Federal Railroad Administration, DOT § 232.1
PART 232—BRAKE SYSTEM SAFETY 232.403 Design standards for one-way end-of- train devices. STANDARDS for FREIGHT and 232.405 Design and performance standards OTHER NON-PASSENGER TRAINS for two-way end-of-train devices. and EQUIPMENT; END-of-TRAIN 232.407 Operations requiring use of two-way end-of-train devices; prohibition on pur- DEVICES chase of nonconforming devices. 232.409 Inspection and testing of end-of- Subpart A—General train devices.
Sec. Subpart F—Introduction of New Brake 232.1 Scope. 232.3 Applicability. System Technology 232.5 Definitions. 232.501 Scope. 232.7 Waivers. 232.503 Process to introduce new brake sys- 232.9 Responsibility for compliance. tem technology. 232.11 Penalties. 232.505 Pre-revenue service acceptance test- 232.13 Preemptive effect. ing plan. 232.15 Movement of defective equipment. 232.17 Special approval procedure. APPENDIX A—SCHEDULE OF CIVIL PENALTIES 232.19 Availability of records. APPENDIX B—49 CFR PART 232 PRIOR TO MAY 232.21 Information collection. 31, 2001 AUTHORITY: 49 U.S.C. 20102–20103, 20107, Subpart B—General Requirements 20133, 20141, 20301–20303, 20306, 21301–21302, 21304; 49 CFR 1.49(c), (m). 232.101 Scope. 232.103 General requirements for all train SOURCE: 66 FR 4193, Jan. 17, 2001, unless brake systems. otherwise noted. 232.105 General requirements for loco- motives. Subpart A—General 232.107 Air source requirements and cold weather operations. § 232.1 Scope. 232.109 Dynamic brake requirements. 232.111 Train handling information. (a) This part prescribes Federal safe- ty standards for freight and other non- Subpart C—Inspection and Testing passenger train brake systems and Requirements equipment. Subpart E of this part pre- scribes Federal safety standards not 232.201 Scope. only for freight and other non-pas- 232.203 Training requirements. 232.205 Class I brake tests—initial terminal senger train brake systems and equip- inspection. ment, but also for passenger train 232.207 Class IA brake tests—1,000-mile in- brake systems. This part does not re- spection. strict a railroad from adopting or en- 232.209 Class II brake tests—intermediate forcing additional or more stringent re- inspection. quirements not inconsistent with this 232.211 Class III brake tests—trainline con- part. tinuity inspection. (b) Except as otherwise specifically 232.213 Extended haul trains. 232.215 Transfer train brake tests. provided in this paragraph or in this 232.217 Train brake tests conducted using part, railroads to which this part ap- yard air. plies shall comply with all the require- 232.219 Double heading and helper service. ments contained in subparts A through C and subpart F of this part beginning Subpart D—Periodic Maintenance and on April 1, 2004. Sections 232.1 through Testing Requirements 232.13 and 232.17 through 232.21 of this 232.301 Scope. part will become applicable to all rail- 232.303 General requirements. roads to which this part applies begin- 232.305 Single car air brake tests. ning on May 31, 2001. Subpart D of this 232.307 Modification of the single car air part will become applicable to all rail- brake test procedures. roads to which this part applies begin- 232.309 Equipment and devices used to per- ning on August 1, 2001. Subpart E of form single car air brake tests. this part will become applicable to all trains operating on track which is part Subpart E—End-of-Train Devices of the general railroad system of trans- 232.401 Scope. portation beginning on May 31, 2001.
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(c) A railroad may request earlier ap- politan or suburban area (as described plication of the requirements con- by 49 U.S.C. 20102(1)), including public tained in subparts A through C and authorities operating passenger train subpart F of this part upon written no- service; tification to FRA’s Associate Adminis- (4) Rapid transit operations in an trator for Safety. Such a request shall urban area that are not connected with indicate the railroad’s readiness and the general railroad system of trans- ability to comply with all of the re- portation; quirements contained in those sub- (5) Tourist, scenic, historic, or excur- parts. sion operations, whether on or off the (d) Except for operations identified in general railroad system; § 232.3(c)(1), (c)(4), and (c)(6) through (6) Freight and other non-passenger (c)(8), all railroads which are part of trains of four-wheel coal cars; the general railroad system of trans- (7) Freight and other non-passenger portation shall operate pursuant to the trains of eight-wheel standard logging requirements contained in this part 232 cars if the height of each car from the as it existed on May 31, 2001 and in- top of the rail to the center of the cou- cluded as Appendix B to this part until pling is not more than 25 inches; or they are either required to operate pur- (8) A locomotive used in hauling a suant to the requirements contained in train referred to in paragraph (c)(7) of this part or the requirements con- this subsection when the locomotive tained in part 238 of this chapter or and cars of the train are used only to they elect to comply earlier than oth- transport logs. erwise required with the requirements (d) The provisions formerly contained contained in this part or the require- in Interstate Commerce Commission ments contained in part 238 of this Order 13528, of May 30, 1945, as amend- chapter. ed, now revoked, are codified in this [66 FR 4193, Jan. 17, 2001, as amended at 66 paragraph. This part is not applicable FR 9906, Feb. 12, 2001] to the following equipment: (1) Scale test weight cars. § 232.3 Applicability. (2) Locomotive cranes, steam shovels, (a) Except as provided in paragraphs pile drivers, and machines of similar (b) and (c) of this section, this part ap- construction, and maintenance ma- plies to all railroads that operate chines built prior to September 21, 1945. freight or other non-passenger train (3) Export, industrial, and other cars service on standard gage track which is not owned by a railroad which are not part of the general railroad system of to be used in service, except for move- transportation. This includes the oper- ment as shipments on their own wheels ation of circus trains and private cars to given destinations. Such cars shall when hauled on such railroads. be properly identified by a card at- (b) Subpart E of this part, ‘‘End-of- tached to each side of the car, signed Train Devices,’’ applies to all trains op- by the shipper, stating that such move- erating on track which is part of the ment is being made under the author- general railroad system of transpor- ity of this paragraph. tation unless specifically excepted in (4) Industrial and other than rail- that subpart. road-owned cars which are not to be (c) Except as provided in § 232.1(d) and used in service except for movement paragraph (b) of this section, this part within the limits of a single switching does not apply to: district (i.e., within the limits of an in- (1) A railroad that operates only on dustrial facility). track inside an installation that is not (5) Narrow-gage cars. part of the general railroad system of (6) Cars used exclusively in switching transportation. operations and not used in train move- (2) Intercity or commuter passenger ments within the meaning of the Fed- train operations on standard gage eral safety appliance laws (49 U.S.C. track which is part of the general rail- 20301–20306). road system of transportation; (3) Commuter or other short-haul rail § 232.5 Definitions. passenger train operations in a metro- For purposes of this part—
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AAR means the Association of Amer- Brake, inoperative dynamic means a ican Railroads. dynamic brake that, for any reason, no Air brake means a combination of de- longer provides its designed retarding vices operated by compressed air, ar- force on the train. ranged in a system, and controlled Brake, parking means a brake that manually, electrically, electronically, can be applied by means other than by or pneumatically, by means of which hand, such as spring, hydraulic, or air the motion of a railroad car or loco- pressure when the brake pipe air is de- motive is retarded or arrested. pleted, or by an electrical motor. Air Flow Indicator, AFM means a spe- Brake pipe means the system of pip- cific air flow indicator required by the ing (including branch pipes, angle air flow method of qualifying train air cocks, cutout cocks, dirt collectors, brakes (AFM). The AFM Air Flow Indi- hoses, and hose couplings) used for con- cator is a calibrated air flow measuring necting locomotives and all railroad device which is clearly visible and leg- cars for the passage of compressed air. ible in daylight and darkness from the Brake, primary means those compo- engineer’s normal operating position. nents of the train brake system nec- The indicator face displays: essary to stop the train within the sig- (1) Markings from 10 cubic feet per nal spacing distance without thermal minute (CFM) to 80 CFM, in incre- damage to friction braking surfaces. ments of 10 CFM or less; and Brake, secondary means those compo- (2) Numerals indicating 20, 40, 60, and nents of the train brake system which 80 CFM for continuous monitoring of develop supplemental brake retarding air flow. force that is not needed to stop the Bind means restrict the intended train within signal spacing distances or movement of one or more brake system to prevent thermal damage to wheels. components by reduced clearance, by Emergency application means an irre- obstruction, or by increased friction. trievable brake application resulting in Brake, dynamic means a train braking the maximum retarding force available system whereby the kinetic energy of a from the train brake system. moving train is used to generate elec- End-of-train device, one-way means tric current at the locomotive traction two pieces of equipment linked by motors, which is then dissipated radio that meet the requirements of through resistor grids or into the cat- § 232.403. enary or third rail system. End-of-train device, two-way means Brake, effective means a brake that is two pieces of equipment linked by capable of producing its required de- radio that meet the requirements of signed retarding force on the train. A §§ 232.403 and 232.405. car’s air brake is not considered effec- Foul means any condition which re- tive if it is not capable of producing its stricts the intended movement of one designed retarding force or if its piston or more brake system components be- travel exceeds: cause the component is snagged, entan- (1) 101⁄2 inches for cars equipped with gled, or twisted. nominal 12-inch stroke brake cylinders; Freight car means a vehicle designed or to carry freight, or railroad personnel, (2) the piston travel limits indicated by rail and a vehicle designed for use in on the stencil, sticker, or badge plate a work or wreck train or other non- for that brake cylinder. passenger train. Brake, hand means a brake that can Initial terminal means the location be applied and released by hand to pre- where a train is originally assembled. vent or retard the movement of a loco- Locomotive means a piece of railroad motive. on-track equipment, other than hi-rail, Brake indicator means a device which specialized maintenance, or other simi- indicates the brake application range lar equipment, which may consist of and indicates whether brakes are ap- one or more units operated from a sin- plied and released. gle control stand— Brake, inoperative means a primary (1) With one or more propelling mo- brake that, for any reason, no longer tors designed for moving other railroad applies or releases as intended. equipment;
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(2) With one or more propelling mo- systems for which the person is as- tors designed to transport freight or signed responsibility. This person shall passenger traffic or both; or also possess a current understanding of (3) Without propelling motors but what is required to properly repair and with one or more control stands. maintain the safety-critical brake Locomotive cab means that portion of components for which the person is as- the superstructure designed to be occu- signed responsibility. Further, the pied by the crew operating the loco- qualified mechanical inspector shall be motive. a person whose primary responsibility Locomotive, controlling means the lo- includes work generally consistent comotive from which the engineer ex- with the functions listed in this defini- ercises control over the train. tion. Off air means not connected to a con- Qualified person means a person who tinuous source of compressed air of at has received, as a part of the training, least 60 pounds per square inch (psi). qualification, and designation program Ordered date or date ordered means the required under § 232.203, instruction and date on which notice to proceed is training necessary to perform one or given by a procuring railroad to a con- more functions required under this tractor or supplier for new equipment. part. The railroad is responsible for de- Piston travel means the amount of lin- termining that the person has the ear movement of the air brake hollow knowledge and skills necessary to per- rod (or equivalent) or piston rod when form the required function for which forced outward by movement of the the person is assigned responsibility. piston in the brake cylinder or actu- The railroad determines the qualifica- ator and limited by the brake shoes tions and competencies for employees being forced against the wheel or disc. designated to perform various func- Pre-revenue service acceptance testing tions in the manner set forth in this plan means a document, as further part. Although the rule uses the term specified in § 232.505, prepared by a rail- ‘‘qualified person’’ to describe a person road that explains in detail how pre- responsible for performing various revenue service tests of certain equip- functions required under this part, a ment demonstrate that the equipment person may be deemed qualified to per- meets Federal safety standards and the form some functions but not qualified railroad’s own safety design require- to perform other functions. For exam- ments. ple, although a person may be deemed Previously tested equipment means qualified to perform the Class II/inter- equipment that has received a Class I mediate brake test required by this brake test pursuant to § 232.205 and has part, that same person may or may not not been off air for more than four be deemed qualified to perform the hours. Class I/initial Terminal brake test or Primary responsibility means the task authorize the movement of defective that a person performs at least 50 per- equipment under this part. The rail- cent of the time. The totality of the road will determine the required func- circumstances will be considered on a tions for which an individual will be case-by-case basis in circumstances deemed a ‘‘qualified person’’ based where an individual does not spend 50 upon the instruction and training the percent of the day engaged in any one individual has received pursuant to readily identifiable type of activity. § 232.203 concerning a particular func- Qualified mechanical inspector means a tion. qualified person who has received, as a Railroad means any form of non-high- part of the training, qualification, and way ground transportation that runs designation program required under on rails or electromagnetic guideways, § 232.203, instruction and training that including: includes ‘‘hands-on’’ experience (under (1) Commuter or short-haul railroad appropriate supervision or apprentice- passenger service in a metropolitan or ship) in one or more of the following suburban area and commuter railroad functions: troubleshooting, inspection, service that was operated by the Con- testing, maintenance or repair of the solidated Rail Corporation on January specific train brake components and 1, 1979; and
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(2) High speed ground transportation Tourist, scenic, historic, or excursion systems that connect metropolitan operations are railroad operations that areas, without regard to whether those carry passengers, often using anti- systems use new technologies not asso- quated equipment, with the convey- ciated with traditional railroads. The ance of the passengers to a particular term ‘‘railroad’’ is also intended to destination not being the principal pur- mean a person that provides transpor- pose. tation by railroad, whether directly or Train means one or more locomotives by contracting out operation of the coupled with one or more freight cars, railroad to another person. The term except during switching service. does not include rapid transit oper- Train line means the brake pipe or ations in an urban area that are not any non-pneumatic system used to connected to the general railroad sys- transmit the signal that controls the tem of transportation. locomotive and freight car brakes. Rebuilt equipment means equipment Train, unit or train, cycle means a that has undergone overhaul identified train that, except for the changing of by the railroad as a capital expense locomotive power and the removal or under the Surface Transportation replacement of defective equipment, Board’s accounting standards. remains coupled as a consist and con- Refresher training means periodic re- tinuously operates from location A to training required for employees or con- location B and back to location A. tractors to remain qualified to perform Transfer train means a train that specific equipment troubleshooting, in- travels between a point of origin and a spection, testing, maintenance, or re- point of final destination not exceeding pair functions. 20 miles. Such trains may pick up or Respond as intended means to produce deliver freight equipment while en the result that a device or system is route to destination. designed to produce. Yard air means a source of com- ‘‘Roll-by’’ inspection means an inspec- pressed air other than from a loco- tion performed while equipment is motive. moving. Service application means a brake ap- § 232.7 Waivers. plication that results from one or more (a) Any person subject to a require- service reductions or the equivalent. ment of this part may petition the Ad- Service reduction means a decrease in ministrator for a waiver of compliance brake pipe pressure, usually from 5 to with such requirement. The filing of 25 psi at a rate sufficiently rapid to such a petition does not affect that move the operating valve to service po- person’s responsibility for compliance sition, but at a rate not rapid enough with that requirement while the peti- to move the operating valve to emer- tion is being considered. gency position. (b) Each petition for waiver must be Solid block of cars means two or more filed in the manner and contain the in- freight cars consecutively coupled to- formation required by part 211 of this gether and added to or removed from a chapter. train as a single unit. (c) If the Administrator finds that a State inspector means an inspector of waiver of compliance is in the public a participating State rail safety pro- interest and is consistent with railroad gram under part 212 of this chapter. safety, the Administrator may grant Switching service means the classifica- the waiver subject to any conditions tion of freight cars according to com- the Administrator deems necessary. If modity or destination; assembling of a waiver is granted, the Administrator cars for train movements; changing the publishes a notice in the FEDERAL REG- position of cars for purposes of loading, ISTER containing the reasons for grant- unloading, or weighing; placing of loco- ing the waiver. motives and cars for repair or storage; or moving of rail equipment in connec- § 232.9 Responsibility for compliance. tion with work service that does not (a) A railroad subject to this part constitute a train movement. shall not use, haul, permit to be used
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or hauled on its line, offer in inter- (b) Any person who knowingly and change, or accept in interchange any willfully falsifies a record or report re- train, railroad car, or locomotive with quired by this part is subject to crimi- one or more conditions not in compli- nal penalties under 49 U.S.C. 21311. ance with this part; however, a railroad shall not be liable for a civil penalty § 232.13 Preemptive effect. for such action if such action is in ac- (a) Under 49 U.S.C. 20106, issuance of cordance with § 232.15. For purposes of the regulations in this part preempts this part, a train, railroad car, or loco- any State law, rule, regulation, order, motive will be considered in use prior or standard covering the same subject to departure but after it has received, matter, except for a provision nec- or should have received, the inspection essary to eliminate or reduce a local required for movement and is deemed safety hazard if that provision is not ready for service. incompatible with this part and does (b) Although many of the require- not impose an undue burden on inter- ments of this part are stated in terms state commerce. of the duties of a railroad, when any (b) Preemption should also be consid- person performs any function required ered pursuant to the Locomotive Boiler by this part, that person (whether or not a railroad) is required to perform Inspection Act (now codified at 49 that function in accordance with this U.S.C. 20701–20703), the Safety Appli- part. ance Acts (now codified at 49 U.S.C. 20301–20304), and the Commerce Clause (c) Any person performing any func- based on the relevant case law per- tion or task required by this part shall taining to preemption under those pro- be deemed to have consented to FRA visions. inspection of the person’s operation to the extent necessary to determine (c) FRA does not intend by issuance whether the function or task is being of the regulations in this part to pre- performed in accordance with the re- empt provisions of State criminal law quirements of this part. that impose sanctions for reckless con- duct that leads to actual loss of life, in- § 232.11 Penalties. jury, or damage to property, whether such provisions apply specifically to (a) Any person (including but not railroad employees or generally to the limited to a railroad; any manager, su- public at large. pervisor, official, or other employee or agent of a railroad; any owner, manu- § 232.15 Movement of defective equip- facturer, lessor, or lessee of railroad ment. equipment, track, or facilities; any em- ployee of such owner, manufacturer, (a) General provision. Except as pro- lessor, lessee, or independent con- vided in paragraph (c) of this section, a tractor) who violates any requirement railroad car or locomotive with one or of this part or causes the violation of more conditions not in compliance any such requirement is subject to a with this part may be used or hauled civil penalty of at least $500, but not without civil penalty liability under more than $11,000 per violation, except this part only if all of the following that: Penalties may be assessed against conditions are met: individuals only for willful violations, (1) The defective car or locomotive is and, where a grossly negligent viola- properly equipped in accordance with tion or a pattern of repeated violations the applicable provisions of 49 U.S.C. has created an imminent hazard of chapter 203 and the requirements of death or injury to persons, or has this part. caused death or injury, a penalty not (2) The car or locomotive becomes de- to exceed $22,000 per violation may be fective while it is being used by the assessed. Each day a violation con- railroad on its line or becomes defec- tinues shall constitute a separate of- tive on the line of a connecting rail- fense. Appendix A to this part contains road and is properly accepted in inter- a schedule of civil penalty amounts change for repairs in accordance with used in connection with this rule. paragraph (a)(7) of this section.
