(a) An ECP-EOT device shall, at a minimum, serve as the final node on the ECP brake circuit, provide a cable terminal circuit, and monitor, confirm, and report train, brake pipe, and train line cable continuity, cable voltage, brake pipe pressure, and the status of the ECP-EOT device battery charge. The ECP-EOT device shall transmit a status message (EOT Beacon) at least once per second, contain a means of communicating with the HEU, and be equipped with a brake pipe pressure transducer and a battery that charges from the train line cable.
(b) A railroad shall not move or use a freight train equipped with an ECP brake system unless that train is equipped with a functioning ECP-EOT device designed and operated in accordance with this subpart. The ECP-EOT device must be properly connected to the network and to the train line cable at the rear of the train.
(c) A locomotive equipped with ECP brakes can be used in lieu of an ECP-EOT device, provided it is capable of performing all of the functions of a functioning ECP-EOT device.
(d) Exception. A freight train operating in ECP brake mode is excepted from the end-of-train device requirements contained in subpart E of this part, provided that it is equipped with an ECP-EOT device complying with this section.
Sec. Appendix A to Part 232--Schedule of Civil Penalties \1\ ------------------------------------------------------------------------
Willful
Section Violation violation------------------------------------------------------------------------
Subpart A--General------------------------------------------------------------------------232.15 Movement of power brake defects:
(a) Improper movement, general...... (\1\) (\1\)
(11) Failure to make $2,500 $5,000
determinations and provide
notification of en route defect
(b) Complete failure to tag......... 2,500 5,000
(1) Insufficient tag or record.. 1,000 2,000
(2), (4) Improper removal of tag 2,000 4,000
(3) Failure to retain record of 2,000 4,000
tag............................
(c) Improper loading or purging..... 2,500 5,000
(e) Improper placement of defective 2,500 5,000
equipment..........................232.19 Availability of records (\1\) (\1\)------------------------------------------------------------------------
Subpart B--General Requirements------------------------------------------------------------------------
232.103 All train brake systems:
(a)-(c), (h)-(i) Failure to meet 2,500 5,000
general design requirements........
(d) Failure to have proper 5,000 7,500
percentage of operative brakes from
Class I brake test.................
(e) Operating with less than 85 5,000 7,500
percent operative brakes...........
(f) Improper use of car with 2,500 5,000
inoperative or ineffective brakes..
(g) Improper display of piston 2,500 5,000
travel.............................
(m) Failure to stop train with 2,500 5,000
excess air flow or gradient........
(n) Securement of unattended .............. ..............
equipment:
(1) Failure to apply sufficient 5,000 7,500
number of hand brakes; failure
to develop or implement
procedure to verify number
applied........................
(2) Failure to initiate 2,500 5,000
emergency......................
(3) Failure to apply hand brakes 2,500 5,000
on locomotives.................
(4) Failure to adopt or comply 5,000 7,500
with procedures for securing
unattended locomotive..........
(o) Improper adjustment of air 2,500 5,000
regulating devices.................
(p) Failure to hold supervisors 2,500 5,000
jointly responsible................232.105 Locomotives:
(a) Air brakes not in safe and 1,000-5,000 2,000-7,500
suitable condition.................
(b) Not equipped with proper hand or 5,000 7,500
parking brake......................
(c)(1) Failure to inspect/repair 2,500 5,000
(1) Failure to inspect/repair 2,500 5,000
hand or parking brake..............
(2) Failure to properly stencil, 2,000 4,000
tag, or record.................
(d) Excess leakage from equalizing 2,500 5,000
reservoir..........................
(e) Improper use of feed or 2,500 5,000
regulating valve braking...........
(f) Improper use of passenger 2,500 5,000
position...........................
(g) Brakes in operative condition... 2,500 5,000232.107 Air sources/cold weather
operations:
(a)(1), (2) Failure to adopt or 5,000 7,500
(1), (2) Failure to adopt or 5,000 7,500
comply with monitoring program for
yard air sources...................
(3) Failure to maintain records. 2,500 5,000
(b) Failure to blow condensation.... 2,500 5,000
(c) Use of improper chemicals....... 5,000 7,500
(d) Failure to equip or drain yard 2,500 5,000
air reservoirs.....................
(e) Failure to adopt or comply cold 5,000 7,500
weather operating procedures.......232.109 Dynamic brakes:
(a) Failure to provide information.. 5,000 7,500
(b) Failure to make repairs......... 5,000 7,500
(c) Failure to properly tag......... 2,500 5,000
(d) Failure to maintain record of 2,000 4,000
repair.............................
