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Technical Manual for Signal and Train Control Rules

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Technical Manual for Signal and Train Control Rules DEPARTMENT OF TRANSPORTATION Federal Railroad Administration ... TECHNICAL MANUAL For Signal and Train Control Rules Covering Signal Reporting Requirements Instructions Governing Applications For Approval Of A Discontinuance Or A Material Modification Of A Signal System Or Relief From Part 236 Rules, Standards, And Instructions Governing The Installation, Inspection, Maintenance, And Repair Of Signal And Train Control Systems, Devices And Appliances. Prj nt Date 9-92 Distributed By TF The Railway Educational Bureau 557 1809 Capitol Avenue .054 Omaha, Nebraska 68102 1984 ( 402) 346-4300 DEPARTMENT OF TRANSPORTATION Federal Railroad Administration TECHNICAL MANUAL For Signal and Train Control Rules Covering Signal Reporting Requirements Instructions Governing Applications For Approval Of A Discontinuance Or A Material Modification Of A Signal System Or Relief From Part 236 Rules, Standards, And Instructions Governing The Installation, Inspection, Maintenance, And Repair Of Signal And Train Control Systems, Devices And Appliances. TF _A~G 2 9 \995 557 .U54 1984 PART 233 - SIGNAL SYSTEM REPORTING REQUIREMENTS 233.1 Scope. This section identifies the systems, methods, and appliances that are subject to the reporting requirements. Application: This rule subjects automatic block signal systems, traffic control systems, interlockings, automatic train stop, train control, and cab signal systems or other similar appliances, methods, and systems to the reporting requirements of this part. An automatic block signal system is a block signal system wherein the use of each block is governed by an automatic block signal, cab signal, or both. A traffic control system is a block-signal system under which train movements are authorized by cab signals or block signals whose indications supersede the superiority of trains for both opposing and following movements on the same track. A nonautomatic block signal system is a term used to denote any method of maintaining an interval of space between trains as distinguished from an automatic block system, a traffic control system, an automatic cab signal system without roadway signals, or time interval system. An automatic train stop system is a system so arranged that its operation will automatically result in the application of the brakes until the train has been brought to a stop. An automatic train control system is a system so arranged that its operation will automatically result in the following: (a) A full service application of the brakes which will continue either until the train is brought to a stop, or under control of the engineman, its speed is reduced to a predetermined rate. (b) When operating under a speed restriction, an application of the brakes when the speed of the train exceeds the predetermined rate and which will continue until the speed is reduced to that rate. l Automatic train control systems includes those systems referred to as speed control systems. An automatic cab signal system is a system which provides for the automatic operation of the following: (a) Cab signal, a signal located in engineer's compartment or cab, indicating a condition affecting the movement of a train and used in conjunction with interlocking signals and in conjunction with or in lieu of block signals, and (b) Cab indicator, a device located in the cab which indicates a condition or a change of condition of one or more elements of the system. 2 NPRM Federal Register March 21, 1983 Section 233.l Scope. This section does not now clearly establish that all signal and train control systems are subject to this Part. The proposed change specifically sets forth those methods, appliances and systems that are subject to the FRA's reporting requirements, which clarifies and simplifies the matter. 3 Pinal Rule Section 233.1 - Scope. FRA proposed to revise this secti on to clearl y identify those methods, appliances, and systems that are subject to the reporting requirements contained in this Part. One commenter objected because the requirements of this Part do not include rail /highway grade crossing warning devices. It was the commenter's view that railroad companies should be required to report failures of rail/ highway grade crossing warning devices to function as intended because intrusion of highway motor vehicles upon railroad rights-of-way often results in train damage and/or crew death or injury. Rail/highway grade crossing warning devices are not within the scope of the NPRM, which focused not on grade crossings but on block signal systems, interlockings, automatic train stop, train control, and/or cab signal devices, and/or other similar appliances, methods, and systems used for the safe operation of traini. Therefore, there is no procedural basis for including rail/highway grade crossing warning devices in this proceeding and the rule is adopted as proposed. Although this issue is beyond the scope of the notice in this proceeding, it may become an appropriate topic for future rulemaking. 