements of Part 236 .... 235-1 49 CFR Part 236 – Rules, Standards, and Instructions Governing the Installation, Inspection, Maintenance, and Repair of Signal and Train Control Systems, Devices, and Appliances ......................................................................................................................................... 236-1 Reference A: Fouling Section Clearance Point Measurement Diagram Reference B: FRA Letter to the Association of American Railroads - 1985 Reference C: Signal-Related Technical Bulletins and Safety Advisories i 49 CFR Part 233 – Signal Systems Reporting Requirements § 233.1 Scope. § 233.3 Application. § 233.5 Accidents resulting from signal failure. § 233.7 Signal failure reports. § 233.9 Reports. § 233.11 Civil penalties. § 233.13 Criminal penalty. 233-1 § 233.1 Scope. This part prescribes reporting requirements with respect to methods of train operation, block signal systems, interlockings, traffic control systems, automatic train stop, train control, and cab signal systems, or other similar appliances, methods, and systems. Application: This section identifies the systems, methods, and appliances that are subject to the reporting requirements. This rule subjects the following to the reporting requirements of this part: Automatic block signal systems Traffic control systems Interlockings Automatic train stop Train control Cab signal systems Other similar appliances, methods, and systems An automatic block signal system is a block signal system wherein the use of each block is governed by an automatic block signal, cab signal, or both. Note: A non-automatic block signal system is a term used to denote any method of maintaining an interval of space between trains as distinguished from an automatic block signal system, a traffic control system, an automatic cab signal system without roadway signals, or time interval system. A traffic control system is a block signal system under which train movements are authorized by block signals or cab signals whose indications supersede the superiority of trains for both opposing and following movements on the same track. An interlocking is an arrangement of signals, with or without other signal appliances, which may be controlled automatically, automatically with supervisory control, or remotely by an operator or dispatcher, and where train movements over all routes are governed by signal indication. An automatic train stop system is a system arranged so that its operation will automatically result in the application of the brakes until the train has been brought to a stop. An automatic train control system is a system arranged so that its operation will automatically result in the following: 1. A full-service application of the brakes, which will continue either until the train is brought to a stop, or under control of the engineman, or until its speed is reduced to a predetermined rate. 233-2 2. When operating under a speed restriction, application of the brakes when the speed of the train exceeds the predetermined rate and which will continue until the speed is reduced to that rate. Automatic train control systems include those systems referred to as speed control systems. An automatic cab signal system is a system that provides for the automatic operation of the following: 1. Cab signal, a signal located in the engineer’s compartment or cab, indicating a condition affecting the movement of a train and used in conjunction with interlocking signals and in conjunction with or in lieu of block signals, and 2. Cab indicator, a device located in the cab which indicates a condition or a change of condition of one or more elements of the system. § 233.3 Application. (a) Except as provided in paragraph (b) of this section, this part applies to railroads that operate on standard gage track which is part of the general railroad system of transportation. (b) This part does not apply to rail rapid transit operations conducted over track that is used exclusively for that purpose and that is not part of the general system of railroad transportation. Application: This section makes this part applicable to each common carrier by rail subject to the Signal Inspection Act, 49 U.S.C. 205. It applies to each railroad that is part of the general rail system engaged in interstate commerce. It does not apply to: Rapid transit systems Privately owned systems that do not transport interstate commerce Automatic classification yards Highway-rail grade crossing active warning devices § 233.5 Accidents resulting from signal failure. Each carrier shall report within 24 hours to the Federal Railroad Administration by toll free telephone number 800-424-0201, whenever it learns of the occurrence of an accident/incident arising from the failure of an appliance, device, method, or system to function or indicate as required by part 236 of this title that results in a more favorable aspect than intended or other condition hazardous to the movement of a train. Application: This section requires each carrier to call FRA at 800-424-0201 within 24 hours of each accident/incident resulting from a false proceed signal indication or failure. 233-3 A false proceed signal indication or a false proceed failure is the failure of an appliance, device, method, or system to function or indicate as required by the Rules, Standards, and Instructions (RS&I) that results in either a more favorable aspect than intended or a condition that is hazardous to the movement of a train. CLASSIFICATION OF DEFECTS 233.5.A1 Accident/incident resulting from or involving failure of appliance, device, method, or system to function or indicate as intended, not reported to FRA within 24 hours after accident/incident. § 233.7 Signal failure reports. Each carrier shall report within 15 days each failure of an appliance, device, method, or system to function or indicate as required by part 236 of this title that results in a more favorable aspect than intended or other condition hazardous to the movement of a train. Form FRA F6180-14, “Signal Failure Report,” shall be used for this purpose and completed in accordance with instructions printed on the form. Application: This rule requires that each false proceed failure, including those resulting in an accident/ incident, be reported to FRA within 15 days on Form FRA F6180-14, in accordance with the instructions contained on the form. Application of this rule includes that the report of each instance be complete and correct. A false proceed signal indication or a false proceed failure is the failure of an appliance, device, method, or system to function or indicate as required by the RS&I that results in either a more favorable signal aspect than intended or a condition that is hazardous to the movement of a train. CLASSIFICATION OF DEFECTS 233.7.A1 Report of failure of appliance, device, method, or system to indicate or function as intended not made on prescribed form within 15 days. 233.7.A2 Report of failure of appliance, device, method, or system to indicate or function as intended not complete. 233.7.A3 Report of failure of appliance, device, method, or system to indicate or function as intended not correct. § 233.9 Reports. Not later than April 1, 1997, and every 5 years thereafter, each carrier shall file with FRA a signal system status report titled “Signal System Five-Year Report” on a form to be provided by FRA in accordance with instructions and definitions provided on the report. 233-4 Application: This section requires each carrier to file a “Signal System Five-Year Report” every 5 years. The report addresses the status of the filing railroad’s signal systems and methods of train operation. It is due no later than April 1 at regular 5-year intervals beginning with the year 1997. The report is required to be filed on a form to be provided by FRA in accordance with the instructions on the back of the form. Application of this rule requires that the report of each railroad be timely, complete, and correct. CLASSIFICATION OF DEFECTS 233.9.A1 Five-year signal system status report not filed no later than April 1 of the year in which it is due. 233.9.A2 Five-year signal system status report not complete. 233.9.A3 Five-year signal system status report not correct. § 233.11 Civil penalty. Any person (an entity of any type covered under 1 U.S.C. 1, including but not limited to the following: a railroad; a manager, supervisor, official, or other employee or agent of a railroad; any owner, manufacturer, lessor, or lessee of railroad equipment, track, or facilities; any independent contractor providing goods or services to a railroad; and any employee of such owner, manufacturer, lessor, lessee, or independent contractor) who violates any requirement of this part or causes the violation of any such requirement is subject to a civil penalty of at least $650 and not more than $25,000 per violation, except that: Penalties may be assessed against individuals only for willful violations, and, where a grossly negligent violation or a pattern of repeated violations has created an imminent hazard of death or injury to persons, or has caused death or injury, a penalty not to exceed $100,000 per violation may be assessed. Each day a violation continues shall constitute a separate offense. See Appendix A to this part for a statement of agency civil penalty policy. Application: This section prescribes a civil penalty for failure to file reports as required by this part.