(e) Improper deactivation........... 2,500 5,000
(f) Improper use of locomotive as 2,500 5,000
controlling unit...................
(g) Locomotive not properly equipped 2,500 5,000
with indicator.....................
(h) Rebuilt locomotive not properly 2,500 5,000
equipped...........................
(j) Failure to adopt or comply with 5,000 7,500
dynamic brake operating rules......
(k) Failure to adopt or comply with 5,000 7,500
training on operating procedures...232.111 Train handling information:
(a) Failure to adopt and comply with 5,000 7,500
procedures.........................
(b) Failure to provide specific 2,500 5,000
information........................------------------------------------------------------------------------
Subpart C--Inspection and Testing
Requirements------------------------------------------------------------------------
232.203 Training requirements:
(a) Failure to develop or adopt 7,500 11,000
program............................
(b)(1)-(9) Failure to address or 5,000 7,500
(1)-(9) Failure to address or 5,000 7,500
comply with specific required item
or provision of program............
(c) Failure to adopt or comply with 5,000 7,500
two-way EOT program................
(d) Failure to adopt or comply with 5,000 7,500
retaining valve program............
(e) Failure to maintain adequate 5,000 7,500
records............................
(f) Failure to adopt and comply with 7,500 11,000
periodic assessment plan...........232.205 Class I brake test--initial
terminal inspection:
(a) Complete failure to perform (\1\)10,000 15,000
inspection.........................
(c)(1)-(4), (6)-(8) Partial failure 5,000 7,500
(1)-(4), (6)-(8) Partial failure 5,000 7,500
to perform inspection..............
(c)(5) Failure to properly adjust 2,500 5,000
(5) Failure to properly adjust 2,500 5,000
piston travel (per car)............
(d) Failure to use carman when 5,000 7,500
required...........................
(e) Failure to provide proper 2,500 5,000
notification.......................
(f) Failure to void compressed air.. 2,500 5,000232.207 Class IA brake tests--1,000-mile
inspection:
(a) Complete failure to perform (\1\)5,000 7,500
inspection.........................
(b)(1)-(6) Partial failure to 2,500 5,000
(1)-(6) Partial failure to 2,500 5,000
perform inspection.................
(c) Failure to properly designate 5,000 7,500
location...........................
(c)(1) Failure to perform at 5,000 7,500
(1) Failure to perform at 5,000 7,500
designated location................
(c)(2) Failure to provide 2,500 5,000
(2) Failure to provide 2,500 5,000
notification.......................232.209 Class II brake tests--
intermediate inspection:
(a) Complete failure to perform (\1\)5,000 7,500
inspection.........................
(b)(1)-(5), (c) Partial failure to 2,500 5,000
(1)-(5), (c) Partial failure to 2,500 5,000
perform inspection.................
(d) Failure to conduct Class I after (\1\) (\1\)
Class II pick-up...................232.211 Class III brake tests--trainline
continuity inspection:
(a) Complete failure to perform 5,000 7,500
inspection.........................
(b)(1)-(4), (c) Partial failure to 2,500 5,000
(1)-(4), (c) Partial failure to 2,500 5,000
perform inspection.................
(d) Failure to restore air pressure 2,500 2,500
at rear............................232.213 Extended haul trains:
(a)(1) Failure to properly designate 5,000 7,500
(1) Failure to properly designate 5,000 7,500
an extended haul train.............
(a)(2)-(3), (5)(i), (8) Failure to (\1\) (\1\)
(2)-(3), (5)(i), (8) Failure to (\1\) (\1\)
perform inspections................
(a)(4) Failure to remove defective 2,000 4,000
(4) Failure to remove defective 2,000 4,000
car (per car)......................
(a)(5)(ii), (6) Failure to conduct 5,000 7,500
(5)(ii), (6) Failure to conduct 5,000 7,500
(ii), (6) Failure to conduct 5,000 7,500
inbound inspection.................
(a)(7) Failure to maintain record of 2,000 4,000
(7) Failure to maintain record of 2,000 4,000
defects (per car)..................
(b) Improper movement or use of 5,000 7,500
extended haul train................232.215 Transfer train brake tests:
(a) Failure to perform inspection... 5,000 7,500
(b) Failure to perform on cars added 2,500 5,000232.217 Train brake system tests
conducted using yard air:
(a) Failure to use suitable device.. 2,500 5,000
(b) Improper connection of air test 5,000 7,500
device.............................
(c) Failure to properly perform (\1\) (\1\)
inspection.........................
(d) Failure to calibrate test device 2,500 5,000
(e) Failure to use accurate device.. 2,500 5,000232.219 Double heading and helper
service:
(a) Failure to perform inspection or 2,500 5,000
inability to control brakes........