4 233.3 Application. This section makes this part applicable to each common carrier by rail subject to the Signal Inspection Act, 49 u.s.c. 26. Application: Applies to each railroad that is part of the general rail system engaged in interstate commerce. Does not apply to rapid transit system or privately­ owned system not transporting interstate commerce. Does not apply to automatic classification yards or to rail/highway grade crossing warning devices. 233.5 Accidents resulting from signal failure. This section requires each carrier to report by toll-free telephone number 800- 424-0201 within 24-hours of each accident/incident resulting from a false proceed signal indication or failure. Application: A false proceed signal indication or a false proceed failure is the failure of an appliance, device, method, or system to function or indicate as required by the RS&I that results in either a more favorable aspect than intended or a condition that is hazardous to the movement of a train. 5 NPRM Federal Register March 21, 1983 Section 233.5 Accidents resulting from signal failure. The current provisions of section 233.5 do not comPort with similar requirements in the FRA's Accident/Incident Reporting Requirements (49 CFR 225) and the FRA's Railroad Locomotive Safety Standards (49 CFR 229). The proposed revision will achieve a standardized reporting requirement in the several disciplines within the FRA. Thus, this revision will reduce the reporting burden currently placed on the railroad industry. 6 CLASSIFICATION OF DEFECTS 5.01 Accident/incident resulting from or involving failure of appliance, device, method, or system to function or indicate as intended, not reported to FRA within 24 hours after accident/incident. 233.7 Signal failure reports. This section requires each carrier to report within 15 days each false proceed signal indication or failure. Application: A false proceed signal indication or a false proceed failure is the failure of an appliance, device, method or system to function or indicate as required by the RS&I that results in either a more favorable aspect than intended or a condition that is hazardous to the movement of a train. This rule requires that each false proceed failure, including those resulting in an accident/incident, to be reported to FRA within 15 days on Form FRA F 6180-14 in accordance with the instructions contained on the form. 7 NPRM Federal Register March 21, 1983 Section 233.7 Signal failure re~rts. This section currently requres each respondent railroad to report each failure of an appliance, or of a device, method or system to function or indicate as intended in a manner detrimental to the safety of train operation within 5 days of the failure. In addition, if no such failure occurs within a calendar month, each carrier is required to report that fact. The proposed revision would provide 15 days within which each such failure must be reported. The agency has found that 5 days frequently does not provide sufficient The proposed revision would provide 15 days within which each such failure must be reported. The agency has found that 5 days frequently does not provide sufficient time in which to determine the cause of such failures. Therefore, 15 days is a more logical time frame in which to make such a determination, prepare the report and allow it to reach the FRA. Further, the proposed revision eliminates the requirement for a negative report during months in which no failure occurs. The proposed changes will further reduce the paperwork burden now placed on the railroad industry by the current rule as prescribed in the Paperwork Reduction Act of 1980, Pub. L. No. 511, 96th Cong., 2d seas. (1980), 94 Stat. 2812, 44 o.s.c. 3502 et seq. However, the railroads should be aware that under this proposed revision all failures of appliances, devices, methods or system to function as intended must be reported. The FRA feels the proposed changes provide the carriers with more latitude under the requirements, but due to the recognized seriousness of such failures, the FRA must insist that each report of a failure be documented. Pinal Rule Section 233.7 - Signal failure reports. FRA proposed to extend from 5 days to 15 days the time allowed for a carrier to report the occurrence of a false proceed signal failure. In addition, FRA proposed to eliminate the requirement for a negative report for the months in which no such failure occurs. One commenter opposed the proposed changes stating that all false proceed signal failures should be reported within 24 hours, the same time frame as required for those that result in accidents. In addition, the commenter opposed elimination of the negative report because it provides FRA with a good means to monitor the effectiveness of the reporting system. Another commenter supported the proposed changes stating the additional time would eliminate the necessity for follow-up reports.
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