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(3) The railroad first discovers the de- (B) The maximum safe speed and fective condition of the car or loco- other restrictions necessary for safely motive prior to moving it for repairs. conducting the movement. (4) The movement of the defective (ii) The person in charge of the train car or locomotive for repairs is from in which the car or locomotive is to be the location where the car or loco- moved shall be notified in writing and motive is first discovered defective by inform all other crew members of the the railroad. presence of the defective car or loco- (5) The defective car or locomotive motive and the maximum speed and cannot be repaired at the location other restrictions determined under where the railroad first discovers it to paragraph (a)(11)(i)(B) of this section. be defective. A copy of the tag or card described in (6) The movement of the car or loco- paragraph (b) of this section may be motive is necessary to make repairs to used to provide the notification re- the defective condition. quired by this paragraph. (7) The location to which the car or (iii) The defective car or locomotive locomotive is being taken for repair is is moved in compliance with the max- the nearest available location where imum speed and other restrictions de- necessary repairs can be performed on termined under paragraph (a)(11)(i)(B) the line of the railroad where the car of this section. or locomotive was first found to be de- (12) The defective car or locomotive fective or is the nearest available loca- is not subject to a Special Notice for tion where necessary repairs can be Repair under part 216 of this chapter, performed on the line of a connecting unless the movement of the defective railroad if: car is made in accordance with the re- strictions contained in the Special No- (i) The connecting railroad elects to tice. accept the defective car or locomotive (b) (1) for such repair; and Tagging of defective equipment. At the place where the railroad first (ii) The nearest available location discovers the defect, a tag or card shall where necessary repairs can be per- be placed on both sides of the defective formed on the line of the connecting equipment or locomotive and in the railroad is no farther than the nearest cab of the locomotive, or an automated available location where necessary re- tracking system approved for use by pairs can be performed on the line of FRA shall be provided with the fol- the railroad where the car or loco- lowing information about the defective motive was found defective. equipment: (8) The movement of the defective (i) The reporting mark and car or lo- car or locomotive for repairs is not by comotive number; a train required to receive a Class I (ii) The name of the inspecting rail- brake test at that location pursuant to road; § 232.205. (iii) The name and job title of the in- (9) The movement of the defective spector; car or locomotive for repairs is not in (iv) The inspection location and date; a train in which less than 85 percent of (v) The nature of each defect; the cars have operative and effective (vi) A description of any movement brakes. restrictions; (10) The defective car or locomotive (vii) The destination of the equip- is tagged, or information is recorded, ment where it will be repaired; and as prescribed in paragraph (b) of this (viii) The signature, or electronic section. identification, of the person reporting (11) Except for cars or locomotives the defective condition. with brakes cut out en route, the fol- (2) The tag or card required by para- lowing additional requirements are graph (b)(1) of this section shall remain met: affixed to the defective equipment (i) A qualified person shall deter- until the necessary repairs have been mine— performed. (A) That it is safe to move the car or (3) An electronic or written record or locomotive; and a copy of each tag or card attached to
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or removed from a car or locomotive (i) Failure or cutting out of sec- shall be retained for 90 days and, upon ondary brake systems; request, shall be made available within (ii) Inoperative or otherwise defec- 15 calendar days for inspection by FRA tive handbrakes or parking brakes; or State inspectors. (iii) Piston travel that is in excess of (4) Each tag or card removed from a the Class I brake test limits required in car or locomotive shall contain the § 232.205 but that does not exceed the date, location, reason for its removal, outside limits contained on the stencil, and the signature of the person who re- sticker, or badge plate required by moved it from the piece of equipment. § 232.103(g) for considering the power (5) Any automated tracking system brakes to be effective; and approved by FRA to meet the tagging (iv) Power brakes overdue for inspec- requirements contained in paragraph tion, testing, maintenance, or sten- (b)(1) of this section shall be capable of ciling under this part. being reviewed and monitored by FRA (e) Placement of equipment with inoper- at any time to ensure the integrity of ative brakes. (1) A freight car or loco- the system. FRA’s Associate Adminis- motive with inoperative brakes shall trator for Safety may prohibit or re- not be placed as the rear car of the voke a railroad’s authority to utilize train. an approved automated tracking sys- (2) No more than two freight cars tem in lieu of tagging if FRA finds that with either inoperative brakes or not the automated tracking system is not equipped with power brakes shall be properly secure, is inaccessible to FRA consecutively placed in the same train. or a railroad’s employees, or fails to (3) Multi-unit articulated equipment adequately track and monitor the shall not be placed in a train if the movement of defective equipment. equipment has more than two consecu- FRA will record such a determination tive individual control valves cut-out or if the brakes controlled by the in writing, include a statement of the valves are inoperative. basis for such action, and provide a (f) Guidelines for determining locations copy of the document to the railroad. where necessary repairs can be performed. (c) Movement for unloading or purging The following guidelines will be consid- of defective cars. If a defective car is ered by FRA when determining wheth- loaded with a hazardous material or er a location is a location where re- contains residue of a hazardous mate- pairs to a car’s brake system or compo- rial, the car may not be placed for un- nents can be performed and whether a loading or purging unless unloading or location is the nearest location where purging is consistent with determina- the needed repairs can be effectuated. tions made and restrictions imposed (1) The following general factors and under paragraph (a)(11)(i) of this sec- guidelines will be considered when tion and the unloading or purging is making determinations as to whether a necessary for the safe repair of the car. location is a location where brake re- (d) Computation of percent operative pairs can be performed: power brakes. (1) The percentage of op- (i) The accessibility of the location erative power brakes in a train shall be to persons responsible for making re- based on the number of control valves pairs; in the train. The percentage shall be (ii) The presence of hazardous condi- determined by dividing the number of tions that affect the ability to safely control valves that are cut-in by the make repairs of the type needed at the total number of control valves in the location; train. A control valve shall not be con- (iii) The nature of the repair nec- sidered cut-in if the brakes controlled essary to bring the car into compli- by that valve are inoperative. Both ance; cars and locomotives shall be consid- (iv) The need for railroads to have in ered when making this calculation. place an effective means to ensure the (2) The following brake conditions safe and timely repair of equipment; not in compliance with this part are (v) The relevant weather conditions not considered inoperative power at the location that affect accessibility brakes for purposes of this section: or create hazardous conditions;
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(vi) A location need not have the Safety and shall be subject to any ability to effectuate every type of modifications or changes determined brake system repair in order to be con- by FRA to be necessary to ensure con- sidered a location where some brake re- sistency with the requirements and pairs can be performed; guidance contained in this part. (vii) A location need not be staffed continuously in order to be considered § 232.17 Special approval procedure. a location where brake repairs can be (a) General. The following procedures performed; govern consideration and action upon (viii) The ability of a railroad to per- requests for special approval of an al- form repair track brake tests or single ternative standard under §§ 232.305 and car tests at a location shall not be con- 232.307; and for special approval of pre- sidered; and revenue service acceptance testing (ix) The congestion of work at a loca- plans under subpart F of this part. tion shall not be considered (b) Petitions for special approval of an (2) The general factors and guidelines alternative standard. Each petition for outlined in paragraph (f)(1) of this sec- special approval of an alternative tion should be applied to the following standard shall contain: locations: (1) The name, title, address, and tele- (i) A location where a mobile repair phone number of the primary person to truck is used on a regular basis; be contacted with regard to review of (ii) A location where a mobile repair the petition; truck originates or is permanently sta- (2) The alternative proposed, in de- tioned; tail, to be substituted for the par- (iii) A location at which a railroad ticular requirement of this part; performs mechanical repairs other than brake system repairs; and (3) Appropriate data or analysis, or (iv) A location that has an operative both, for FRA to consider in deter- repair track or repair shop; mining whether the alternative will (3) In determining whether a location provide at least an equivalent level of is the nearest location where the nec- safety; and essary brake repairs can be made, the (4) A statement affirming that the distance to the location is a key factor railroad has served a copy of the peti- but should not be considered the deter- tion on designated representatives of mining factor. The distance to a loca- its employees, together with a list of tion must be considered in conjunction the names and addresses of the persons with the factors and guidance outlined served. in paragraphs (f)(1) and (f)(2) of this (c) Petitions for special approval of pre- section. In addition, the following safe- revenue service acceptance testing plan. ty factors must be considered in order Each petition for special approval of a to optimize safety: pre-revenue service acceptance testing (i) The safety of the employees re- plan shall contain: sponsible for getting the equipment to (1) The name, title, address, and tele- or from a particular location; and phone number of the primary person to (ii) The potential safety hazards in- be contacted with regard to review of volved with moving the equipment in the petition; and the direction of travel necessary to get (2) The elements prescribed in the equipment to a particular location. § 232.505. (g) Based on the guidance detailed in (d) Service. (1) Each petition for spe- paragraph (f) of this section and con- cial approval under paragraph (b) or (c) sistent with other requirements con- of this section shall be submitted in tained in this part, a railroad and the triplicate to the Associate Adminis- representatives of the railroad’s em- trator for Safety, Federal Railroad Ad- ployees may submit, for FRA approval, ministration, 400 7th Street, SW., a joint proposal containing a plan des- Washington, DC 20590. ignating locations where brake system (2) Service of each petition for spe- repairs will be performed. Approval of cial approval of an alternative stand- such plans shall be made in writing by ard under paragraph (b) of this section FRA’s Associate Administrator for shall be made on the following:
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(i) Designated employee representa- open consideration of the petition for tives responsible for the equipment’s cause. operation, inspection, testing, and (2) If FRA finds that the petition maintenance under this part; does not comply with the requirements (ii) Any organizations or bodies that of this section and that the alternative either issued the standard incorporated standard or pre-revenue service plan is in the section(s) of the rule to which not acceptable or justified, the petition the special approval pertains or issued will be denied, normally within 90 days the alternative standard that is pro- of its receipt. posed in the petition; and (3) When FRA grants or denies a peti- (iii) Any other person who has filed tion, or reopens consideration of the with FRA a current statement of inter- petition, written notice is sent to the est in reviewing special approvals petitioner and other interested parties. under the particular requirement of this part at least 30 days but not more § 232.19 Availability of records. than 5 years prior to the filing of the Except as otherwise provided, the petition. If filed, a statement of inter- records and plans required by this part est shall be filed with FRA’s Associate shall be made available to representa- Administrator for Safety and shall ref- tives of FRA and States participating erence the specific section(s) of this under part 212 of this chapter for in- part in which the person has an inter- spection and copying upon request. est. (e) Federal Register notice. FRA will § 232.21 Information Collection. publish a notice in the FEDERAL REG- (a) The information collection re- ISTER concerning each petition under quirements of this part were reviewed paragraph (b) of this section. by the Office of Management and Budg- (f) Comment. Not later than 30 days et pursuant to the Paperwork Reduc- from the date of publication of the no- tion Act of 1995 (44 U.S.C. 3501 et seq.) tice in the FEDERAL REGISTER con- and are assigned OMB control number cerning a petition under paragraph (b) 2130–0008. of this section, any person may com- (b) The information collection re- ment on the petition. quirements are found in the following (1) A comment shall set forth specifi- sections: §§ 229.27, 231.31, 232.1, 232.3, cally the basis upon which it is made, 232.7, 232.11, 232.15, 232.17, 232.103, and contain a concise statement of the 232.105, 232.107, 232.109, 232.111, 232.203, interest of the commenter in the pro- 232.205, 232.207, 232.209, 232.211, 232.213, ceeding. 232.303, 232.307, 232.309, 232.403, 232.405, (2) The comment shall be submitted 232.407, 232.409, 232.503, 232.505. in triplicate to the Associate Adminis- trator for Safety, Federal Railroad Ad- Subpart B—General Requirements ministration, 400 7th Street, SW., Washington, DC 20590. § 232.101 Scope. (3) The commenter shall certify that This subpart contains general oper- a copy of the comment was served on ating, performance, and design require- each petitioner. ments for each railroad that operates (g) Disposition of petitions. (1) If FRA freight or other non-passenger trains finds that the petition complies with and for specific equipment used in the requirements of this section and those operations. that the proposed alternative standard or pre-revenue service plan is accept- § 232.103 General requirements for all able and justified, the petition will be train brake systems. granted, normally within 90 days of its (a) The primary brake system of a receipt. If the petition is neither grant- train shall be capable of stopping the ed nor denied within 90 days, the peti- train with a service application from tion remains pending for decision. FRA its maximum operating speed within may attach special conditions to the the signal spacing existing on the approval of any petition. Following the track over which the train is oper- approval of a petition, FRA may re- ating.