(b) Failure to make visual 2,500 5,000
inspection.........................
(c) Use of improper helper link 2,500 5,000
device.............................------------------------------------------------------------------------
Subpart D--Periodic Maintenance and
Testing Requirements------------------------------------------------------------------------
232.303 General requirements:
(b)-(d) Failure to conduct 2,500 5,000
inspection or test when car on
repair track.......................
(e) Improper movement of equipment 2,500 5,000
for testing........................
(e)(1) Failure to properly tag 2,000 5,000
(1) Failure to properly tag 2,000 5,000
equipment for movement.............
(e)(2)-(4) Failure to retain record 2,000 4,000
(2)-(4) Failure to retain record 2,000 4,000
or improper removal of tag or card.
(f) Failure to stencil or track test 2,500 5,000
information........................232.305 Repair track air brake tests:
(a) Failure to test in accord with 2,500 5,000
required procedure.................
(b)-(d) Failure to perform test..... 2,500 5,000232.307 Single car tests:
(a) Failure to test in accord with 2,500 5,000
required procedure.................
(b)-(c) Failure to perform test..... 2,500 5,000232.309 Repair track air brake test and
single car test equipment and devices:
(a)-(f) Failure to properly test or 2,500 5,000
calibrate..........................------------------------------------------------------------------------
Subpart E--End-of-Train Devices------------------------------------------------------------------------
232.403 Design standards for one-way
devices:
(a)-(g) Failure to meet standards... 2,500 5,000
232.405 Design standards for two-way
devices:
(a)-(i) Failure to meet standards... 2,500 5,000232.407 Operating requirements for two-
way devices:
(b) Failure to equip a train........ 5,000 7,500
(c) Improper purchase............... 2,500 5,000
(f)(1) Failure of device to be armed 5,000 7,500
(1) Failure of device to be armed 5,000 7,500
and operable.......................
(f)(2) Insufficient battery charge.. 2,500 5,000
(2) Insufficient battery charge.. 2,500 5,000
(f)(3) Failure to activate the 2,500 5,000
(3) Failure to activate the 2,500 5,000
device.............................
(g) Improper handling of en route 5,000 7,500
failure, freight or other non-
passenger..........................
(h) Improper handling of en route 5,000 7,500
failure, passenger.................232.409 Inspection and testing of
devices:
(a) Failure to have unique code..... 2,500 5,000
(b) Failure to compare quantitative 2,500 5,000
values.............................
(c) Failure to test emergency 5,000 7,500
capability.........................
(d) Failure to properly calibrate... 2,500 5,000------------------------------------------------------------------------
Subpart F--Introduction of New Brake
System Technology------------------------------------------------------------------------
232.503 Process to introduce new
technology:
(b) Failure to obtain FRA approval.. 10,000 15,000232.505 Pre-revenue service acceptance
testing plan:
(a) Failure to obtain FRA approval.. 5,000 7,500
(b) Failure to comply with plan..... 2,500 5,000
(f) Failure to test previously used 5,000 7,500
technology.........................------------------------------------------------------------------------
Subpart G--Electronically Controlled
Pneumatic (ECP) Braking Systems------------------------------------------------------------------------
232.603 Design, interoperability, and
configuration management requirements:
(a) Failure to meet minimum 7,500 11,000
standards..........................
(b) Using ECP brake equipment 7,500 11,000
without approval...................
(c) Failure to adopt and comply with 7,500 11,000
a proper configuration management
plan...............................232.605 Training Requirements:
(a) Failure to adopt and comply with (\1\) (\1\)
a proper training, qualification,
and designation program for
employees that perform inspection,
testing or maintenance.............
(b) Failure to amend operating rules 12,500 16,000
(c) Failure to adopt and comply with 12,500 16,000
proper training criteria for
locomotive engineers...............232.607 Inspection and testing
requirements:
(a)(1), (b), (c)(1) Complete or (\1\) (\1\)
(1), (b), (c)(1) Complete or (\1\) (\1\)
partial failure to perform
inspection.........................
(a)(2) Complete or partial failure 7,500 11,000
(2) Complete or partial failure 7,500 11,000
to perform pre-departure inspection
(c)(1)(iv), (c)(2) Failure to 4,500 6,500
(1)(iv), (c)(2) Failure to 4,500 6,500
(iv), (c)(2) Failure to 4,500 6,500
perform visual inspection on a car
added en route.....................
(d) Failure to perform inspection... (\1\) (\1\)
(e)(1), (2) Failure to properly 7,500 11,000
(1), (2) Failure to properly 7,500 11,000
initialize the train...............