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(b) If the integrity of the train line of the inspector to place himself or her- a train brake system is broken, the self on, under, or between components train shall be stopped. If a train line of the equipment to observe brake ac- uses other than solely pneumatic tech- tuation or release. nology, the integrity of the train line (i) All trains shall be equipped with shall be monitored by the brake con- an emergency application feature that trol system. produces an irretrievable stop, using a (c) A train brake system shall re- brake rate consistent with prevailing spond as intended to signals from the adhesion, train safety, and brake sys- train line. tem thermal capacity. An emergency (d) One hundred percent of the brakes application shall be available at all on a train shall be effective and opera- times, and shall be initiated by an un- tive brakes prior to use or departure intentional parting of the train line or from any location where a Class I loss of train brake communication. brake test is required to be performed (j) A railroad shall set the maximum on the train pursuant to § 232.205. main reservoir working pressure. (e) A train shall not move if less than (k) The maximum brake pipe pres- 85 percent of the cars in that train sure shall not be greater than 15 psi have operative and effective brakes. less than the air compressor governor (f) Each car in a train shall have its starting or loading pressure. air brakes in effective operating condi- (l) Except as otherwise provided in tion unless the car is being moved for this part, all equipment used in freight repairs in accordance with § 232.15. The air brakes on a car are not in effective or other non-passenger trains shall, at operating condition if its brakes are a minimum, meet the Association of cut-out or otherwise inoperative or if American Railroads (AAR) Standard S– the piston travel exceeds: 469–47, ‘‘Performance Specification for Freight Brakes,’’ contained in the AAR (1) 101⁄2 inches for cars equipped with nominal 12-inch stroke brake cylinders; Manual of Standards and Recommended or Practices, Section E (April 1, 1999). The (2) The piston travel limits indicated incorporation by reference of this AAR on the stencil, sticker, or badge plate standard was approved by the Director for the brake cylinder with which the of the Federal Register in accordance car is equipped. with 5 U.S.C. 552(a) and 1 CFR part 51. (g) Except for cars equipped with You may obtain a copy of the incor- porated document from the Association nominal 12-inch stroke (81⁄2 and 10-inch diameters) brake cylinders, all cars of American Railroads, 50 F Street, shall have a legible decal, stencil, or NW, Washington, DC. 20001. You may sticker affixed to the car or shall be inspect a copy of the document at the equipped with a badge plate displaying Federal Railroad Administration, the permissible brake cylinder piston Docket Clerk, 1120 Vermont Avenue, travel range for the car at Class I NW, Suite 7000, Washington, DC or at brake tests and the length at which the the Office of the Federal Register, 800 piston travel renders the brake ineffec- North Capitol Street, NW, Suite 700, tive, if different from Class I brake test Washington, DC 20408. limits. The decal, stencil, sticker, or (m) If a train qualified by the Air badge plate shall be located so that it Flow Method as provided for in subpart may be easily read and understood by a C of this part experiences a brake pipe person positioned safely beside the car. air flow of greater than 60 CFM or (h) All equipment ordered on or after brake pipe gradient of greater than 15 August 1, 2002, or placed in service for psi while en route and the movable the first time on or after April 1, 2004, pointer does not return to those limits shall have train brake systems de- within a reasonable time, the train signed so that an inspector can observe shall be stopped at the next available from a safe position either the piston location and be inspected for leaks in travel, an accurate indicator which the brake system. shows piston travel, or any other (n) Securement of unattended equip- means by which the brake system is ment. A train’s air brake shall not be actuated. The design shall not require depended upon to hold equipment
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standing unattended on a grade (in- tended locomotive consist outside of cluding a locomotive, a car, or a train yard limits. whether or not locomotive is attached). (iii) At a minimum, the hand brake For purposes of this section, ‘‘unat- shall be fully applied on the lead loco- tended equipment’’ means equipment motive in an unattended locomotive left standing and unmanned in such a consist within yard limits. manner that the brake system of the (4) A railroad shall adopt and comply equipment cannot be readily controlled with a process or procedures to verify by a qualified person. Unattended that the applied hand brakes will suffi- equipment shall be secured in accord- ciently hold an unattended locomotive ance with the following requirements: consist. A railroad shall also adopt and (1) A sufficient number of hand comply with instructions to address brakes shall be applied to hold the throttle position, status of the reverse equipment. Railroads shall develop and lever, position of the generator field implement a process or procedure to switch, status of the independent verify that the applied hand brakes brakes, position of the isolation will sufficiently hold the equipment switch, and position of the automatic with the air brakes released. brake valve on all unattended loco- (2) Where possible, an emergency motives. The procedures and instruc- brake application of the air brakes tion required in this paragraph shall shall be initiated prior to leaving take into account winter weather con- equipment unattended. ditions as they relate to throttle posi- (3) The following requirements apply tion and reverser handle. to the use of hand brakes on unat- (5) Any hand brakes applied to hold tended locomotives: unattended equipment shall not be re- (i) All hand brakes shall be fully ap- leased until it is known that the air plied on all locomotives in the lead brake system is properly charged. consist of an unattended train. (o) Air pressure regulating devices (ii) All hand brakes shall be fully ap- shall be adjusted for the following pres- plied on all locomotives in an unat- sures:
Locomotives PSI
(1) Minimum brake pipe air pressure: Road Service ...... 90 Switch Service ...... 60 (2) Minimum differential between brake pipe and main reservoir air pressures, with brake valve in running 15 position. (3) Safety valve for straight air brake ...... 30Ð55 (4) Safety valve for LT, ET, No. 8ÐEL, No. 14 El, No. 6ÐDS, No. 6ÐBL and No. 6ÐSL equipment ...... 30Ð68 (5) Safety valve for HSC and No. 24ÐRL equipment ...... 30Ð75 (6) Reducing valve for independent or straight air brake ...... 30Ð50 (7) Self-lapping portion for electro-pneumatic brake (minimum full application pressure) ...... 50 (8) Self-lapping portion for independent air brake (full application pressure) ...... 30 or less (9) Reducing valve for high-speed brake (minimum) ...... 50
(p) Railroad or contract supervisors (b) All locomotives ordered on or shall be held jointly responsible with after August 1, 2002, or placed in serv- the inspectors and train crew members ice for the first time on or after April they supervise for the condition and 1, 2004, shall be equipped with a hand or proper functioning of train brake sys- parking brake that is: tems to the extent that it is possible to (1) Capable of application or activa- detect defective equipment by the in- tion by hand; spections and tests required by this (2) Capable of release by hand; and part. (3) Capable of holding the unit on a three (3) percent grade. § 232.105 General requirements for lo- (c) On locomotives so equipped, the comotives. hand or parking brake as well as its (a) The air brake equipment on a lo- parts and connections shall be in- comotive shall be in safe and suitable spected, and necessary repairs made, as condition for service. often as service requires but no less
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frequently than every 368 days. The (ii) Identify yard air sources found date of the last inspection shall be ei- not to be operating as intended or ther entered on Form FRA F 6180–49A found introducing contaminants into or suitably stenciled or tagged on the the brake system of the equipment it locomotive. services. (d) The amount of leakage from the (iii) Repair or take other remedial equalizing reservoir on locomotives action regarding any yard air source and related piping shall be zero, unless identified under paragraph (a)(2)(ii) of the system is capable of maintaining this section. the set pressure at any service applica- (3) A railroad shall maintain records tion with the brakes control valve in of the information and actions required the freight position. If such leakage is by paragraph (a)(2). These records shall detected en route, the train may be be maintained for a period of at least moved only to the nearest forward lo- one year from the date of creation and cation where the equalizing-reservoir may be maintained either electroni- leakage can be corrected. On loco- cally or in writing. motives equipped with electronic (b) Condensation and other contami- brakes, if the system logs or displays a nants shall be blown from the pipe or fault related to equalizing reservoir hose from which compressed air is leakage, the train may be moved only taken prior to connecting the yard air to the nearest forward location where line or motive power to the train. the necessary repairs can be made. (c) No chemicals which are known to (e) Use of the feed or regulating valve degrade or harm brake system compo- to control braking is prohibited. nents shall be placed in the train air (f) The passenger position on the lo- brake system. comotive brake control stand shall be (d) Yard air reservoirs shall either be used only if the trailing equipment is equipped with an operable automatic designed for graduated brake release or drain system or be manually drained at if equalizing reservoir leakage occurs least once each day that the devices en route and its use is necessary to are used or more often if moisture is safely control the movement of the detected in the system. train until it reaches the next forward (e) A railroad shall adopt and comply location where the reservoir leakage with detailed written operating proce- can be corrected. dures tailored to the equipment and (g) When taking charge of a loco- territory of that railroad to cover safe motive or locomotive consist, an engi- train operations during cold weather. neer must know that the brakes are in For purposes of this provision, ‘‘cold operative condition. weather’’ means when the ambient temperature drops below 10 degrees § 232.107 Air source requirements and Fahrenheit (F) (minus 12.2 degrees Cel- cold weather operations. sius). (a) Monitoring plans for yard air sources. A railroad shall adopt and com- § 232.109 Dynamic brake require- ply with a written plan to monitor all ments. yard air sources, other than loco- (a) Except as provided in paragraph motives, to determine that they oper- (i) of this section, a locomotive engi- ate as intended and do not introduce neer shall be informed of the oper- contaminants into the brake system of ational status of the dynamic brakes freight equipment. on all locomotive units in the consist (2) This plan shall require the rail- at the initial terminal or point of ori- road to: gin for a train and at other locations (i) Inspect each yard air source at where a locomotive engineer first be- least two times per calendar year, no gins operation of a train. The informa- less than five months apart, to deter- tion required by this paragraph may be mine it operates as intended and does provided to the locomotive engineer by not introduce contaminants into the any means determined appropriate by brake system of the equipment it serv- the railroad; however, a written or ices. electronic record of the information
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shall be maintained in the cab of the train or the total train dynamic brake controlling locomotive. retarding force. (b) Except as provided in paragraph (g) All locomotives equipped with dy- (e) of this section, all inoperative dy- namic brakes and ordered on or after namic brakes shall be repaired within August 1, 2002, or placed in service for 30 calendar days of becoming inoper- the first time on or after April 1, 2004, ative or at the locomotive’s next peri- shall be designed to: odic inspection pursuant to § 229.23 of (1) Test the electrical integrity of the this chapter, whichever occurs first. dynamic brake at rest; and (c) Except as provided in paragraph (2) Display the available total train (e) of this section, a locomotive discov- dynamic brake retarding force at var- ered with inoperative dynamic brakes ious speed increments in the cab of the shall have a tag bearing the words ‘‘in- controlling (lead) locomotive. operative dynamic brake’’ securely at- (h) All rebuilt locomotives equipped tached and displayed in a conspicuous with dynamic brakes and placed in location in the cab of the locomotive. service on or after April 1, 2004, shall be This tag shall contain the following in- designed to: formation: (1) Test the electrical integrity of the (1) The locomotive number; dynamic brake at rest; and (2) The name of the discovering car- (2) Display either the train decelera- rier; tion rate or the available total train (3) The location and date where con- dynamic brake retarding force at var- dition was discovered; and ious speed increments in the cab of the controlling (lead) locomotive. (4) The signature of the person dis- (i) The information required by para- covering the condition. graph (a) of this section is not required (d) An electronic or written record of to be provided to the locomotive engi- repairs made to a locomotive’s dy- neer if all of the locomotives in the namic brakes shall be retained for 92 lead consist of a train are equipped in days. accordance with paragraph (g) of this (e) A railroad may elect to declare section. the dynamic brakes on a locomotive (j) A railroad operating a train with deactivated without removing the dy- a brake system that includes dynamic namic brake components from the lo- brakes shall adopt and comply with comotive, only if all of the following written operating rules governing safe conditions are met: train handling procedures using these (1) The locomotive is clearly marked dynamic brakes under all operating with the words ‘‘dynamic brake deacti- conditions, which shall be tailored to vated’’ in a conspicuous location in the the specific equipment and territory of cab of the locomotive; and the railroad. The railroad’s operating (2) The railroad has taken appro- rules shall: priate action to ensure that the deacti- (1) Ensure that the friction brakes vated locomotive is incapable of uti- are sufficient by themselves, without lizing dynamic brake effort to retard or the aid of dynamic brakes, to stop the control train speed. train safely under all operating condi- (f) If a locomotive consist is intended tions. to have its dynamic brakes used while (2) Include a ‘‘miles-per-hour-over- in transit, a locomotive with inoper- speed-stop’’ rule. At a minimum, this ative or deactivated dynamic brakes or rule shall require that any train, when a locomotive not equipped with dy- descending a grade of 1 percent or namic brakes shall not be placed in the greater, shall be immediately brought controlling (lead) position of a consist to a stop, by an emergency brake appli- unless the locomotive has the capa- cation if necessary, when the train’s bility of: speed exceeds the maximum authorized (1) Controlling the dynamic braking speed for that train by more than 5 effort in trailing locomotives in the miles per hour. A railroad shall reduce consist that are so equipped; and the 5 mile per hour overspeed restric- (2) Displaying to the locomotive en- tion if validated research indicates the gineer the deceleration rate of the need for such a reduction. A railroad
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may increase the 5 mile per hour over- Subpart C—Inspection and Testing speed restriction only with approval of Requirements FRA and based upon verifiable data and research. § 232.201 Scope. (k) A railroad operating a train with This subpart contains the inspection a brake system that includes dynamic and testing requirements for brake sys- brakes shall adopt and comply with tems used in freight and other non-pas- specific knowledge, skill, and ability senger trains. This subpart also con- criteria to ensure that its locomotive tains general training requirements for engineers are fully trained in the oper- railroad and contract personnel used to ating rules prescribed by paragraph (j) perform the required inspections and of this section. The railroad shall in- tests. corporate such criteria into its loco- motive engineer certification program § 232.203 Training requirements. pursuant to Part 240 of this chapter. (a) Each railroad and each contractor shall adopt and comply with a training, § 232.111 Train handling information. qualification, and designation program (a) A railroad shall adopt and comply for its employees that perform brake with written procedures to ensure that system inspections, tests, or mainte- a train crew employed by the railroad nance. For purposes of this section, a is given accurate information on the ‘‘contractor’’ is defined as a person condition of the train brake system under contract with the railroad or car and train factors affecting brake sys- owner. The records required by this tem performance and testing when the section may be maintained either elec- crew takes over responsibility for the tronically or in writing. train. The information required by this (b) As part of this program, the rail- paragraph may be provided to the loco- road or contractor shall: motive engineer by any means deter- (1) Identify the tasks related to the mined appropriate by the railroad; inspection, testing, and maintenance of however, a written or electronic record the brake system required by this part of the information shall be maintained that must be performed by the railroad in the cab of the controlling loco- or contractor and identify the skills motive. and knowledge necessary to perform (b) The procedures shall require that each task. each train crew taking charge of a (2) Develop or incorporate a training train be informed of: curriculum that includes both class- (1) The total weight and length of the room and ‘‘hands-on’’ lessons designed train, based on the best information to impart the skills and knowledge available to the railroad; identified as necessary to perform each task. The developed or incorporated (2) Any special weight distribution training curriculum shall specifically that would require special train han- address the Federal regulatory require- dling procedures; ments contained in this part that are (3) The number and location of cars related to the performance of the tasks with cut-out or otherwise inoperative identified. brakes and the location where they (3) Require all employees to success- will be repaired; fully complete a training curriculum (4) If a Class I or Class IA brake test that covers the skills and knowledge is required prior to the next crew the employee will need to possess in change point, the location at which order to perform the tasks required by that test shall be performed; and this part that the employee will be re- (5) Any train brake system problems sponsible for performing, including the encountered by the previous crew of specific Federal regulatory require- the train. ments contained in this part related to
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the performance of a task for which the for employees who are responsible for employee will be responsible; the testing, operation, and mainte- (4) Require all employees to pass a nance of the devices. written or oral examination covering (d) A railroad that operates trains the skills and knowledge the employee under conditions that require the set- will need to possess in order to perform ting of air brake pressure retaining the tasks required by this part that the valves shall adopt and comply with a employee will be responsible for per- training program which specifically ad- forming, including the specific Federal dresses the proper use of retainers for regulatory requirements contained in employees who are responsible for this part related to the performance of using or setting retainers. a task for which the employee will be (e) A railroad or contractor shall responsible for performing; maintain adequate records to dem- (5) Require all employees to individ- onstrate the current qualification sta- ually demonstrate ‘‘hands-on’’ capa- tus of all of its personnel assigned to bility by successfully applying the inspect, test, or maintain a train brake skills and knowledge the employee will system. The records required by this need to possess in order to perform the paragraph may be maintained either tasks required by this part that the electronically or in writing and shall employee will be responsible for per- be provided to FRA upon request. forming to the satisfaction of the em- These records shall include the fol- ployee’s supervisor or designated in- lowing information concerning each structor; such employee: (6) Consider training and testing, in- (1) The name of the employee; cluding efficiency testing, previously (2) The dates that each training received by an employee in order to course was completed; meet the requirements contained in (3) The content of each training paragraphs (b)(3) through (b)(5) of this course successfully completed; section; provided, such training and testing can be documented as required (4) The employee’s scores on each in paragraph (e) of this section; test taken to demonstrate proficiency; (7) Require supervisors to exercise (5) A description of the employee’s oversight to ensure that all the identi- ‘‘hands-on’’ performance applying the fied tasks are performed in accordance skills and knowledge the employee with the railroad’s written procedures needs to possess in order to perform and the specific Federal regulatory re- the tasks required by this part that the quirements contained in this part; employee will be responsible for per- (8) Require periodic refresher train- forming and the basis for finding that ing at an interval not to exceed three the skills and knowledge were success- years that includes classroom and fully demonstrated; ‘‘hands-on’’ training, as well as testing. (6) A record that the employee was Efficiency testing may be used to meet notified of his or her current qualifica- the ‘‘hands-on’’ portion of this require- tion status and of any subsequent ment; provided, such testing is docu- changes to that status; mented as required in paragraph (e) of (7) The tasks required to be per- this section; and formed under this part which the em- (9) Add new brake systems to the ployee is deemed qualified to perform; training, qualification and designation and program prior to its introduction to (8) Identification of the person(s) de- revenue service. termining that the employee has suc- (c) A railroad that operates trains re- cessfully completed the training nec- quired to be equipped with a two-way essary to be considered qualified to end-of-train telemetry device pursuant perform the tasks identified in para- to Subpart E of this part, and each con- graph (e)(7) of this section. tractor that maintains such devices (9) The date that the employee’s sta- shall adopt and comply with a training tus as qualified to perform the tasks program which specifically addresses identified in paragraph (e)(7) of this the testing, operation, and mainte- section expires due to the need for re- nance of two-way end-of-train devices fresher training.
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(f) A railroad or contractor shall brake test pursuant to § 232.209 on those adopt and comply with a plan to peri- cars added to the train. odically assess the effectiveness of its (B) [Reserved] training program. One method of vali- (b) A Class I brake test of a train dation and assessment could be shall consist of the following tasks and through the use of efficiency tests or requirements: periodic review of employee perform- (1) Brake pipe leakage shall not ex- ance. ceed 5 psi per minute or air flow shall not exceed 60 cubic feet per minute § 232.205 Class I brake test-initial ter- minal inspection. (CFM). (i) Leakage Test. The brake pipe leak- (a) Each train and each car in the age test shall be conducted as follows: train shall receive a Class I brake test (A) Charge the air brake system to as described in paragraph (b) of this the pressure at which the train will be section by a qualified person, as de- operated, and the pressure at the rear fined in § 232.5, at the following points: of the train shall be within 15 psi of the (1) The location where the train is pressure at which the train will be op- originally assembled (‘‘initial ter- erated, but not less than 75 psi, as indi- minal’’); cated by an accurate gauge or end-of- (2) A location where the train consist train device at the rear end of train; is changed other than by: (i) Adding a single car or a solid (B) Upon receiving the signal to block of cars; apply brakes for test, make a 20-psi (ii) Removing a single car or a solid brake pipe service reduction; block of cars; (C) If the locomotive used to perform (iii) Removing cars determined to be the leakage test is equipped with a defective under this chapter; or means for maintaining brake pipe pres- (iv) A combination of the changes sure at a constant level during a 20-psi listed in paragraphs (a)(2)(i) through brake pipe service reduction, this fea- (a)(2)(iii) of this section (See §§ 232.209 ture shall be cut out during the leak- and 232.211 for requirements related to age test; and the pick-up of cars and solid blocks of (D) With the brake valve lapped and cars en route.); the pressure maintaining feature cut (3) A location where the train is off out (if so equipped) and after waiting air for a period of more than four 45–60 seconds, note the brake pipe leak- hours; age as indicated by the brake-pipe (4) A location where a unit or cycle gauge in the locomotive, which shall train has traveled 3,000 miles since its not exceed 5 psi per minute. last Class I brake test; and (ii) Air Flow Method Test. When a lo- (5) A location where the train is re- comotive is equipped with a 26-L brake ceived in interchange if the train con- valve or equivalent pressure maintain- sist is changed other than by: ing locomotive brake valve, a railroad (i) Removing a car or a solid block of may use the Air Flow Method Test as cars from the train; an alternate to the brake pipe leakage (ii) Adding a previously tested car or test. The Air Flow Method (AFM) Test a previously tested solid block of cars shall be performed as follows: to the train; (A) Charge the air brake system to (iii) Changing motive power; the pressure at which the train will be (iv) Removing or changing the ca- operated, and the pressure at the rear boose; or of the train shall be within 15 psi of the (v) Any combination of the changes pressure at which the train will be op- listed in paragraphs (a)(5) of this sec- erated, but not less than 75 psi, as indi- tion. cated by an accurate gauge or end-of- (A) If changes other than those con- train device at the rear end of train; tained in paragraph (a)(5)(i)–(a)(5)(v) of and this section are made to the train con- (B) Measure air flow as indicated by sist when it is received in interchange a calibrated AFM indicator, which and the train will move 20 miles or shall not exceed 60 cubic feet per less, then the railroad may conduct a minute (CFM).
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(iii) The AFM indicator shall be cali- no less than three minutes. If the brated for accuracy at periodic inter- retest is performed at the car(s) being vals not to exceed 92 days. The AFM in- retested with a suitable device, the dicator calibration test orifices shall compressed air in the car(s) shall be de- be calibrated at temperatures of not pleted prior to disconnecting the hoses less than 20 degrees Fahrenheit. AFM between the car(s) to perform the indicators shall be accurate to within ± retest; 3 standard cubic feet per minute (5) For cars equipped with 81⁄2-inch or (CFM). 10-inch diameter brake cylinders, pis- (2) The inspector shall position him- ton travel shall be within 7 to 9 inches. self/herself, taking positions on each If piston travel is found to be less than side of each car sometime during the 7 inches or more than 9 inches, it must inspection process, so as to be able to be adjusted to nominally 71⁄2 inches. examine and observe the functioning of For cars not equipped with 81⁄2-inch or all moving parts of the brake system 10-inch diameter brake cylinders, pis- on each car in order to make the deter- ton travel shall be within the piston minations and inspections required by travel stenciled or marked on the car this section. A ‘‘roll-by’’ inspection of or badge plate. Minimum brake cyl- the brake release as provided for in inder piston travel of truck-mounted paragraph (b)(8) of this section shall brake cylinders must be sufficient to not constitute an inspection of that provide proper brake shoe clearance side of the train for purposes of this re- when the brakes are released. Piston quirement; travel must be inspected on each (3) The train brake system shall be freight car while the brakes are ap- charged to the pressure at which the plied; train will be operated, and the pressure (6) Brake rigging shall be properly se- at the rear of the train shall be within cured and shall not bind or foul or oth- 15 psi of the pressure at which the train erwise adversely affect the operation of will be operated, but not less than 75 the brake system; psi, angle cocks and cutout cocks shall (7) All parts of the brake equipment be properly positioned, air hoses shall shall be properly secured. On cars be properly coupled and shall not kink, where the bottom rod passes through bind, or foul or be in any other condi- the truck bolster or is secured with tion that restricts air flow. An exam- cotter keys equipped with a locking de- ination must be made for leaks and vice to prevent their accidental re- necessary repairs made to reduce leak- moval, bottom rod safety supports are age to the required minimum. Retain- not required; and ing valves and retaining valve pipes (8) When the release is initiated by shall be inspected and known to be in the controlling locomotive or yard test proper condition for service; device, the brakes on each freight car (4) The brakes on each car and shall shall be inspected to verify that it did apply in response to a 20-psi brake pipe release; this may be performed by a service reduction and shall remain ap- ‘‘roll-by’’ inspection. If a ‘‘roll-by’’ in- plied until a release of the air brakes spection of the brake release is per- has been initiated by the controlling formed, train speed shall not exceed 10 locomotive or yard test device. The MPH and the qualified person per- brakes shall not be applied or released forming the ‘‘roll-by’’ inspection shall until the proper signal is given. A car communicate the results of the inspec- found with brakes that fail to apply or tion to the operator of the train. The remain applied may be retested and re- operator of the train shall note suc- main in the train if the retest is con- cessful completion of the release por- ducted at the pressure the train will be tion of the inspection on the record re- operated from the controlling loco- quired in paragraph (d) of this section. motive, head end of the consist, or a (c) Where a railroad’s collective bar- suitable test device, as described in gaining agreement provides that a car- § 232.217(a) of this part, positioned at man is to perform the inspections and one end of the car(s) being retested and tests required by this section, a car- the brakes remain applied until a re- man alone will be considered a quali- lease is initiated after a period which is fied person. In these circumstances, the
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railroad shall ensure that the carman (b) A Class IA brake test of a train is properly trained and designated as a shall consist of the following tasks and qualified person or qualified mechan- requirements: ical inspector pursuant to the require- (1) Brake pipe leakage shall not ex- ments of this part. ceed 5 psi per minute or air flow shall (d) A railroad shall notify the loco- not exceed 60 cubic feet per minute motive engineer that the Class I brake (CFM). The brake pipe leakage test or test was satisfactorily performed and air flow method test shall be conducted provide the information required in pursuant to the requirements con- this paragraph to the locomotive engi- tained in § 232.205(b)(1); neer or place the information in the (2) The inspector shall position him- cab of the controlling locomotive fol- self/herself, taking positions on each lowing the test. The information re- side of each car sometime during the quired by this paragraph may be pro- inspection process, so as to be able to vided to the locomotive engineer by examine and observe the functioning of any means determined appropriate by all moving parts of the brake system the railroad; however, a written or on each car in order to make the deter- electronic record of the information minations and inspections required by shall be retained in the cab of the con- this section; trolling locomotive until the train (3) The air brake system shall be reaches its destination. The written or charged to the pressure at which the electronic record shall contain the train will be operated, and the pressure date, time, number of freight cars in- at the rear of the train shall be within spected, and identify the qualified per- 15 psi of the pressure at which the train son(s) performing the test and the loca- will be operated, but not less than 75 tion where the Class I brake test was psi, as indicated by an accurate gauge performed. or end-of-train device at rear end of (e) Before adjusting piston travel or train; working on brake rigging, cutout cock in brake pipe branch must be closed (4) The brakes on each car shall apply and air reservoirs must be voided of all in response to a 20-psi brake pipe serv- compressed air. When cutout cocks are ice reduction and shall remain applied provided in brake cylinder pipes, these until the release is initiated by the cutout cocks only may be closed and controlling locomotive. A car found air reservoirs need not be voided of all with brakes that fail to apply or re- compressed air. main applied may be retested and re- (f) Except as provided in § 232.209, main in the train if the retest is con- each car or solid block of cars, as de- ducted as prescribed in § 232.205(b)(4); fined in § 232.5, that has not received a otherwise, the defective equipment Class I brake test or that has been off may only be moved pursuant to the air for more than four hours and that is provisions contained in § 232.15, if appli- added to a train shall receive a Class I cable; test when added to a train. A Class III (5) Brake rigging shall be properly se- brake test as described in § 232.211 shall cured and shall not bind or foul or oth- then be performed on the entire new erwise adversely affect the operation of train. the brake system; and (6) All parts of the brake equipment § 232.207 Class IA brake tests—1,000- shall be properly secured. mile inspection. (c) A railroad shall designate the lo- (a) Except as provided in § 232.213, cations where Class IA brake tests will each train shall receive a Class IA be performed, and the railroad shall brake test performed by a qualified furnish to the Federal Railroad Admin- person, as defined in § 232.5, at a loca- istration upon request a description of tion that is not more than 1,000 miles each location designated. A railroad from the point where any car in the shall notify FRA’s Associate Adminis- train last received a Class I or Class IA trator for Safety in writing 30 days brake test. The most restrictive car or prior to any change in the locations block of cars in the train shall deter- designated for such tests and inspec- mine the location of this test. tions.
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(1) Failure to perform a Class IA on the entire train pursuant to the re- brake test on a train at a location des- quirements contained in § 232.205(b)(1); ignated pursuant to this paragraph (2) The air brake system shall be constitutes a failure to perform a prop- charged to the pressure at which the er Class IA brake test if the train is train will be operated, and the pressure due for such a test at that location. at the rear of the train shall be within (2) In the event of an emergency that 15 psi of the pressure at which the train alters normal train operations, such as will be operated, but not less than 75 a derailment or other unusual cir- psi, as indicated by an accurate gauge cumstance that adversely affects the or end-of-train device at the rear end of safe operation of the train, the railroad train; is not required to provide prior written (3) The brakes on each car added to notification of a change in the location the train and on the rear car of the where a Class IA brake test is per- train shall be inspected to ensure that formed to a location not on the rail- they apply in response to a 20-psi brake road’s list of designated locations for pipe service reduction and remain ap- performing Class IA brake tests, pro- plied until the release is initiated from vided that the railroad notifies FRA’s the controlling locomotive. A car found Associate Administrator for Safety and with brakes that fail to apply or re- the pertinent FRA Regional Adminis- main applied may be retested and re- trator within 24 hours after the des- main in the train if the retest is con- ignation has been changed and the rea- ducted as prescribed in § 232.205(b)(4); son for that change. otherwise, the defective equipment may only be moved pursuant to the § 232.209 Class II brake tests—inter- provisions contained in § 232.15, if appli- mediate inspection. cable; (4) When the release is initiated, the (a) At a location other than the ini- brakes on each car added to the train tial terminal of a train, a Class II and on the rear car of the train shall be brake test shall be performed by a inspected to verify that they did re- qualified person, as defined in § 232.5, on lease; this may be performed by a the following equipment when added to ‘‘roll-by’’ inspection. If a ‘‘roll-by’’ in- a train: spection of the brake release is per- (1) Each car or solid block of cars, as formed, train speed shall not exceed 10 defined in § 232.5, that has not pre- MPH, and the qualified person per- viously received a Class I brake test or forming the ‘‘roll-by’’ inspection shall that has been off air for more than four communicate the results of the inspec- hours; tion to the operator of the train; and (2) Each solid block of cars, as de- (5) Before the train proceeds the op- fined in § 232.5, that is comprised of erator of the train shall know that the cars from more than one previous brake pipe pressure at the rear of the train; and train is being restored. (3) Each solid block of cars that is (c) As an alternative to the rear car comprised of cars from only one pre- brake application and release portion vious train but the cars of which have of the test, the operator of the train not remained continuously and con- shall determine that brake pipe pres- secutively coupled together with the sure of the train is being reduced, as train line remaining connected, other indicated by a rear car gauge or end-of- than for removing defective equipment, train telemetry device, and then that since being removed from its previous the brake pipe pressure of the train is train. being restored, as indicated by a rear (b) A Class II brake test shall consist car gauge or end-of-train telemetry de- of the following tasks and require- vice. (When an end-of-train telemetry ments: device is used to comply with any test (1) Brake pipe leakage shall not ex- requirement in this part, the phrase ceed 5 psi per minute or air flow shall ‘‘brake pipe pressure of the train is not exceed 60 cubic feet per minute being reduced’’ means a pressure reduc- (CFM). The brake pipe leakage test or tion of at least 5 psi, and the phrase air flow method test shall be conducted ‘‘brake pipe pressure of the train is
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being restored’’ means a pressure in- (5) Whenever the continuity of the crease of at least 5 psi). If an electronic brake pipe is broken or interrupted. communication link between a control- (b) A Class III brake test shall con- ling locomotive and a remotely con- sist of the following tasks and require- trolled locomotive attached to the rear ments: end of a train is utilized to determine (1) The train brake system shall be that brake pipe pressure is being re- charged to the pressure at which the stored, the operator of the train shall train will be operated, and the pressure know that the air brakes function as at the rear of the train shall be within intended on the remotely controlled lo- 15 psi of the pressure at which the train comotive. will be operated, but not less than 75 (d) Each car or solid block of cars psi, or 60 psi for transfer trains, as indi- that receives a Class II brake test pur- cated at the rear of the train by an ac- suant to this section when added to the curate gauge or end-of-train device; train shall receive a Class I brake test (2) The brakes on the rear car of the at the next forward location where fa- train shall apply in response to a 20-psi cilities are available for performing such a test. A Class III brake test as brake pipe service reduction and shall described in § 232.211 shall then be per- remain applied until the release is ini- formed on the entire train. tiated by the controlling locomotive; (3) When the release is initiated, the § 232.211 Class III brake tests-trainline brakes on the rear car of the train continuity inspection. shall be inspected to verify that it did (a) A Class III brake test shall be per- release; and formed on a train by a qualified person, (4) Before proceeding the operator of as defined in § 232.5, to test the train the train shall know that the brake brake system when the configuration pipe pressure at the rear of freight of the train has changed in certain train is being restored. ways. In particular, a Class III brake (c) As an alternative to the rear car test shall be performed at the location brake application and release portion where any of the following changes in of the test, it shall be determined that the configuration of the train occur: the brake pipe pressure of the train is (1) Where a locomotive or a caboose being reduced, as indicated by a rear is changed; car gauge or end-of-train telemetry de- (2) Where a car or a block of cars is vice, and then that the brake pipe pres- removed from the train with the con- sure of the train is being restored, as sist otherwise remaining intact; indicated by a rear car gauge or end-of- (3) At a point other than the initial train telemetry device. If an electronic terminal for the train, where a car or a or radio communication link between a solid block of cars that is comprised of controlling locomotive and a remotely cars from only one previous train the controlled locomotive attached to the cars of which have remained continu- rear end of a train is utilized to deter- ously and consecutively coupled to- mine that brake pipe pressure is being gether with the trainline remaining restored, the operator of the train shall connected, other than for removing de- know that the air brakes function as fective equipment, since being removed intended on the remotely controlled lo- from its previous train that has pre- comotive. viously received a Class I brake test and that has not been off air for more § 232.213 Extended haul trains. than four hours is added to a train; (a) A railroad may be permitted to (4) At a point other than the initial terminal for the train, where a car or a move a train up to, but not exceeding, solid block of cars that has received a 1,500 miles between brake tests and in- Class I or Class II brake test at that lo- spections if the railroad designates a cation, prior to being added to the train as an extended haul train. In train, and that has not been off air for order for a railroad to designate a train more than four hours is added to a as an extended haul train, all of the train; or following requirements must be met:
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(1) The railroad must designate the the train shall be conducted by a quali- train in writing to FRA’s Associate Ad- fied mechanical inspector to identify ministrator for Safety. This designa- any defective, inoperative, or ineffec- tion must include the following: tive brakes or any other condition not (i) The train identification symbol or in compliance with this part as well as identification of the location where ex- any conditions not in compliance with tended haul trains will originate and a part 215 and part 231 of this chapter. description of the trains that will be (7) The railroad shall maintain a operated as extended haul trains from record of all defective, inoperative, or those locations; ineffective brakes as well as any condi- (ii) The origination and destination tions not in compliance with part 215 points for the train; and part 231 of this chapter discovered (iii) The type or types of equipment at anytime during the movement of the the train will haul; and train. These records shall be retained (iv) The locations where all train for a period of one year and made avail- brake and mechanical inspections and able to FRA upon request. The records tests will be performed. required by this section may be main- (2) A Class I brake test pursuant to tained either electronically or in writ- § 232.205 shall be performed at the ini- ing. tial terminal for the train by a quali- (8) In order for an extended haul fied mechanical inspector as defined in train to proceed beyond 1,500 miles, the § 232.5. following requirements shall be met: (3) A freight car inspection pursuant (i) If the train will move 1,000 miles to part 215 of this chapter shall be per- or less from that location before re- formed at the initial terminal for the train and shall be performed by an in- ceiving a Class IA brake test or reach- spector designated under § 215.11 of this ing destination, a Class I brake test chapter. shall be conducted pursuant to § 232.205 (4) All cars having conditions not in to ensure 100 percent effective and op- compliance with part 215 of this chap- erative brakes. The inbound inspection ter at the initial terminal for the train required by paragraph (a)(6) of this sec- shall be either repaired or removed tion may be used to meet this require- from the train. Except for a car devel- ment provided it encompasses all the oping such a condition en route, no car inspection elements contained in shall be moved pursuant to the provi- § 232.205. sions of § 215.9 of this chapter in the (ii) If the train will move greater train. than 1,000 miles from that location (5) The train shall have no more than without another brake inspection, the one pick-up and one set-out en route, train must be identified as an extended except for the set-out of defective haul train for that movement and shall equipment pursuant to the require- meet all the requirements contained in ments of this chapter. paragraphs (a)(1) through (a)(7) of this (i) Cars added to the train en route section. Such trains shall receive a shall be inspected pursuant to the re- Class I brake test pursuant to § 232.205 quirements contained in paragraphs by a qualified mechanical inspector to (a)(2) through (a)(5) of this section at ensure 100 percent effective and opera- the location where they are added to tive brakes, a freight car inspection the train. pursuant to part 215 of this chapter by (ii) Cars set out of the train en route an inspector designated under § 215.11 of shall be inspected pursuant to the re- this chapter, and all cars containing quirements contained in paragraph non-complying conditions under part (a)(6) of this section at the location 215 of this chapter shall either be re- where they are set out of the train. paired or removed from the train. The (6) At the point of destination, if less inbound inspection required by para- than 1,500 miles from the train’s initial graph (a)(6) of this section may be used terminal, or at the point designated by to meet these inspection requirements the railroad pursuant to paragraph provided it encompasses all the inspec- (a)(1)(iv) of this section, not to exceed tion elements contained paragraphs 1,500 miles, an inbound inspection of (a)(2) through (a)(4) of this section.