(e)(3) Failure to ensure identical 7,500 11,000
(3) Failure to ensure identical 7,500 11,000
consist and system information.....
(f)(1) Failure to apply a proper (\1\) (\1\)
(1) Failure to apply a proper (\1\) (\1\)
brake pipe service reduction.......
(f)(2) Failure to properly adhere to (\1\) (\1\)
(2) Failure to properly adhere to (\1\) (\1\)
the proper piston travel ranges....
(g)(1)-(4) Improperly located and 7,500 11,000
(1)-(4) Improperly located and 7,500 11,000
guarded cable......................
(g)(5) Condition of cable and 7,500 11,000
(5) Condition of cable and 7,500 11,000
connections........................232.609 Handling of defective equipment
with ECP brake systems:
(a) Failure to have proper (\1\) (\1\)
percentage of operative brakes from
Class I brake test.................
(b) Failure to prevent a car known 7,500 11,000
to arrive with defective brakes to
depart location where a Class I
brake test is required.............
(c) Improper movement of a car 7,500 11,000
equipped with conventional
pneumatic brakes...................
(d) Operating with less than 85 (\1\) (\1\)
percent operative brakes...........
(f)(2)(i) Improper placement of (\1\) (\1\)
(2)(i) Improper placement of (\1\) (\1\)
(i) Improper placement of (\1\) (\1\)
defective conventional brake
equipment..........................
(f)(2)(ii) Improper placement of 7,500 11,000
(2)(ii) Improper placement of 7,500 11,000
(ii) Improper placement of 7,500 11,000
defective ECP brake equipment......
(g) Improper movement of defective (\1\) (\1\)
stand-alone ECP brake equipment in
a train operating with conventional
pneumatic brakes...................
(h) Improper movement from initial (\1\) (\1\)
terminal of stand-alone ECP brake
equipment in a conventional brake
operated train.....................
(i) Failure to tag equipment........ (\1\) (\1\)
(j)(1) Failure to adopt and comply 7,500 11,000
(1) Failure to adopt and comply 7,500 11,000
with procedures for the movement of
defective equipment................
(j)(2) Failure to submit list of ECP 7,500 11,000
(2) Failure to submit list of ECP 7,500 11,000
brake system repair locations......232.611 Periodic maintenance:
(a) Failure to ensure the proper and 7,500 11,000
safe condition of car..............
(b)-(d) Failure to perform test..... 7,500 11,000232.613 End-of-train devices:
(a) Failure to meet design standards 7,500 11,000
for ECP-EOT devices................
(b) Moving with an improper or 9,500 13,000
improperly connected ECP-EOT device------------------------------------------------------------------------\1\ A penalty may be assessed against an individual only for a willful
violation. Generally when two or more violations of these regulations
are discovered with respect to a single unit of equipment that is
placed or continued in service by a railroad, the appropriate
penalties set forth above are aggregated up to a maximum of $25,000
per day. An exception to this rule is the $15,000 penalty for willful
violation of Sec. 232.503 (failure to get FRA approval before
introducing new technology) with respect to a single unit of
equipment; if the unit has additional violative conditions, the
penalty may routinely be aggregated to $15,000. Although the penalties
listed for failure to perform the brake inspections and tests under
Sec. 232.205 through Sec. 232.209 may be assessed for each train
that is not properly inspected, failure to perform any of the
inspections and tests required under those sections will be treated as
a violation separate and distinct from, and in addition to, any
substantive violative conditions found on the equipment contained in
the train consist. Moreover, the Administrator reserves the right to
assess a penalty of up to $105,000 for any violation where
circumstances warrant. See 49 CFR part 209, appendix A.Failure to observe any condition for movement of defective equipment set
forth in Sec. 232.15(a) will deprive the railroad of the benefit of
the movement-for-repair provision and make the railroad and any
responsible individuals liable for penalty under the particular
regulatory section(s) concerning the substantive defect(s) present on
the equipment at the time of movement.Failure to provide any of the records or plans required by this part
pursuant to Sec. 232.19 will be considered a failure to maintain or
develop the record or plan and will make the railroad liable for
penalty under the particular regulatory section(s) concerning the
retention or creation of the document involved.Failure to properly perform any of the inspections specifically
referenced in Sec. 232.209, Sec. 232.213, Sec. 232.217, and subpart
G may be assessed under each section of this part or this chapter, or
both, that contains the requirements for performing the referenced
inspection. [66 FR 4193, Jan. 17, 2001, as amended at 69 FR 30594, May 28, 2004; 72 FR 51197, Sept. 6, 2007; 73 FR 61556, Oct. 16, 2008; 73 FR 79703, Dec. 30, 2008; 74 FR 15388, Apr. 6, 2009; 77 FR 24421, Apr. 24, 2012]
Effective Date Note: At 80 FR 47386, Aug. 6, 2015, appendix A to part 232 was amended by revising the entry for Sec. 232.103(n) and adding an entry for Sec. 232.105(h), effective Oct. 5, 2015. For the convenience of the user the added and revised text is set forth as follows:
Sec. Appendix A to Part 232--Schedule of Civil Penalties ------------------------------------------------------------------------
Willful
Section Violation Violation------------------------------------------------------------------------
* * * * * * *232.103 General requirements for all
train brake systems:
* * * * * * *
(n) Securement of unattended
equipment..........................