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(9) FRA inspectors shall have phys- § 232.217 Train brake tests conducted ical access to visually observe all using yard air. brake and freight car inspections and (a) When a train air brake system is tests required by this section. tested from a yard air source, an engi- (b) Failure to comply with any of the neer’s brake valve or a suitable test de- requirements contained in paragraph vice shall be used to provide any in- (a) of this section will be considered an crease or reduction of brake pipe air improper movement of a designated pressure at the same, or slower, rate as priority train for which appropriate an engineer’s brake valve. civil penalties may be assessed as out- (b) The yard air test device must be lined in Appendix A to this part. Fur- connected to the end of the train or thermore, FRA’s Associate Adminis- block of cars that will be nearest to the trator for Safety may revoke a rail- controlling locomotive. However, if the railroad adopts and complies with writ- road’s ability to designate any or all ten procedures to ensure that potential trains as extended haul trains for re- overcharge conditions to the train peated or willful noncompliance with brake system are avoided, the yard air any of the requirements contained in test device may be connected to other this section. Such a determination will than the end nearest to the controlling be made in writing and will state the locomotive. basis for such action. (c) Except as provided in this section, when a yard air is used the train air § 232.215 Transfer train brake tests. brake system must be charged and (a) A transfer train, as defined in tested as prescribed by § 232.205(b) and § 232.5, shall receive a brake test per- when practicable should be kept formed by a qualified person, as defined charged until road motive power is in § 232.5, that includes the following: coupled to train, after which, a Class (1) The air brake hoses shall be cou- III brake test shall be performed as pled between all freight cars; prescribed by § 232.211. (1) If the cars are off air for more (2) After the brake system is charged than four hours, these cars shall be re- to not less than 60 psi as indicated by tested in accordance with § 232.205(b) an accurate gauge or end-of-train de- through (e). vice at the rear of the train, a 15-psi (2) At a minimum, yard air pressure service brake pipe reduction shall be shall be 60 psi at the end of the consist made; and or block of cars opposite from the yard (3) An inspection shall be made to de- test device and shall be within 15 psi of termine that the brakes on each car the regulator valve setting on yard test apply and remain applied until the re- device. lease is initiated by the controlling lo- (3) If the air pressure of the yard test comotive. A car found with brakes that device is less than the pressure at fail to apply or remain applied may be which the train will be operated, then retested and remain in the train if the a leakage or air flow test shall be con- retest is conducted as prescribed in ducted at the operating pressure of the § 232.205(b)(4); otherwise, the defective train when the locomotives are at- equipment may only be moved pursu- tached in accordance with ant to the provisions contained in § 232.205(b)(1). § 232.15, if applicable. (d) Mechanical yard air test devices (b) Cars added to transfer trains en and gauges shall be calibrated every 92 route shall be inspected pursuant to days. Electronic yard test devices and gauges shall be calibrated annually. the requirements contained in para- Mechanical and electronic yard air test graph (a) of this section at the location devices and gauges shall be calibrated where the cars are added to the train. so that they are accurate to within ± 3 (c) If a train’s movement will exceed psi. 20 miles or is not a transfer train as de- (e) If used to test a train, a yard air fined in § 232.5, the train shall receive a test device and any yard air test equip- Class I brake test in accordance with ment shall be accurate and function as § 232.205 prior to departure. intended.
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§ 232.219 Double heading and helper § 232.303 General requirements. service. (a) Definitions. The following defini- (a) When more than one locomotive tions are intended solely for the pur- is attached to a train, the engineer of pose of identifying what constitutes a the controlling locomotive shall oper- shop or repair track under this subpart. ate the brakes. In case it becomes nec- (1) Shop or repair track means: essary for the controlling locomotive (i) A fixed repair facility or track to give up control of the train short of designated by the railroad as a shop or the destination of the train, a Class III repair track; brake test pursuant to § 232.211 shall be (ii) A fixed repair facility or track made to ensure that the brakes are op- which is regularly and consistently erative from the automatic brake valve used to perform major repairs; of the locomotive taking control of the (iii) track which is used at a location train. to regularly and consistently perform (b) When one or more helper loco- both minor and major repairs where motives are placed in a train, a visual the railroad has not designated a cer- inspection shall be made of each helper tain portion of that trackage as a re- locomotive brake system to determine pair track; that the brake system operates as in- (iv) A track designated by a railroad tended in response to a 20-psi reduction as a track where minor repairs will be initiated from the controlling loco- conducted or used by a railroad to reg- motive of the train. A helper loco- ularly and consistently perform minor motive with inoperative or ineffective repairs during the period when the brakes shall be repaired prior to use or track is used to conduct major repairs; removed from the train. however, such trackage is considered a (c) If a helper locomotive utilizes a shop or repair track only for each car Helper Link device or a similar tech- receiving major repairs on such track- nology, the locomotive and device shall age and not for a car receiving only be equipped, designed, and maintained minor repairs; and as follows: (v) The facilities and tracks identi- (1) The locomotive engineer shall be fied in paragraphs (a)(1)(i) through notified by a distinctive alarm of any (a)(1)(iv) shall be considered shop or re- loss of communication between the de- pair tracks regardless of whether a mo- vice and the two-way end-of-train de- bile repair vehicle is used to conduct vice of more than 25 seconds; the repairs. (2) A method to reset the device shall (2) Major repair means a repair of be provided in the cab of the helper lo- such a nature that it would normally comotive that can be operated from the require greater than four man-hours to engineer’s usual position during oper- accomplish or would involve the use of ation of the locomotive; specialized tools and equipment. Major (3) The device shall be tested for ac- repairs would include such things as curacy and calibrated if necessary ac- coupler replacement, draft gear repair, cording to the manufacturer’s speci- and repairs requiring the use of an air fications and procedures every 365 jack. (3) means repairs, other days. This shall include testing radio Minor repair than major repairs, that can be accom- frequencies and modulation of the de- plished in a short period of time with vice. A legible record of the date and limited tools and equipment. Minor re- location of the last test or calibration pairs would include such things as safe- shall be maintained with the device. ty appliance straightening, handhold replacement, air hose replacement, lad- Subpart D—Periodic Maintenance ing adjustment, and coupler knuckle or and Testing Requirements knuckle pin replacement. (b) A car on a shop or repair track § 232.301 Scope. shall be tested to determine that the This subpart contains the periodic air brakes apply and remain applied brake system maintenance and testing until a release is initiated. requirements for equipment used in (c) A car on a shop or repair track freight and other non-passenger trains. shall have its piston travel inspected.
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For cars equipped with 81⁄2-inch or 10- (vi) The name, signature, if possible, inch diameter brake cylinders, piston and job title of the qualified person ap- travel shall be within 7 to 9 inches. If proving the move. piston travel is found to be less than 7 (2) The tag or card required by para- inches or more than 9 inches, it must graph (e)(1) of this section shall remain be adjusted to nominally 71⁄2 inches. affixed to the equipment until the nec- For cars not equipped with 81⁄2-inch or essary test has been performed. 10-inch diameter brake cylinders, pis- (3) An electronic or written record or ton travel shall be within the piston copy of each tag or card attached to or travel stenciled or marked on the car removed from a car or locomotive shall or badge plate. be retained for 90 days and, upon re- quest, shall be made available within 15 (d) Before a car is released from a calendar days for inspection by FRA or shop or repair track, a qualified person State inspectors. shall ensure: (4) The record or copy of each tag or (1) The brake pipe is securely card removed from a car or locomotive clamped; shall contain the date, location, and (2) Angle cocks are properly located the signature or identification of the with suitable clearance and properly qualified person removing it from the positioned to allow maximum air flow; piece of equipment. (3) Valves, reservoirs, and cylinders (f) The location and date of the last are tight on supports and the supports single car air brake test required by are securely attached to the car; § 232.305 shall be clearly stenciled, (4) Hand brakes are tested, inspected, marked, or labeled in two-inch high and operate as intended; and letters or numerals on the side of the (5) Brake indicators, on cars so equipment. Alternatively, the railroad equipped, are accurate and operate as industry may use an electronic or intended. automated tracking system to track (e) If the single car air brake test re- the required information and the per- quired by § 232.305 cannot be conducted formance of the test required by § 232.305. at the point where repairs can be made (1) Electronic or automated tracking to the car, the car may be moved after systems used to meet the requirement the repairs are made to the next for- contained in this paragraph shall be ca- ward location where the test can be pable of being reviewed and monitored performed. Inability to perform a sin- by FRA at any time to ensure the in- gle car air brake test does not con- tegrity of the system. FRA’s Associate stitute an inability to make the nec- Administrator for Safety may prohibit essary repairs. or revoke the railroad industry’s au- (1) If it is necessary to move a car thority to utilize an electronic or auto- from the location where the repairs are mated tracking system in lieu of sten- performed in order to perform a single ciling or marking if FRA finds that the car air brake test required by this part, electronic or automated tracking sys- a tag or card shall be placed on both tem is not properly secure, is inacces- sides of the equipment, or an auto- sible to FRA or railroad employees, or mated tracking system approved for fails to adequately track and monitor use by FRA, shall contain the fol- the equipment. FRA will record such a lowing information about the equip- determination in writing, include a ment: statement of the basis for such action, (i) The reporting mark and car num- and will provide a copy of the docu- ber; ment to the affected railroads. (ii) The name of the inspecting rail- (2) [Reserved] road; [66 FR 4193, Jan. 17, 2001, as amended at 66 (iii) The location where repairs were FR 39687, Aug. 1, 2001] performed and date; (iv) Indication whether the car re- § 232.305 Single car air brake tests. quires a single car air brake test; (a) Single car air brake tests shall be (v) The location where the appro- performed by a qualified person in ac- priate test is to be performed; and cordance with either Section 3.0,
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‘‘Tests-Standard Freight Brake Equip- (c) Except as provided in paragraph ment,’’ and Section 4.0, ‘‘Special (d) of this section, each car shall re- Tests,’’ of the Association of American ceive a single car air brake test no less Railroads Standard S–486–01, ‘‘Code of than every 5 years. Air Brake System Tests for Freight (d) Each car shall receive a single car Equipment,’’ contained in the AAR air brake test no less than 8 years from Manual of Standards and Recommended the date the car was built or rebuilt. Practices, Section E (January 1, 2001); an (e) A single car air brake test shall be alternative procedure approved by FRA performed on each new or rebuilt car pursuant to § 232.17; or a modified pro- prior to placing or using the car in rev- cedure approved in accordance with the enue service. provisions contained in § 232.307. The (f) For purposes of paragraphs (b)(2), incorporation by reference of these two (b)(3), and (c) of this section, if a single sections of this AAR standard was ap- car test or repair track air brake test proved by the Director of the Federal is conducted on a car prior to January Register in accordance with 5 U.S.C. 1, 2001, pursuant to the then existing 552(a) and 1 CFR part 51. You may ob- AAR standards, it shall be considered tain a copy of the incorporated docu- the last single car air brake test for ment from the Association of American that car, if necessary. Railroads, 50 F Street, NW., Wash- ington, DC 20001. You may inspect a [66 FR 39688, Aug. 1, 2001] copy of the document at the Federal § 232.307 Modification of the single car Railroad Administration, Docket air brake test procedures. Clerk, 1120 Vermont Avenue, NW., Suite 7000, Washington, DC or at the (a) Request. The AAR or other author- Office of the Federal Register, 800 ized representative of the railroad in- North Capitol Street, NW., Suite 700, dustry may seek modification of the Washington, DC. single car air brake test procedures (b) Except as provided in § 232.303(e), a prescribed in § 232.305(a). The request railroad shall perform a single car air for modification shall be submitted in brake test on a car when: triplicate to the Associate Adminis- (1) A car has its brakes cut-out or in- trator for Safety, Federal Railroad Ad- operative when removed from a train ministration, 400 7th Street, S.W., or when placed on a shop or repair Washington, D.C. 20590 and shall con- track, as defined in § 232.303(a); tain: (2) A car is on a shop or repair track, (1) The name, title, address, and tele- as defined in § 232.303(a), for any reason phone number of the primary person to and has not received a single car air be contacted with regard to review of brake test within the previous 12- the modification; month period; (2) The modification, in detail, to be (3) A car is found with missing or in- substituted for a particular procedure complete single car air brake test in- prescribed in § 232.305(a); formation; (3) Appropriate data or analysis, or (4) One or more of the following con- both, for FRA to consider in deter- ventional air brake equipment items is mining whether the modification will removed, repaired, or replaced: provide at least an equivalent level of (i) Brake reservoir; safety; and (ii) Control valve mounting gasket; (4) A statement affirming that the (iii) Pipe bracket stud; railroad industry has served a copy of (iv) Service portion; the request on the designated rep- (v) Emergency portion; or resentatives of the employees respon- (vi) Pipe bracket. sible for the equipment’s operation, in- (5) A car is found with one or more of spection, testing, and maintenance the following wheel defects: under this part, together with a list of (i) Built-up tread, unless known to be the names and addresses of the persons caused by hand brake left applied; served. (ii) Slid flat wheel, unless known to (b) Federal Register document. Upon be caused by hand brake left applied; or receipt of a request for modification, (iii) Thermal cracks. FRA will publish a document in the
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FEDERAL REGISTER containing the re- § 232.309 Equipment and devices used quested modification. The document to perform single car air brake will permit interested parties 60 days tests. to comment on any requested modi- (a) Equipment and devices used to fication. perform single car air brake tests shall (c) FRA review. During the 60 days be tested for correct operation at least provided for public comment, FRA will once each calendar day of use. review the petition. If FRA objects to (b) Except for single car test devices, the requested modification, written no- mechanical test devices such as pres- tification will be provided, within this sure gauges, flow meters, orifices, etc. 60-day period, to the party requesting shall be calibrated once every 92 days. the modification detailing FRA’s ob- (c) Electronic test devices shall be jection. calibrated at least once every 365 days. (d) Disposition. (1) If no comment ob- (d) Test equipment and single car jecting to the requested modification is test devices placed in service shall be tagged or labeled with the date its next received during the 60-day comment calibration is due. period, provided by paragraph (b) of (e) Each single car test device shall this section, or if FRA does not issue a be tested not less frequently than written objection to the requested every 92 days after being placed in modification, the modification will be- service and may not continue in serv- come effective 15 days after the close of ice if more than one year has passed the 60-day comment period. since its last 92-day test. (2) If an objection is raised by an in- (f) Each single car test device shall terested party, during the 60-day com- be disassembled and cleaned not less ment period, or if FRA issues a written frequently than every 365 days after objection to the requested modifica- being placed in service. tion, the requested modification will be [66 FR 4193, Jan. 17, 2001, as amended at 66 handled as follows: FR 39689, Aug. 1, 2001] (i) If FRA finds that the request com- plies with the requirements of this sec- Subpart E—End-of-Train Devices tion and that the proposed modifica- tion is acceptable and justified, the re- § 232.401 Scope. quest will be granted, normally within This subpart contains the require- 90 days of its receipt. If the request for ments related to the performance, op- modification is neither granted nor de- eration, and testing of end-of-train de- nied within 90 days, the request re- vices. Unless expressly excepted in this mains pending for decision. FRA may subpart, the requirements of this sub- attach special conditions to the ap- part apply to all trains operating on proval of any request for modification. track which is part of the general rail- Following the approval of a request for road system of transportation. modification, FRA may reopen consid- eration of the request for cause. § 232.403 Design standards for one-way (ii) If FRA finds that the request does end-of-train devices. not comply with the requirements of (a) General. A one-way end-of-train this section and that the proposed device shall be comprised of a rear-of- modification is not acceptable or justi- train unit (rear unit) located on the fied, the requested modification will be last car of a train and a front-of-train denied, normally within 90 days of its unit (front unit) located in the cab of receipt. the locomotive controlling the train. (iii) When FRA grants or denies a re- (b) Rear unit. The rear unit shall be capable of determining the brake pipe quest for modification, or reopens con- pressure on the rear car and transmit- sideration of the request, written no- ting that information to the front unit tice is sent to the requesting party and for display to the locomotive engineer. other interested parties. The rear unit shall be— [66 FR 39688, Aug. 1, 2001] (1) Capable of measuring the brake pipe pressure on the rear car with an
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accuracy of ±3 pounds per square inch also may be obtained from the Office of (psig) and brake pipe pressure vari- Safety Assurance and Compliance ations of ±1 psig; (RRS–10), Federal Railroad Adminis- (2) Equipped with a ‘‘bleeder valve’’ tration, Washington, DC 20590. that permits the release of any air (f) Front unit. (1) The front unit shall under pressure from the rear of train be designed to receive data messages unit or the associated air hoses prior to from the rear unit and shall be capable detaching the rear unit from the brake of displaying the rear car brake pipe pipe; pressure in increments not to exceed (3) Designed so that an internal fail- one pound. ure will not cause an undesired emer- (2) The display shall be clearly visi- gency brake application; ble and legible in daylight and dark- (4) Equipped with either an air gauge ness from the engineer’s normal oper- or a means of visually displaying the ating position. rear unit’s brake pipe pressure meas- (3) The front device shall have a urement; and means for entry of the unique identi- (5) Equipped with a pressure relief fication code of the rear unit being safety valve to prevent explosion from used. The front unit shall be designed a high pressure air leak inside the rear so that it will display a message only unit. from the rear unit with the same code (c) Reporting rate. Multiple data as entered into the front unit. transmissions from the rear unit shall (4) The front unit shall be designed to occur immediately after a variation in meet the requirements of paragraphs the rear car brake pipe pressure of ±2 (d)(2), (3), (4), and (5) of this section. It psig and at intervals of not greater shall also be designed to meet the per- than 70 seconds when the variation in formance requirements in this para- the rear car brake pipe pressure over graph under the following environ- the 70-second interval is less than ±2 mental conditions: psig. (i) At temperatures from 0 °C to 60 °C; (d) Operating environment. The rear (ii) During a vertical or lateral shock unit shall be designed to meet the per- of 2 g. peak for 0.1 second; and formance requirements of paragraphs (iii) During a longitudinal shock of 5 (b) and (c) of this section under the fol- g. peak for 0.1 second. lowing environmental conditions: (g) Radio equipment. (1) The radio (1) At temperatures from ¥40 °C to 60 transmitter in the rear unit and the °C; radio receiver in the front unit shall (2) At a relative humidity of 95% non- comply with the applicable regulatory condensing at 50 °C; requirements of the Federal Commu- (3) At altitudes of zero to 12,000 feet nications Commission (FCC) and use of mean sea level; a transmission format acceptable to (4) During vertical and lateral vibra- the FCC. tions of 1 to 15 Hz., with 0.5 g. peak to (2) If power is supplied by one or peak, and 15 to 500 Hz., with 5 g. peak more batteries, the operating life shall to peak; be a minimum of 36 hours at 0 °C. (5) During the longitudinal vibrations of 1 to 15 Hz., with 3 g. peak to peak, § 232.405 Design and performance and 15 to 500 Hz., with 5 g. peak to standards for two-way end-of-train peak; and devices. (6) During a shock of 10 g. peak for 0.1 Two-way end-of-train devices shall be second in any axis. designed and perform with the features (e) Unique code. Each rear unit shall applicable to one-way end-of-train de- have a unique and permanent identi- vices described in § 232.403, except those fication code that is transmitted along included in § 232.403(b)(3). In addition, a with the pressure message to the front- two-way end-of-train device shall be of-train unit. A code obtained from the designed and perform with the fol- Association of American Railroads, 50 lowing features: F Street, NW., Washington, DC 20036 (a) An emergency brake application shall be deemed to be a unique code for command from the front unit of the de- purposes of this section. A unique code vice shall activate the emergency air
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valve at the rear of the train within § 232.407 Operations requiring use of one second. two-way end-of-train devices; prohi- (b) The rear unit of the device shall bition on purchase of noncon- send an acknowledgment message to forming devices. the front unit immediately upon re- (a) Definitions. The following defini- ceipt of an emergency brake applica- tions are intended solely for the pur- tion command. The front unit shall lis- pose of identifying those operations ten for this acknowledgment and re- subject to the requirements for the use peat the brake application command if of two-way end-of-train devices. the acknowledgment is not correctly (1) Heavy grade means: (i) For a train received. operating with 4,000 trailing tons or less, a section of track with an average (c) The rear unit, on receipt of a grade of two percent or greater over a properly coded command, shall open a distance of two continuous miles; and valve in the brake line and hold it open (ii) For a train operating with great- for a minimum of 15 seconds. This er than 4,000 trailing tons, a section of opening of the valve shall cause the track with an average grade of one per- brake line to vent to the exterior. cent or greater over a distance of three (d) The valve opening shall have a continuous miles. minimum diameter of 3⁄4 inch and the (2) Train means one or more loco- internal diameter of the hose shall be motives coupled with one or more rail 5⁄8 inch to effect an emergency brake cars, except during switching oper- application. ations or where the operation is that of (e) The front unit shall have a manu- classifying cars within a railroad yard ally operated switch which, when acti- for the purpose of making or breaking vated, shall initiate an emergency up trains. brake transmission command to the (3) Local train means a train assigned rear unit or the locomotive shall be to perform switching en route which equipped with a manually operated operates with 4,000 trailing tons or less switch on the engineer control stand and travels between a point of origin designed to perform the equivalent and a point of final destination, for a distance that is no greater than that function. The switch shall be labeled which can normally be operated by a ‘‘Emergency’’ and shall be protected so single crew in a single tour of duty. that there will exist no possibility of (4) Work train means a non-revenue accidental activation. service train of 4,000 trailing tons or (f) All locomotives ordered on or less used for the administration and after August 1, 2001, or placed in serv- upkeep service of the railroad. ice for the first time on or after August (5) Trailing tons means the sum of the 1, 2003, shall be designed to automati- gross weights—expressed in tons—of cally activate the two-way end-of-train the cars and the locomotives in a train device to effectuate an emergency that are not providing propelling power brake application whenever it becomes to the train. necessary for the locomotive engineer (b) General. All trains not specifically to place the train air brakes in emer- excepted in paragraph (e) of this sec- gency. tion shall be equipped with and shall (g) The availability of the front-to- use either a two-way end-of-train de- rear communications link shall be vice meeting the design and perform- checked automatically at least every ance requirements contained in § 232.405 10 minutes. or a device using an alternative tech- (h) Means shall be provided to con- nology to perform the same function. (c) New devices. Each newly manufac- firm the availability and proper func- tured end-of-train device purchased by tioning of the emergency valve. a railroad after January 2, 1998 shall be (i) Means shall be provided to arm a two-way end-of-train device meeting the front and rear units to ensure the the design and performance require- rear unit responds to an emergency ments contained in § 232.405 or a device command only from a properly associ- using an alternative technology to per- ated front unit. form the same function.
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(d) Grandfathering. Each two-way valve readily accessible to such a crew end-of-train device purchased by any member; and person prior to July 1, 1997 shall be (12) Passenger trains that have twen- deemed to meet the design and per- ty-four (24) or fewer cars (not including formance requirements contained in locomotives) in the consist and that § 232.405. are equipped and operated in accord- (e) Exceptions. The following types of ance with the following train-configu- trains are excepted from the require- ration and operating requirements: ment for the use of a two-way end-of- (i) If the total number of cars in a train device: passenger train consist is twelve (12) or (1) Trains with a locomotive or loco- fewer, a car located no less than half- motive consist located at the rear of way through the consist (counting the train that is capable of making an from the first car in the train) must be emergency brake application, through equipped with an emergency brake a command effected by telemetry or by valve readily accessible to a crew mem- a crew member in radio contact with ber; the controlling locomotive; (ii) If the total number of cars in a (2) Trains operating in the push mode passenger train consist is thirteen (13) with the ability to effectuate an emer- to twenty-four (24), a car located no gency brake application from the rear less than two-thirds (2⁄3) of the way of the train; through the consist (counting from the (3) Trains with an operational ca- first car in the train) must be equipped boose placed at the rear of the train, with an emergency brake valve readily carrying one or more crew members in accessible to a crew member; radio contact with the controlling lo- (iii) Prior to descending a section of comotive, that is equipped with an track with an average grade of two per- emergency brake valve; cent or greater over a distance of two (4) Trains operating with a sec- continuous miles, the engineer of the ondary, fully independent braking sys- train shall communicate with the con- tem capable of safely stopping the ductor, to ensure that a member of the train in the event of failure of the pri- crew with a working two-way radio is mary system; stationed in the car with the rearmost (5) Trains that do not operate over readily accessible emergency brake heavy grades and do not exceed 30 mph; valve on the train when the train be- (6) Local trains, as defined in para- gins its descent; and graph (a)(3) of this section, that do not (iv) While the train is descending a operate over heavy grades; section of track with an average grade (7) Work trains, as defined in para- of two percent or greater over a dis- graph (a)(4) of this section, that do not tance of two continuous miles, a mem- operate over heavy grades; ber of the train crew shall occupy the (8) Trains that operate exclusively on car that contains the rearmost readily track that is not part of the general accessible emergency brake valve on railroad system; the train and be in constant radio com- (9) Trains that must be divided into munication with the locomotive engi- two sections in order to traverse a neer. The crew member shall remain in grade (e.g., doubling a hill). This excep- this car until the train has completely tion applies only to the extent nec- traversed the heavy grade. essary to traverse the grade and only (f) Specific requirements for use. If a while the train is divided in two for train is required to use a two-way end- such purpose; of-train device: (10) Passenger trains in which all of (1) That device shall be armed and the cars in the train are equipped with operable from the time the train de- an emergency brake valve readily ac- parts from the point where the device cessible to a crew member; is installed until the train reaches its (11) Passenger trains that have a car destination. If a loss of communication at the rear of the train, readily acces- occurs at the location where the device sible to one or more crew members in is installed, the train may depart the radio contact with the engineer, that is location at restricted speed for a dis- equipped with an emergency brake tance of no more than one mile in
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order to establish communication. (1) If a two-way end-of-train device When communication is established, fails en route, the train on which it is the quantitative values of the head and installed, in addition to observing the rear unit shall be compared pursuant 30-mph speed limitation, shall not op- to § 232.409(b) and the device tested pur- erate over a section of track with an suant to § 232.409(c), unless the test was average grade of two percent or greater performed prior to installation. for a distance of two continuous miles, (2) The rear unit batteries shall be unless one of the following alternative sufficiently charged at the initial ter- measures is provided: minal or other point where the device (i) Use of an occupied helper loco- is installed and throughout the train’s motive at the end of the train. This al- trip to ensure that the end-of-train de- ternative may be used only if the fol- vice will remain operative until the lowing requirements are met: train reaches its destination. (A) The helper locomotive engineer (3) The device shall be activated to shall initiate and maintain two-way effectuate an emergency brake applica- voice radio communication with the tion either by using the manual toggle engineer on the head end of the train; switch or through automatic activa- this contact shall be verified just prior tion, whenever it becomes necessary to passing the crest of the grade. for the locomotive engineer to initiate (B) If there is a loss of communica- an emergency application of the air tion prior to passing the crest of the brakes using either the automatic grade, the helper locomotive engineer brake valve or the conductor’s emer- and the head-end engineer shall act im- gency brake valve. mediately to stop the train until voice (g) En route failure of device on a communication is resumed, in accord- freight or other non-passenger train. Ex- ance with the railroad’s operating cept on passenger trains required to be rules. equipped with a two-way end-of-train device (which are provided for in para- (C) If there is a loss of communica- graph (h) of this section), en route fail- tion once the descent has begun, the ures of a two-way end-of-train device helper locomotive engineer and the shall be handled in accordance with head-end engineer shall act to stop the this paragraph. If a two-way end-of- train, in accordance with the railroad’s train device or equivalent device fails operating rules, if the train has en route (i.e., is unable to initiate an reached a predetermined rate of speed emergency brake application from the that indicates the need for emergency rear of the train due to certain losses braking. of communication (front to rear) or due (D) The brake pipe of the helper loco- to other reasons, the speed of the train motive shall be connected and cut into on which it is installed shall be limited the train line and tested to ensure op- to 30 mph until the ability of the de- eration. vice to initiate an emergency brake ap- (ii) Use of an occupied caboose at the plication from the rear of the train is end of the train with a tested, func- restored. This limitation shall apply to tioning brake valve capable of initi- a train using a device that uses an al- ating an emergency brake application ternative technology to serve the pur- from the caboose. This alternative may pose of a two-way end-of-train device. be used only if the train service em- With regard to two-way end-of-train ployee in the caboose and the engineer devices, a loss of communication be- on the head end of the train establish tween the front and rear units is an en and maintain two-way voice radio com- route failure only if the loss of commu- munication and respond appropriately nication is for a period greater than 16 to the loss of such communication in minutes and 30 seconds. Based on the the same manner as prescribed for existing design of the devices, the dis- helper locomotives in paragraph play to an engineer of a message that (g)(1)(i) of this section. there is a communication failure indi- (iii) Use of a radio-controlled loco- cates that communication has been motive at the rear of the train under lost for 16 minutes and 30 seconds or continuous control of the engineer in more. the head end by means of telemetry,
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but only if such radio-controlled loco- device, or both, on a train and before motive is capable of initiating an the train departs, the functional capa- emergency application on command bility of the device shall be deter- from the lead (controlling) locomotive. mined, after charging the train, by (2) [Reserved] comparing the quantitative value of (h) En route failure of device on a pas- the air pressure displayed on the front senger train. (1) A passenger train re- unit with the quantitative value of the quired to be equipped with a two-way air pressure displayed on the rear unit end-of-train device that develops an en or on a properly calibrated air gauge. route failure of the device (as explained The end-of-train device shall not be in paragraph (g) of this section) shall used if the difference between the two not operate over a section of track readings exceeds three pounds per with an average grade of two percent square inch. or greater over a distance of two con- (c) A two-way end-of-train device tinuous miles until an operable two- shall be tested at the initial terminal way end-of-train device is installed on or other point of installation to ensure the train or an alternative method of that the device is capable of initiating initiating an emergency brake applica- an emergency power brake application tion from the rear of the train is from the rear of the train. If this test achieved. is conducted by a person other than a (2) Except as provided in paragraph member of the train crew, the loco- (h)(1) of this section, a passenger train motive engineer shall be notified that required to be equipped with a two-way a successful test was performed. The end-of-train device that develops an en notification required by this paragraph route failure of the device (as explained may be provided to the locomotive en- in paragraph (g) of this section) shall gineer by any means determined appro- be operated in accordance with the fol- priate by the railroad; however, a writ- lowing: ten or electronic record of the notifica- (i) A member of the train crew shall tion shall be maintained in the cab of be immediately positioned in the car the controlling locomotive and shall which contains the rearmost readily include the date and time of the test, accessible emergency brake valve on the location where the test was per- the train and shall be equipped with an formed, and the name of person con- operable two-way radio that commu- ducting the test, except that compli- nicates with the locomotive engineer; ance with the following provision of and this paragraph will not be required (ii) The locomotive engineer shall pe- until further notice published in the riodically make running tests of the FEDERAL REGISTER: the provision that train’s air brakes until the failure is the locomotive engineer shall be pro- corrected; and vided with the name of the person con- (3) Each en route failure shall be cor- ducting the test and that a written or rected at the next location where the electronic record of the notification of necessary repairs can be conducted or the name of the person conducting the at the next location where a required test shall be maintained in the cab of brake test is to be performed, which- the controlling locomotive. ever is reached first. (d) The telemetry equipment shall be tested for accuracy and calibrated if § 232.409 Inspection and testing of necessary according to the manufac- end-of-train devices. turer’s specifications and procedures at (a) After each installation of either least every 365 days. This shall include the front or rear unit of an end-of-train testing radio frequencies and modula- device, or both, on a train and before tion of the device. The date and loca- the train departs, the railroad shall de- tion of the last calibration or test as termine that the identification code well as the name of the person per- entered into the front unit is identical forming the calibration or test shall be to the unique identification code on legibly displayed on a weather-resist- the rear unit. ant sticker or other marking device af- (b) After each installation of either fixed to the outside of both the front the front or rear unit of an end-of-train unit and the rear unit; however, if the
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front unit is an integral part of the lo- of the FRA Associate Administrator comotive or is inaccessible, then the for Safety, under the procedures speci- information may be recorded on Form fied in § 232.17. FRA F6180–49A instead, provided the (b) Compliance with plan. After receiv- serial number of the unit is recorded. ing FRA approval of the pre-revenue [66 FR 4193, Jan. 17, 2001, as amended at 66 service testing plan and before intro- FR 29502, May 31, 2001] ducing the new brake system tech- nology into revenue service, the oper- Subpart F—Introduction of New ating railroad or railroads shall: Brake System Technology (1) Adopt and comply with such FRA- approved plan, including fully exe- § 232.501 Scope. cuting the tests required by the plan; This subpart contains general re- (2) Report to the FRA Associate Ad- quirements for introducing new brake ministrator for Safety the results of system technologies. This subpart is the pre-revenue service acceptance intended to facilitate the introduction tests; of new complete brake system tech- (3) Correct any safety deficiencies nologies or major upgrades to existing identified by FRA in the design of the systems which the current regulations equipment or in the inspection, test- do not adequately address (i.e., elec- ing, and maintenance procedures or, if tronic brake systems). This subpart is safety deficiencies cannot be corrected not intended for use in the introduc- by design or procedural changes, agree tion of a new brake component or ma- to comply with any operational limita- terial. tions that may be imposed by the Asso- ciate Administrator for Safety on the § 232.503 Process to introduce new revenue service operation of the equip- brake system technology. ment; and (a) Pursuant to the procedures con- (4) Obtain FRA approval to place the tained in § 232.17, each railroad shall new brake system technology in rev- obtain special approval from the FRA enue service. Associate Administrator for Safety of a (c) Compliance with limitations. The pre-revenue service acceptance testing operating railroad shall comply with plan, developed pursuant to § 232.505, each operational limitation, if any, im- for the new brake system technology, posed by the Associate Administrator prior to implementing the plan. for Safety. (b) Each railroad shall complete a (d) Availability of plan. The plan shall pre-revenue service demonstration of be made available to FRA for inspec- the new brake system technology in tion and copying upon request. accordance with the approved plan, (e) Elements of plan. The plan shall in- shall fulfill all of the other require- clude all of the following elements: ments prescribed in § 232.505, and shall (1) An identification of each waiver, obtain special approval from the FRA if any, of FRA or other Federal safety Associate Administrator for Safety under the procedures of § 232.17 prior to regulations required for the tests or for using such brake system technology in revenue service operation of the equip- revenue service. ment. (2) A clear statement of the test ob- § 232.505 Pre-revenue service accept- jectives. One of the principal test ob- ance testing plan. jectives shall be to demonstrate that (a) General; submission of plan. Except the equipment meets the safety design as provided in paragraph (f) of this sec- and performance requirements speci- tion, before using a new brake system fied in this part when operated in the technology for the first time on its sys- environment in which it is to be used. tem the operating railroad or railroads (3) A planned schedule for conducting shall submit a pre-revenue service ac- the tests. ceptance testing plan containing the (4) A description of the railroad prop- information required by paragraph (e) erty or facilities to be used to conduct of this section and obtain the approval the tests.