(1) Failure to apply sufficient 5,000 7,500
number of hand brakes; failure to
develop or implement procedure to
verify number applied..............
(2) Failure to initiate emergency or 2,500 5,000
depend upon air brake..............
(3) Failure to apply hand brakes on 2,500 5,000
locomotives........................
(4) Failure to adopt or comply with 5,000 7,500
procedures for securing unattended
locomotive.........................
(5) Release of hand brakes before 5,000 7,500
brake system is properly charged...
(7)(i) Failure to adopt or comply 2,500 5,000
(i) Failure to adopt or comply 2,500 5,000
with unattended location plan......
(8)(i) Failure to verify securement. 2,500 5,000
(i) Failure to verify securement. 2,500 5,000
(8)(ii) Failure to apply lock or 2,500 5,000
(ii) Failure to apply lock or 2,500 5,000
remove and secure reverser.........
(9) Failure implement operating rule 2,500 2,500
for securement job briefing........
(10) Failure to adopt and comply 2,500 5,000
with securement procedures for
after emergency response...........232.105 General requirements for
locomotives:
* * * * * * *
(h)(1) Failure to equip with 2,500 5,000
(1) Failure to equip with 2,500 5,000
operative locomotive lock..........
(h)(2)-(h)(3) Failure to inspect or 2,500 5,000
(2)-(h)(3) Failure to inspect or 2,500 5,000
timely repair locomotive lock......
* * * * * * *------------------------------------------------------------------------ Sec. Appendix B to Part 232--Part 232 Prior to May 31, 2001 as Clarified
Effective April 10, 2002
PART 232--RAILROAD POWER BRAKES AND DRAWBARS Sec.232.0 Applicability and penalties.232.1 Power brakes; minimum percentage.232.2 Drawbars; standard height.232.3 Power brakes and appliances for operating power-brake systems.232.10 General rules; locomotives.232.11 Train air brake system tests.232.12 Initial terminal road train airbrake tests. 232.13 Road train and intermediate terminal train air brake tests.232.14 Inbound brake equipment inspection.232.15 Double heading and helper service.232.16 Running tests.232.17 Freight and passenger train car brakes.232.19 End of train device.Appendix A to Part 232Appendix B to Part 232
Authority: 45 U.S.C. 1, 3, 5, 6, 8-12, and 16, as amended; 45 U.S.C. 431, 438, as amended; 49 app. U.S.C. 1655(e), as amended; Pub. L. 100-342; and 49 CFR 1.49(c), (g), and (m).
I. Part 232 prior to May 31, 2001.
Sec. 232.0 Applicability and penalties.
(a) Except as provided in paragraph (b), this part applies to all standard gage railroads.
(b) This part does not apply to:
(1) A railroad that operates only on track inside an installation which is not part of the general railroad system of transportation; or
(2) Rapid transit operations in an urban area that are not connected with the general railroad system of transportation.
(c) As used in this part, carrier means ``railroad,'' as that term is defined below.
(d) Railroad means all forms of non-highway ground transportation that run on rails or electromagnetic guideways, including (1) commuter or other short-haul rail passenger service in a metropolitan or suburban area, and (2) high speed ground transportation systems that connect metropolitan areas, without regard to whether they use new technologies not associated with traditional railroads. Such term does not include rapid transit operations within an urban area that are not connected to the general railroad system of transportation.
(e) Any person (including a railroad and any manager, supervisor, official, or other employee or agent of a railroad) who violates any requirement of this part or causes the violation of any such requirement is subject to a civil penalty of at least $250 and not more than $10,000 per violation, except that: Penalties may be assessed against individuals only for willful violations, and, where a grossly negligent violation or a pattern of repeated violations has created an imminent hazard of death or injury to persons, or has caused death or injury, a penalty not to exceed $20,000 per violation may be assessed. Each day a violation continues shall constitute a separate offense.
Sec. 232.1 Power brakes; minimum percentage.