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(5) A detailed description of how the APPENDIX A TO PART 232—SCHEDULE OF tests are to be conducted. This descrip- CIVIL PENALTIES 1 tion shall include: Willful viola- (i) An identification of the equipment Section Violation tion to be tested; (ii) The method by which the equip- Subpart A—General ment is to be tested; 232.15 Movement of power brake defects: (iii) The criteria to be used to evalu- (a) Improper movement, ate the equipment’s performance; and general ...... (1)(1) (iv) The means by which the test re- (11) Failure to make determinations and sults are to be reported to FRA. provide notification of (6) A description of any special in- en route defect ...... $2,500 $5,000 strumentation to be used during the (b) Complete failure to tag 2,500 5,000 tests. (1) Insufficient tag or record ...... 1,000 2,000 (7) A description of the information (2), (4) Improper re- or data to be obtained. moval of tag ...... 2,000 4,000 (8) A description of how the informa- (3) Failure to retain tion or data obtained is to be analyzed record of tag ...... 2,000 4,000 (c) Improper loading or or used. purging ...... 2,500 5,000 (9) A description of any criteria to be (e) Improper placement of used as safety limits during the test- defective equipment ...... 2,500 5,000 1 1 ing. 232.19 Availability of records .. ( )() Subpart B—General (10) A description of the criteria to be Requirements used to measure or determine the suc- 232.103 All train brake sys- cess or failure of the tests. If accept- tems: ance is to be based on extrapolation of (a)Ð(c), (h)Ð(i) Failure to less than full level testing results, the meet general design re- quirements ...... 2,500 5,000 analysis to be done to justify the valid- (d) Failure to have proper ity of the extrapolation shall be de- percentage of operative scribed. brakes from Class I brake test ...... 5,000 7,500 (11) A description of any special safe- (e) Operating with less than ty precautions to be observed during 85 percent operative the testing. brakes ...... 5,000 7,500 (12) A written set of standard oper- (f) Improper use of car with inoperative or ineffective ating procedures to be used to ensure brakes ...... 2,500 5,000 that the testing is done safely. (g) Improper display of pis- (13) Quality control procedures to en- ton travel ...... 2,500 5,000 (m) Failure to stop train sure that the inspection, testing, and with excess air flow or maintenance procedures are followed. gradient ...... 2,500 5,000 (14) Criteria to be used for the rev- (n) Securement of unat- enue service operation of the equip- tended equipment:. (1) Failure to apply suf- ment. ficient number of (15) A description of all testing of the hand brakes; failure equipment that has previously been to develop or imple- ment procedure to performed, if any. verify number ap- (f) Exception. For brake system tech- plied ...... 5,000 7,500 nologies that have previously been (2) Failure to initiate emergency ...... 2,500 5,000 used in revenue service in the United (3) Failure to apply States, the railroad shall test the hand brakes on loco- equipment on its system, prior to plac- motives ...... 2,500 5,000 ing it in revenue service, to ensure the (4) Failure to adopt or comply with proce- compatibility of the equipment with dures for securing the operating system (track, signals, unattended loco- etc.) of the railroad. A description of motive ...... 5,000 7,500 such testing shall be retained by the (o) Improper adjustment of air regulating devices ..... 2,500 5,000 railroad and made available to FRA for (p) Failure to hold super- inspection and copying upon request. visors jointly responsible 2,500 5,000
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Willful viola- Willful viola- Section Violation tion Section Violation tion
232.105 Locomotives: (c) Failure to adopt or com- (a) Air brakes not in safe ply with two-way EOT and suitable condition ..... 1,000- 2,000- program ...... 5,000 7,500 5,000 7,500 (d) Failure to adopt or com- (b) Not equipped with prop- ply with retaining valve er hand or parking brake 5,000 7,500 program ...... 5,000 7,500 (c)(1) Failure to inspect/re- (e) Failure to maintain ade- pair hand or parking quate records ...... 5,000 7,500 brake ...... 2,500 5,000 (f) Failure to adopt and (2) Failure to properly comply with periodic as- stencil, tag, or record 2,000 4,000 sessment plan ...... 7,500 11,000 (d) Excess leakage from 232.205 Class I brake test— equalizing reservoir ...... 2,500 5,000 initial terminal inspection: (e) Improper use of feed or (a) Complete failure to per- regulating valve braking 2,500 5,000 form inspection ...... 1 10,000 15,000 (f) Improper use of pas- (b)(1)Ð(4), (6)Ð(8) Partial senger position ...... 2,500 5,000 failure to perform inspec- (g) Brakes in operative con- tion ...... 5,000 7,500 dition ...... 2,500 5,000 (b)(5) Failure to properly 232.107 Air sources/cold adjust piston travel (per weather operations: car) ...... 2,500 5,000 (a)(1), (2) Failure to adopt (c) Failure to use carman or comply with monitoring when required ...... 5,000 7,500 program for yard air (d) Failure to provide prop- sources ...... 5,000 7,500 er notification ...... 2,500 5,000 (3) Failure to maintain (e) Failure to void com- records ...... 2,500 5,000 pressed air ...... 2,500 5,000 (b) Failure to blow con- (f) Failure to perform in- densation ...... 2,500 5,000 spection on cars added .. 5,000 7,500 (c) Use of improper chemi- 232.207 Class IA brake cals ...... 5,000 7,500 tests—1,000-mile inspection: (d) Failure to equip or drain (a) Complete failure to per- yard air reservoirs ...... 2,500 5,000 form inspection ...... 1 15,000 7,500 (e) Failure to adopt or com- (b)(1)Ð(6) Partial failure to ply cold weather oper- perform inspection ...... 2,500 5,000 ating procedures ...... 5,000 7,500 (c) Failure to properly des- 232.109 Dynamic brakes: ignate location ...... 5,000 7,500 (a) Failure to provide infor- (c)(1) Failure to perform at mation ...... 5,000 7,500 designated location ...... 5,000 7,500 (b) Failure to make repairs 5,000 7,500 (c)(2) Failure to provide no- (c) Failure to properly tag .. 2,500 5,000 tification ...... 2,500 5,000 (d) Failure to maintain 232.209 Class II brake tests— record of repair ...... 2,000 4,000 intermediate inspection: (e) Improper deactivation ... 2,500 5,000 (a) Complete failure to per- (f) Improper use of loco- form inspection ...... 1 5,000 7,500 motive as controlling unit 2,500 5,000 (b)(1)Ð(5), (c) Partial failure (g) Locomotive not properly to perform inspection ...... 2,500 5,000 equipped with indicator ... 2,500 5,000 232.211 Class III brake tests— (h) Rebuilt locomotive not trainline continuity inspection: properly equipped ...... 2,500 5,000 (a) Complete failure to per- (j) Failure to adopt or com- form inspection ...... 5,000 7,500 ply with dynamic brake (b)(1)Ð(4), (c) Partial failure operating rules ...... 5,000 7,500 to perform inspection ...... 2,500 5,000 (k) Failure to adopt or com- 232.213 Extended haul trains: ply with training on oper- (a)(1) Failure to properly ating procedures ...... 5,000 7,500 designate an extended 232.111 Train handling infor- haul train ...... 5,000 7,500 mation: (a)(2)Ð(3), (5)(i), (8) Failure (a) Failure to adopt and to perform inspections .... (2)(2) comply with procedures .. 5,000 7,500 (a)(4) Failure to remove de- (b) Failure to provide spe- fective car (per car) ...... 2,000 4,000 cific information ...... 2,500 5,000 (a)(5)(ii), (6) Failure to con- Subpart C—Inspection and duct inbound inspection .. 5,000 7,500 Testing Requirements (a)(7) Failure to maintain 232.203 Training require- record of defects (per ments: car) ...... 2,000 4,000 (a) Failure to develop or 232.215 Transfer train brake adopt program ...... 7,500 11,000 tests: (b)(1)Ð(9) Failure to ad- (a) Failure to perform in- dress or comply with spe- spection ...... 5,000 7,500 cific required item or pro- (b) Failure to perform on vision of program ...... 5,000 7,500 cars added ...... 2,500 5,000
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Willful viola- Willful viola- Section Violation tion Section Violation tion
232.217 Train brake system (f)(3) Failure to activate the tests conducted using yard device ...... 2,500 5,000 air: (g) Improper handling of en (a) Failure to use suitable route failure, freight or device ...... 2,500 5,000 other non-passenger ...... 5,000 7,500 (b) Improper connection of (h) Improper handling of en air test device ...... 5,000 7,500 route failure, passenger .. 5,000 7,500 (c) Failure to properly per- 232.409 Inspection and testing form inspection ...... (2)(2) of devices: (d) Failure to calibrate test (a) Failure to have unique device ...... 2,500 5,000 code ...... 2,500 5,000 (e) Failure to use accurate (b) Failure to compare device ...... 2,500 5,000 quantitative values ...... 2,500 5,000 232.219 Double heading and (c) Failure to test emer- helper service: gency capability ...... 5,000 7,500 (a) Failure to perform in- (d) Failure to properly cali- spection or inability to brate ...... 2,500 5,000 control brakes ...... 2,500 5,000 Subpart F—Introduction of (b) Failure to make visual New Brake System Tech- inspection ...... 2,500 5,000 nology (c) Use of improper helper link device ...... 2,500 5,000 232.503 Process to introduce Subpart D—Periodic Mainte- new technology: nance and Testing Re- (b) Failure to obtain FRA quirements approval ...... 10,000 15,000 232.505 Pre-revenue service 232.303 General require- acceptance testing plan: ments: (a) Failure to obtain FRA (b)Ð(d) Failure to conduct approval ...... 5,000 7,500 inspection or test when (b) Failure to comply with car on repair track ...... 2,500 5,000 plan ...... 2,500 5,000 (e) Improper movement of (f) Failure to test previously equipment for testing ...... 2,500 5,000 used technology ...... 5,000 7,500 (e)(1) Failure to properly tag equipment for move- 1 A penalty may be assessed against an individual only for ment ...... 2,000 5,000 a willful violation. Generally when two or more violations of these regulations are discovered with respect to a single unit (e)(2)Ð(4) Failure to retain of equipment that is placed or continued in service by a rail- record or improper re- road, the appropriate penalties set forth above are aggregated moval of tag or card ...... 2,000 4,000 up to a maximum of $11,000 per day. An exception to this (f) Failure to stencil or track rule is the $15,000 penalty for willful violation of ¤ 232.503 test information ...... 2,500 5,000 (failure to get FRA approval before introducing new tech- 232.305 Single car air brake nology) with respect to a single unit of equipment; if the unit has additional violative conditions, the penalty may routinely tests: be aggregated to $15,000. Although the penalties listed for (a) Failure to test in accord failure to perform the brake inspections and tests under with required procedure .. 2,500 5,000 ¤ 232.205 through ¤ 232.209 may be assessed for each train (b)Ð(e) Failure to perform that is not properly inspected, failure to perform any of the in- test ...... 2,500 5,000 spections and tests required under those sections will be treated as a violation separate and distinct from, and in addi- 232.309 Repair track air brake tion to, any substantive violative conditions found on the test and single car test equip- equipment contained in the train consist. Moreover, the Ad- ment and devices: ministrator reserves the right to assess a penalty of up to (a)Ð(f) Failure to properly $22,000 for any violation where circumstances warrant. See test or calibrate ...... 2,500 5,000 49 CFR part 209, appendix A. Failure to observe any condition for movement of defective Subpart E—End-of-Train equipment set forth in ¤ 232.15(a) will deprive the railroad of Devices the benefit of the movement-for-repair provision and make the 232.403 Design standards for railroad and any responsible individuals liable for penalty under the particular regulatory section(s) concerning the sub- one-way devices: stantive defect(s) present on the equipment at the time of (a)Ð(g) Failure to meet movement. standards ...... 2,500 5,000 Failure to provide any of the records or plans required by 232.405 Design standards for this part pursuant to ¤ 232.19 will be considered a failure to two-way devices: maintain or develop the record or plan and will make the rail- (a)Ð(i) Failure to meet road liable for penalty under the particular regulatory sec- tion(s) concerning the retention or creation of the document standards ...... 2,500 5,000 involved. 232.407 Operating require- Failure to properly perform any of the inspections specifi- ments for two-way devices: cally referenced in ¤ 232.213 and ¤ 232.217 may be assessed (b) Failure to equip a train 5,000 7,500 under each section of this part or this chapter, or both, that (c) Improper purchase ...... 2,500 5,000 contains the requirements for performing the referenced inspection. (f)(1) Failure of device to be armed and operable ...... 5,000 7,500 (f)(2) Insufficient battery [66 FR 4193, Jan. 17, 2001, as amended at 66 charge ...... 2,500 5,000 FR 39689, Aug. 1, 2001]
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APPENDIX B TO PART 232—PART 232 grossly negligent violation or a pattern of PRIOR TO MAY 31, 2001 repeated violations has created an imminent hazard of death or injury to persons, or has PART 232—RAILROAD POWER BRAKES caused death or injury, a penalty not to ex- AND DRAWBARS ceed $20,000 per violation may be assessed. Each day a violation continues shall con- Sec. 232.0 Applicability and penalties. stitute a separate offense. 232.1 Power brakes; minimum percentage. § 232.1 Power brakes; minimum percentage. 232.2 Drawbars; standard height. 232.3 Power brakes and appliances for oper- On and after September 1, 1910, on all rail- ating power-brake systems. roads used in interstate commerce, when- 232.10 General rules; locomotives. ever, as required by the Safety Appliance 232.11 Train air brake system tests. Act as amended March 2, 1903, any train is 232.12 Initial terminal road train airbrake operated with power or train brakes, not less tests. than 85 percent of the cars of such train shall 232.13 Road train and intermediate terminal have their brakes used and operated by the train air brake tests. engineer of the locomotive drawing such 232.14 Inbound brake equipment inspection. train, and all power-brake cars in every such 232.15 Double heading and helper service. train which are associated together with the 232.16 Running tests. 85 percent shall have their brakes so used 232.17 Freight and passenger train car and operated. brakes. 232.19 End of train device. § 232.2 Drawbars; standard Height. APPENDIX A TO PART 232 Not included in this Appendix. Moved to 49 APPENDIX B TO PART 232 CFR part 231. AUTHORITY: 45 U.S.C. 1, 3, 5, 6, 8–12, and 16, as amended; 45 U.S.C. 431, 438, as amended; 49 § 232.3 Power brakes and appliances for app. U.S.C. 1655(e), as amended; Pub. L. 100– operating power-brake systems. 342; and 49 CFR 1.49(c), (g), and (m). (a) The specifications and requirement for power brakes and appliances for operating § 232.0 Applicability and penalties. power-brake systems for freight service set (a) Except as provided in paragraph (b), forth in the appendix to the report on fur- this part applies to all standard gage rail- ther hearing, of May 30, 1945, are hereby roads. adopted and prescribed. (See appendix to this (b) This part does not apply to: part for order in Docket 13528.) (1) A railroad that operates only on track inside an installation which is not part of Rules for Inspection, Testing and the general railroad system of transpor- Maintenance of Air Brake Equipment tation; or § 232.10 General rules; locomotives. (2) Rapid transit operations in an urban area that are not connected with the general (a) Air brake and hand brake equipment on railroad system of transportation. locomotives including tender must be in- (c) As used in this part, carrier means spected and maintained in accordance with ‘‘railroad,’’ as that term is defined below. the requirements of the Locomotive Inspec- (d) Railroad means all forms of non-high- tion and United States Safety Appliance way ground transportation that run on rails Acts and related orders and regulations of or electromagnetic guideways, including (1) the Federal Railroad Administrator (FRA). commuter or other short-haul rail passenger (b) It must be known that air brake equip- service in a metropolitan or suburban area, ment on locomotives is in a safe and suitable and (2) high speed ground transportation sys- condition for service. tems that connect metropolitan areas, with- (c) Compressor or compressors must be out regard to whether they use new tech- tested for capacity by orifice test as often as nologies not associated with traditional rail- conditions require but not less frequently roads. Such term does not include rapid than required by law and orders of the FRA. transit operations within an urban area that (d) Main reservoirs shall be subjected to are not connected to the general railroad tests periodically as required by law and or- system of transportation. ders of the FRA. (e) Any person (including a railroad and (e) Air gauges must be tested periodically any manager, supervisor, official, or other as required by law and orders of the FRA, employee or agent of a railroad) who violates and whenever any irregularity is reported. any requirement of this part or causes the They shall be compared with an accurate violation of any such requirement is subject deadweight tester, or test gauge. Gauges to a civil penalty of at least $250 and not found inaccurate or defective must be re- more than $10,000 per violation, except that: paired or replaced. Penalties may be assessed against individ- (f)(1) All operating portions of air brake uals only for willful violations, and, where a equipment together with dirt collectors and
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filters must be cleaned, repaired and tested brake pipe air pressure of not less than 70 as often as conditions require to maintain pounds. them in a safe and suitable condition for (3) Brake cylinder leakage: With a full service, and not less frequently than re- service application of brakes, and with com- quired by law and orders of the FRA. munication to the brake cylinders closed, (2) On locomotives so equipped, hand brakes must remain applied not less than brakes, parts, and connections must be in- five minutes. spected, and necessary repairs made as often (4) The main reservoir system of each unit as the service requires, with date being suit- shall be equipped with at least one safety ably stenciled or tagged. valve, the capacity of which shall be suffi- (g) The date of testing or cleaning of air cient to prevent an accumulation of pressure brake equipment and the initials of the shop of more than 10 pounds per square inch above or station at which the work was done shall the maximum setting of the compressor gov- be placed on a card displayed under trans- ernor fixed by the chief mechanical officer of parent covering in the cab of each loco- the carrier operating the locomotive. motive unit. (5) A suitable governor shall be provided (h)(1) Minimum brake cylinder piston trav- that will stop and start the air compressor el must be sufficient to provide proper brake within 5 pounds above or below the pressures shoe clearance when brakes are released. fixed. (6) Compressor governor when used in con- (2) Maximum brake cylinder piston travel nection with the automatic air brake system when locomotive is standing must not exceed shall be so adjusted that the compressor will the following: start when the main reservoir pressure is not Inches less than 15 pounds above the maximum brake-pipe pressure fixed by the rules of the Steam locomotives: carrier and will not stop the compressor Cam type of driving wheel brake ...... 31⁄2 until the reservoir pressure has increased Other types of driving wheel brakes ...... 6 not less than 10 pounds. Engine truck brake ...... 8 (k) The communicating signal system on Engine trailer truck brake ...... 8 locomotives when used in passenger service Tender brake (truck mounted and tender must be tested and known to be in a safe and bed mounted) ...... 8 suitable condition for service before each Tender brake (body mounted) ...... 9 Locomotives other than steam: trip. Driving wheel brake ...... 6 (l) Enginemen when taking charge of loco- Swivel type truck brake with brakes on motives must know that the brakes are in more than one truck operated by one operative condition. brake cylinder ...... 7 (m) In freezing weather drain cocks on air Swivel type truck brake equipped with one compressors of steam locomotives must be brake cylinder ...... 8 left open while compressors are shut off. Swivel type truck brake equipped with two (n) Air pressure regulating devices must be or more brake cylinders ...... 6 adjusted for the following pressures:
(i)(1) Foundation brake rigging, and safety Pounds supports, where used, must be maintained in a safe and suitable condition for service. Le- Locomotives: vers, rods, brake beams, hangars and pins (1) Minimum brake pipe air pressure: Road Service ...... 70 must be of ample strength and must not bind Switch Service ...... 60 or foul in any way that will affect proper op- (2) Minimum differential between brake eration of brakes. All pins must be properly pipe and main reservoir air pressures, applied and secured in place with suitable with brake valve in running position ...... 15 locking devices. Brake shoes must be prop- (3) Safety valve for straight air brake ...... 30Ð55 erly applied and kept approximately in line (4) Safety valve for LT, ET, No. 8ÐEL, No. 14 El, No. 6ÐDS, No. 6ÐBL and No. 6Ð with treads of wheels or other braking sur- SL equipment ...... 30Ð68 faces. (5) Safety valve for HSC and No. 24ÐRL (2) No part of the foundation brake rigging equipment ...... 30Ð75 and safety supports shall be closer to the (6) Reducing valve for independent or rails than specified by law and orders of the straight air brake ...... 30Ð50 FRA. (7) Self-lapping portion for electro-pneu- matic brake (minimum full application (j)(1) Main reservoir leakage: Leakage from pressure) ...... 50 main air reservoir and related piping shall (8) Self-lapping portion for independent air not exceed an average of 3 pounds per minute brake (full application pressure) ...... 30Ð50 in a test of three minutes’ duration, made (9) Reducing valve for air signal ...... 40Ð60 after the pressure has been reduced 40 per- (10) Reducing valve for high-speed brake cent below maximum pressure. (minimum) ...... 50 Cars: (2) Brake pipe leakage: Brake pipe leakage (11) Reducing valve for high-speed brake 58Ð62 must not exceed 5 pounds per minute after a (12) Safety valve for PS, LN, UC, AML, reduction of 10 pounds has been made from AMU and ABÐ1ÐB air brakes ...... 58Ð62