On and after September 1, 1910, on all railroads used in interstate commerce, whenever, as required by the Safety Appliance Act as amended March 2, 1903, any train is operated with power or train brakes, not less than 85 percent of the cars of such train shall have their brakes used and operated by the engineer of the locomotive drawing such train, and all power-brake cars in every such train which are associated together with the 85 percent shall have their brakes so used and operated.
Sec. 232.2 Drawbars; standard Height.
Not included in this Appendix. Moved to 49 CFR part 231.
Sec. 232.3 Power brakes and appliances for operating power-brake
systems.
(a) The specifications and requirement for power brakes and appliances for operating power-brake systems for freight service set forth in the appendix to the report on further hearing, of May 30, 1945, are hereby adopted and prescribed. (See appendix to this part for order in Docket 13528.)
Rules for Inspection, Testing and Maintenance of Air Brake Equipment
Sec. 232.10 General rules; locomotives.
(a) Air brake and hand brake equipment on locomotives including tender must be inspected and maintained in accordance with the requirements of the Locomotive Inspection and United States Safety Appliance Acts and related orders and regulations of the Federal Railroad Administrator (FRA).
(b) It must be known that air brake equipment on locomotives is in a safe and suitable condition for service.
(c) Compressor or compressors must be tested for capacity by orifice test as often as conditions require but not less frequently than required by law and orders of the FRA.
(d) Main reservoirs shall be subjected to tests periodically as required by law and orders of the FRA.
(e) Air gauges must be tested periodically as required by law and orders of the FRA, and whenever any irregularity is reported. They shall be compared with an accurate deadweight tester, or test gauge. Gauges found inaccurate or defective must be repaired or replaced.
(f)(1) All operating portions of air brake equipment together with dirt collectors and filters must be cleaned, repaired and tested as often as conditions require to maintain them in a safe and suitable condition for service, and not less frequently than required by law and orders of the FRA.
(1) All operating portions of air brake equipment together with dirt collectors and filters must be cleaned, repaired and tested as often as conditions require to maintain them in a safe and suitable condition for service, and not less frequently than required by law and orders of the FRA.
(2) On locomotives so equipped, hand brakes, parts, and connections must be inspected, and necessary repairs made as often as the service requires, with date being suitably stenciled or tagged.
(g) The date of testing or cleaning of air brake equipment and the initials of the shop or station at which the work was done shall be placed on a card displayed under transparent covering in the cab of each locomotive unit.
(h)(1) Minimum brake cylinder piston travel must be sufficient to provide proper brake shoe clearance when brakes are released.
(1) Minimum brake cylinder piston travel must be sufficient to provide proper brake shoe clearance when brakes are released.
(2) Maximum brake cylinder piston travel when locomotive is standing must not exceed the following: ------------------------------------------------------------------------
Inches------------------------------------------------------------------------Steam locomotives:
Cam type of driving wheel brake........................ 3\1/2\
Other types of driving wheel brakes.................... 6
Engine truck brake..................................... 8
Engine trailer truck brake............................. 8
Tender brake (truck mounted and tender bed mounted).... 8
Tender brake (body mounted)............................ 9Locomotives other than steam:
Driving wheel brake.................................... 6
Swivel type truck brake with brakes on more than one 7
truck operated by one brake cylinder..................
Swivel type truck brake equipped with one brake 8
cylinder..............................................
Swivel type truck brake equipped with two or more brake 6
cylinders.............................................------------------------------------------------------------------------
(i)(1) Foundation brake rigging, and safety supports, where used, must be maintained in a safe and suitable condition for service. Levers, rods, brake beams, hangars and pins must be of ample strength and must not bind or foul in any way that will affect proper operation of brakes. All pins must be properly applied and secured in place with suitable locking devices. Brake shoes must be properly applied and kept approximately in line with treads of wheels or other braking surfaces.
(1) Foundation brake rigging, and safety supports, where used, must be maintained in a safe and suitable condition for service. Levers, rods, brake beams, hangars and pins must be of ample strength and must not bind or foul in any way that will affect proper operation of brakes. All pins must be properly applied and secured in place with suitable locking devices. Brake shoes must be properly applied and kept approximately in line with treads of wheels or other braking surfaces.
(2) No part of the foundation brake rigging and safety supports shall be closer to the rails than specified by law and orders of the FRA.
(j)(1) Main reservoir leakage: Leakage from main air reservoir and related piping shall not exceed an average of 3 pounds per minute in a test of three minutes' duration, made after the pressure has been reduced 40 percent below maximum pressure.