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Pounds of 500 miles without being subjected to an- other test pursuant to either this section or (13) Safety valve for HSC air brake ...... 58Ð77 § 232.13 of this part. (14) Governor valve for water raising sys- (b) Each carrier shall designate additional tem ...... 60 inspection points not more than 1,000 miles (15) Reducing valve for water raising sys- apart where intermediate inspection will be tem ...... 20Ð30 made to determine that— (1) Brake pipe pressure leakage does not § 232.11 Train Air Brake System Tests. exceed five pounds per minute; (a) Supervisors are jointly responsible with (2) Brakes apply on each car in response to inspectors, enginemen and trainmen for con- a 20-pound service brake pipe pressure reduc- dition of train air brake and air signal equip- tion; and ment on motive power and cars to the extent (3) Brake rigging is properly secured and that it is possible to detect defective equip- does not bind or foul. ment by required air tests. (c) Train airbrake system must be charged (b) Communicating signal system on pas- to required air pressure, angle cocks and cut- senger equipment trains must be tested and out cocks must be properly positioned, air known to be in a suitable condition for serv- hose must be properly coupled and must be ice before leaving terminal. in condition for service. An examination (c) Each train must have the air brakes in must be made for leaks and necessary repairs effective operating condition, and at no time made to reduce leakage to a minimum. Re- shall the number and location of operative taining valves and retaining valve pipes air brakes be less than permitted by Federal must be inspected and known to be in condi- requirements. When piston travel is in excess tion for service. If train is to be operated in electro-pneumatic brake operation, brake of 101⁄2 inches, the air brakes cannot be con- circuit cables must be properly connected. sidered in effective operating condition. (d)(1) After the airbrake system on a (d) Condensation must be blown from the freight train is charged to within 15 pounds pipe from which air is taken before con- of the setting of the feed valve on the loco- necting yard line or motive power to train. motive, but to not less than 60 pounds, as in- § 232.12 Initial Terminal Road Train Airbrake dicated by an accurate gauge at rear end of Tests. train, and on a passenger train when charged to not less than 70 pounds, and upon receiv- (a)(1) Each train must be inspected and ing the signal to apply brakes for test, a 15- tested as specified in this section by a quali- pound brake pipe service reduction must be fied person at points— made in automatic brake operations, the (i) Where the train is originally made up brake valve lapped, and the number of (initial terminal); pounds of brake pipe leakage per minute (ii) Where train consist is changed, other noted as indicated by brake pipe guage, after than by adding or removing a solid block of which brake pipe reduction must be in- cars, and the train brake system remains creased to full service. Inspection of the charged; and train brakes must be made to determine that (iii) Where the train is received in inter- angle cocks are properly positioned, that the change if the train consist is changed other brakes are applied on each car, that piston than by— travel is correct, that brake rigging does not (A) Removing a solid block of cars from bind or foul, and that all parts of the brake the head end or rear end of train; equipment are properly secured. When this (B) Changing motive power; inspection has been completed, the release (C) Removing or changing the caboose; or signal must be given and brakes released and (D) Any combination of the changes listed each brake inspected to see that all have re- in (A), (B), and (C) of this subparagraph. leased. Where a carman is to perform the inspec- (2) When a passenger train is to be oper- tion and test under existing or future collec- ated in electro-pneumatic brake operation tive bargaining agreement, in those cir- and after completion of test of brakes as pre- cumstances a carman alone will be consid- scribed by paragraph (d)(1) of this section the ered a qualified person. brake system must be recharged to not less (2) A qualified person participating in the than 90 pounds air pressure, and upon receiv- test and inspection or who has knowledge ing the signal to apply brakes for test, a that it was made shall notify the engineer minimum 20 pounds electro-pneumatic brake that the initial terminal road train air brake application must be made as indicated by the test has been satisfactorily performed. The brake cylinder gage. Inspection of the train qualified person shall provide the notifica- brakes must then be made to determine if tion in writing if the road crew will report brakes are applied on each car. When this in- for duty after the qualified person goes off spection has been completed, the release sig- duty. The qualified person also shall provide nal must be given and brakes released and the notification in writing if the train that each brake inspected to see that all have re- has been inspected is to be moved in excess leased.
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(3) When the locomotive used to haul the § 232.13 Road train and intermediate terminal train is provided with means for maintaining train air brake tests. brake pipe pressure at a constant level dur- (a) Passenger trains. Before motive power is ing service application of the train brakes, detached or angle cocks are closed on a pas- this feature must be cut out during train air- senger train operated in either automatic or brake tests. (e) Brake pipe leakage must not exceed 5 electro-pneumatic brake operation, except pounds per minute. when closing angle cocks for cutting off one (f)(1) At initial terminal piston travel of or more cars from the rear end of train, body-mounted brake cylinders which is less automatic air brake must be applied. After than 7 inches or more than 9 inches must be recouping, brake system must be recharged adjusted to nominally 7 inches. to required air pressure and before pro- (2) Minimum brake cylinder piston travel ceeding and upon receipt of proper request or of truck-mounted brake cylinders must be signal, application and release tests of sufficient to provide proper brake shoe clear- brakes on rear car must be made from loco- ance when brakes are released. Maximum motive in automatic brake operation. If piston travel must not exceed 6 inches. train is to be operated in electro-pneumatic (3) Piston travel of brake cylinders on brake operation, this test must also be made freight cars equipped with other than stand- in electro-pneumatic brake operation before ard single capacity brake, must be adjusted proceeding. Inspector or trainman must de- as indicated on badge plate or stenciling on termine if brakes on rear car of train prop- car located in a conspicuous place near the erly apply and release. brake cylinder. (b) Freight trains. Before motive power is (g) When test of airbrakes has been com- detached or angle cocks are closed on a pleted the engineman and conductor must be freight train, brakes must be applied with advised that train is in proper condition to not less than a 20-pound brake pipe reduc- proceed. tion. After recoupling, and after angle cocks (h) During standing test, brakes must not are opened, it must be known that brake be applied or released until proper signal is pipe air pressure is being restored as indi- given. cated by a rear car gauge or device. In the (i)(1) When train airbrake system is tested absence of a rear car gauge or device, an air from a yard test plant, an engineer’s brake brake test must be made to determine that valve or an appropriate test device shall be the brakes on the rear car apply and release. used to provide increase and reduction of (c)(1)At a point other than an initial ter- brake pipe air pressure or electro-pneumatic minal where a locomotive or caboose is brake application and release at the same or changed, or where one or more consecutive a slower rate as with engineer’s brake valve cars are cut off from the rear end or head end and yard test plant must be connected to the of a train with the consist otherwise remain- end which will be nearest to the hauling road ing intact, after the train brake system is locomotive. charged to within 15 pounds of the feed valve (2) When yard test plant is used, the train setting on the locomotive, but not less than airbrakes system must be charged and tested 60 pounds as indicated at the rear of a freight as prescribed by paragraphs (c) to (g) of this train and 70 pounds on a passenger train, a section inclusive, and when practicable 20-pound brake pipe reduction must be made should be kept charged until road motive and it must be determined that the brakes power is coupled to train, after which, an on the rear car apply and release. As an al- automatic brake application and release test ternative to the rear car brake application of airbrakes on rear car must be made. If and release test, it shall be determined that train is to be operated in electro-pneumatic brake pipe pressure of the train is being re- brake operation, this test must also be made duced as indicated by a rear car gauge or de- in electro-pneumatic brake operation before vice and then that brake pipe pressure of the proceeding. train is being restored as indicated by a rear (3) If after testing the brakes as prescribed car gauge or device. in paragraph (i)(2) of this section the train is (2) Before proceeding it must be known not kept charged until road motive power is that brake pipe pressure as indicated at rear attached, the brakes must be tested as pre- of freight train is being restored. scribed by paragraph (d)(1) of this section (3) On trains operating with electro-pneu- and if train is to be operated in electro-pneu- matic brakes, with brake system charged to matic brake operation as prescribed by para- not less than 70 pounds, test must be made to graph (d)(2) of this section. determine that rear brakes apply and release (j) Before adjusting piston travel or work- properly from a minimum 20 pounds electro- ing on brake rigging, cutout cock in brake pneumatic brake application as indicated by pipe branch must be closed and air reservoirs brake cylinder gauge. must be drained. When cutout cocks are pro- (d)(1) At a point other than a terminal vided in brake cylinder pipes, these cutout where one or more cars are added to a train, cocks only may be closed and air reservoirs after the train brake system is charged to need not be drained. not less than 60 pounds as indicated by a
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gauge or device at the rear of a freight train before air brakes are released. When ready to and 70 pounds on a passenger train. A brake start, hand brakes must not be released until test must be made by a designated person as it is known that the air brake system is described in § 232.12 (a)(1) to determine that properly charged. brake pipe leakage does not exceed five (5) (g) As used in this section, device means a pounds per minute as indicated by the brake system of components designed and in- pipe gauge after a 20-pound brake pipe reduc- spected in accordance with § 232.19. tion has been made. After the test is com- (h) When a device is used to comply with pleted, it must be determined that piston any test requirement in this section, the travel is correct, and the train airbrakes of phrase brake pipe pressure of the train is these cars and on the rear car of the train being reduced means a pressure reduction of apply and remain applied, until the release at least five pounds and the phrase brake signal is given. As an alternative to the rear pipe pressure of the train is being restored car brake application and release portion of means a pressure increase of at least five the test, it shall be determined that brake pounds. pipe pressure of the train is being reduced as indicated by a rear car gauge or device and § 232.14 Inbound Brake Equipment Inspection. then that brake pipe pressure of the train is (a) At points where inspectors are em- being restored as indicated by a rear car ployed to make a general inspection of trains gauge or device. Cars added to a train that upon arrival at terminals, visual inspection have not been inspected in accordance with must be made of retaining valves and retain- § 232.12 (c) through (j) must be so inspected ing valve pipes, release valves and rods, and tested at the next terminal where facili- brake rigging, safety supports, hand brakes, ties are available for such attention. hose and position of angle cocks and make (d)(2)(i) At a terminal where a solid block necessary repairs or mark for repair tracks of cars, which has been previously charged any cars to which yard repairs cannot be and tested as prescribed by § 232.13 (c) promptly made. through (j), is added to a train, it must be (b) Freight trains arriving at terminals determined that the brakes on the rear car where facilities are available and at which of the train apply and release. As an alter- special instructions provide for immediate native to the rear car application and release brake inspection and repairs, trains shall be test, it shall be determined that brake pipe left with air brakes applied by a service pressure of the train is being reduced as indi- brake pipe reduction of 20 pounds so that in- cated by a rear car gauge or device and then spectors can obtain a proper check of the pis- that brake pipe pressure of the train is being ton travel. Trainmen will not close any restored as indicated by a rear car gauge or angle cock or cut the locomotive off until device. the 20 pound service reduction has been (d)(2)(ii) When cars which have not been made. Inspection of the brakes and needed previously charged and tested as prescribed repairs should be made as soon thereafter as by § 232.12 (c) through (j) are added to a train, practicable. such cars may either be given inspection and tests in accordance with § 232.12 (c) through § 232.15 Double Heading and Helper Service. (j), or tested as prescribed by paragraph (d)(1) of this section prior to departure in (a) When more than one locomotive is at- which case these cars must be inspected and tached to a train, the engineman of the lead- tested in accordance with § 232.12 (c) through ing locomotive shall operate the brakes. On (j) at next terminal. all other motive power units in the train the (3) Before proceeding it must be known brake pipe cutout cock to the brake valve that the brake pipe pressure at the rear of must be closed, the maximum main reservoir freight train is being restored. pressure maintained and brake valve handles (e)(1) Transfer train and yard train move- kept in the prescribed position. In case it be- ments not exceeding 20 miles, must have the comes necessary for the leading locomotive air brake hose coupled between all cars, and to give up control of the train short of the after the brake system is charged to not less destination of the train, a test of the brakes than 60 pounds, a 15 pound service brake pipe must be made to see that the brakes are op- reduction must be made to determine that erative from the automatic brake valve of the brakes are applied on each car before re- the locomotive taking control of the train. leasing and proceeding. (b) The electro-pneumatic brake valve on (2) Transfer train and yard train move- all motive power units other than that which ments exceeding 20 miles must have brake is handling the train must be cut out, handle inspection in accordance with § 232.12 (c)–(j). of brake valve kept in the prescribed posi- (f) The automatic air brake must not be tion, and air compressors kept running if depended upon to hold a locomotive, cars or practicable. train, when standing on a grade, whether lo- § 232.16 Running Tests. comotive is attached or detached from cars or train. When required, a sufficient number When motive power, engine crew or train of hand brakes must be applied to hold train, crew has been changed, angle cocks have
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been closed except for cutting off one or pipe is securely clamped, angle cocks in more cars from the rear end of train or proper position with suitable clearance, electro-pneumatic brake circuit cables be- valves, reservoirs and cylinders tight on sup- tween power units and/or cars have been dis- ports and supports securely attached to car. connected, running test of train air brakes (b)(1) Brake equipment on cars other than on passenger train must be made, as soon as passenger cars must be cleaned, repaired, lu- speed of train permits, by use of automatic bricated and tested as often as required to brake if operating in automatic brake oper- maintain it in a safe and suitable condition ation or by use of electro-pneumatic brake if for service but not less frequently than as re- operating in electro-pneumatic brake oper- quired by currently effective AAR Code of ation. Steam or power must not be shut off Rules for cars in interchange. unless required and running test must be (2) Brake equipment on passenger cars made by applying train air brakes with suffi- must be clean, repaired, lubricated and test- cient force to ascertain whether or not ed as often as necessary to maintain it in a brakes are operating properly. If air brakes safe and suitable condition for service but do not properly operate, train must be not less frequently than as required in stopped, cause of failure ascertained and cor- Standard S–045 in the Manual of Standards rected and running test repeated. and Recommended Practices of the AAR. (3) Copies of the materials referred to in § 232.17 Freight and passenger train car brakes this section can be obtained from the Asso- (a) Testing and repairing brakes on cars while ciation of American Railroads, 1920 L Street, on shop or repair tracks. (1) When a freight car NW., Washington, DC 20036. having brake equipment due for periodic at- tention is on shop or repair tracks where fa- § 232.19 through § 232.25 Provisions related to cilities are available for making air brake end-of-train devices. repairs, brake equipment must be given at- Not included in this Appendix as they are tention in accordance with the requirements contained in Subpart E of this rule. of the currently effective AAR Code of Rules for cars in interchange. Brake equipment shall then be tested by use of a single car PART 233—SIGNAL SYSTEMS testing device as prescribed by the currently REPORTING REQUIREMENTS effective AAR Code of Tests. (2)(i) When a freight car having an air Sec. brake defect is on a shop or repair track, 233.1 Scope. brake equipment must be tested by use of a 233.3 Application. single car testing device as prescribed by 233.5 Accidents resulting from signal fail- currently effective AAR Code of Tests. ure. (ii) All freight cars on shop or repair 233.7 Signal failure reports. tracks shall be tested to determine that the 233.9 Reports. air brakes apply and release. Piston travel 233.11 Civil penalties. on a standard body mounted brake cylinder 233.13 Criminal penalty. which is less than 7 inches or more than 9 APPENDIX A TO PART 233—SCHEDULE OF CIVIL inches must be adjusted to nominally 7 PENALTIES inches. Piston travel of brake cylinders on all freight cars equipped with other than AUTHORITY: 49 U.S.C. 20103, 20107 and 49 standard single capacity brake, must be ad- CFR 1.49. justed as indicated on badge plate or sten- SOURCE: 49 FR 3379, Jan. 26, 1984, unless ciling on car located in a conspicuous place otherwise noted. near brake cylinder. After piston travel has been adjusted and with brakes released, suf- ficient brake shoe clearance must be pro- § 233.1 Scope. vided. This part prescribed reporting re- (iii) When a car is equipped for use in pas- quirements with respect to methods of senger train service not due for periodical air train operation, block signal systems, brake repairs, as indicated by stenciled or re- interlockings, traffic control systems, corded cleaning dates, is on shop or repair tracks, brake equipment must be tested by automatic train stop, train control, use of single car testing device as prescribed and cab signal systems, or other simi- by currently effective AAR Code of Tests. lar appliances, methods, and systems. Piston travel of brake cylinders must be ad- justed if required, to the standard travel for § 233.3 Application. that type of brake cylinder. After piston (a) Except as provided in paragraph travel has been adjusted and with brakes re- leased, sufficient brake shoe clearance must (b) of this section, this part applies to be provided. railroads that operate on standard gage (iv) Before a car is released from a shop or track which is part of the general rail- repair track, it must be known that brake road system of transportation.
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