(1) Main reservoir leakage: Leakage from main air reservoir and related piping shall not exceed an average of 3 pounds per minute in a test of three minutes' duration, made after the pressure has been reduced 40 percent below maximum pressure.
(2) Brake pipe leakage: Brake pipe leakage must not exceed 5 pounds per minute after a reduction of 10 pounds has been made from brake pipe air pressure of not less than 70 pounds.
(3) Brake cylinder leakage: With a full service application of brakes, and with communication to the brake cylinders closed, brakes must remain applied not less than five minutes.
(4) The main reservoir system of each unit shall be equipped with at least one safety valve, the capacity of which shall be sufficient to prevent an accumulation of pressure of more than 10 pounds per square inch above the maximum setting of the compressor governor fixed by the chief mechanical officer of the carrier operating the locomotive.
(5) A suitable governor shall be provided that will stop and start the air compressor within 5 pounds above or below the pressures fixed.
(6) Compressor governor when used in connection with the automatic air brake system shall be so adjusted that the compressor will start when the main reservoir pressure is not less than 15 pounds above the maximum brake-pipe pressure fixed by the rules of the carrier and will not stop the compressor until the reservoir pressure has increased not less than 10 pounds.
(k) The communicating signal system on locomotives when used in passenger service must be tested and known to be in a safe and suitable condition for service before each trip.
(l) Enginemen when taking charge of locomotives must know that the brakes are in operative condition.
(m) In freezing weather drain cocks on air compressors of steam locomotives must be left open while compressors are shut off.
(n) Air pressure regulating devices must be adjusted for the following pressures: ------------------------------------------------------------------------
Pounds------------------------------------------------------------------------Locomotives:
(1) Minimum brake pipe air pressure:
Road Service....................................... 70
Switch Service..................................... 60
(2) Minimum differential between brake pipe and main 15
reservoir air pressures, with brake valve in running
position..............................................
(3) Safety valve for straight air brake................ 30-55
(4) Safety valve for LT, ET, No. 8-EL, No. 14 El, No. 6- 30-68
DS, No. 6-BL and No. 6-SL equipment...................
(5) Safety valve for HSC and No. 24-RL equipment....... 30-75
(6) Reducing valve for independent or straight air 30-50
brake.................................................
(7) Self-lapping portion for electro-pneumatic brake 50
(minimum full application pressure)...................
(8) Self-lapping portion for independent air brake 30-50
(full application pressure)...........................
(9) Reducing valve for air signal...................... 40-60
(10) Reducing valve for high-speed brake (minimum)..... 50Cars:
(11) Reducing valve for high-speed brake............... 58-62
(12) Safety valve for PS, LN, UC, AML, AMU and AB-1-B 58-62
air brakes............................................
(13) Safety valve for HSC air brake.................... 58-77
(14) Governor valve for water raising system........... 60
(15) Reducing valve for water raising system........... 20-30------------------------------------------------------------------------
Sec. 232.11 Train Air Brake System Tests.
(a) Supervisors are jointly responsible with inspectors, enginemen and trainmen for condition of train air brake and air signal equipment on motive power and cars to the extent that it is possible to detect defective equipment by required air tests.
(b) Communicating signal system on passenger equipment trains must be tested and known to be in a suitable condition for service before leaving terminal.
(c) Each train must have the air brakes in effective operating condition, and at no time shall the number and location of operative air brakes be less than permitted by Federal requirements. When piston travel is in excess of 10\1/2\ inches, the air brakes cannot be considered in effective operating condition.
(d) Condensation must be blown from the pipe from which air is taken before connecting yard line or motive power to train.
Sec. 232.12 Initial Terminal Road Train Airbrake Tests.
(a)(1) Each train must be inspected and tested as specified in this section by a qualified person at points--
(1) Each train must be inspected and tested as specified in this section by a qualified person at points--
(i) Where the train is originally made up (initial terminal);
(ii) Where train consist is changed, other than by adding or removing a solid block of cars, and the train brake system remains charged; and
(iii) Where the train is received in interchange if the train consist is changed other than by--
(A) Removing a solid block of cars from the head end or rear end of train;
(B) Changing motive power;
(C) Removing or changing the caboose; or
(D) Any combination of the changes listed in (A), (B), and (C) of this subparagraph.
Where a carman is to perform the inspection and test under existing or future collective bargaining agreement, in those circumstances a carman alone will be considered a qualified person.
(2) A qualified person participating in the test and inspection or who has knowledge that it was made shall notify the engineer that the initial terminal road train air brake test has been satisfactorily performed. The qualified person shall provide the notification in writing if the road crew will report for duty after the qualified person goes off duty. The qualified person also shall provide the notification in writing if the train that has been inspected is to be moved in excess of 500 miles without being subjected to another test pursuant to either this section or Sec. 232.13 of this part.
(b) Each carrier shall designate additional inspection points not more than 1,000 miles apart where intermediate inspection will be made to determine that--
(1) Brake pipe pressure leakage does not exceed five pounds per minute;
(2) Brakes apply on each car in response to a 20-pound service brake pipe pressure reduction; and
(3) Brake rigging is properly secured and does not bind or foul.
(c) Train airbrake system must be charged to required air pressure, angle cocks and cutout cocks must be properly positioned, air hose must be properly coupled and must be in condition for service. An examination must be made for leaks and necessary repairs made to reduce leakage to a minimum. Retaining valves and retaining valve pipes must be inspected and known to be in condition for service. If train is to be operated in electro-pneumatic brake operation, brake circuit cables must be properly connected.
(d)(1) After the airbrake system on a freight train is charged to within 15 pounds of the setting of the feed valve on the locomotive, but to not less than 60 pounds, as indicated by an accurate gauge at rear end of train, and on a passenger train when charged to not less than 70 pounds, and upon receiving the signal to apply brakes for test, a 15-pound brake pipe service reduction must be made in automatic brake operations, the brake valve lapped, and the number of pounds of brake pipe leakage per minute noted as indicated by brake pipe guage, after which brake pipe reduction must be increased to full service. Inspection of the train brakes must be made to determine that angle cocks are properly positioned, that the brakes are applied on each car, that piston travel is correct, that brake rigging does not bind or foul, and that all parts of the brake equipment are properly secured. When this inspection has been completed, the release signal must be given and brakes released and each brake inspected to see that all have released.
(1) After the airbrake system on a freight train is charged to within 15 pounds of the setting of the feed valve on the locomotive, but to not less than 60 pounds, as indicated by an accurate gauge at rear end of train, and on a passenger train when charged to not less than 70 pounds, and upon receiving the signal to apply brakes for test, a 15-pound brake pipe service reduction must be made in automatic brake operations, the brake valve lapped, and the number of pounds of brake pipe leakage per minute noted as indicated by brake pipe guage, after which brake pipe reduction must be increased to full service. Inspection of the train brakes must be made to determine that angle cocks are properly positioned, that the brakes are applied on each car, that piston travel is correct, that brake rigging does not bind or foul, and that all parts of the brake equipment are properly secured. When this inspection has been completed, the release signal must be given and brakes released and each brake inspected to see that all have released.
(2) When a passenger train is to be operated in electro-pneumatic brake operation and after completion of test of brakes as prescribed by paragraph (d)(1) of this section the brake system must be recharged to not less than 90 pounds air pressure, and upon receiving the signal to apply brakes for test, a minimum 20 pounds electro-pneumatic brake application must be made as indicated by the brake cylinder gage. Inspection of the train brakes must then be made to determine if brakes are applied on each car. When this inspection has been completed, the release signal must be given and brakes released and each brake inspected to see that all have released.
(3) When the locomotive used to haul the train is provided with means for maintaining brake pipe pressure at a constant level during service application of the train brakes, this feature must be cut out during train airbrake tests.
(e) Brake pipe leakage must not exceed 5 pounds per minute.
(f)(1) At initial terminal piston travel of body-mounted brake cylinders which is less than 7 inches or more than 9 inches must be adjusted to nominally 7 inches.
(1) At initial terminal piston travel of body-mounted brake cylinders which is less than 7 inches or more than 9 inches must be adjusted to nominally 7 inches.
(2) Minimum brake cylinder piston travel of truck-mounted brake cylinders must be sufficient to provide proper brake shoe clearance when brakes are released. Maximum piston travel must not exceed 6 inches.
(3) Piston travel of brake cylinders on freight cars equipped with other than standard single capacity brake, must be adjusted as indicated on badge plate or stenciling on car located in a conspicuous place near the brake cylinder.
(g) When test of airbrakes has been completed the engineman and conductor must be advised that train is in proper condition to proceed.
(h) During standing test, brakes must not be applied or released until proper signal is given.
(i)(1) When train airbrake system is tested from a yard test plant, an engineer's brake valve or an appropriate test device shall be used to provide increase and reduction of brake pipe air pressure or electro-pneumatic brake application and release at the same or a slower rate as with engineer's brake valve and yard test plant must be connected to the end which will be nearest to the hauling road locomotive.
(1) When train airbrake system is tested from a yard test plant, an engineer's brake valve or an appropriate test device shall be used to provide increase and reduction of brake pipe air pressure or electro-pneumatic brake application and release at the same or a slower rate as with engineer's brake valve and yard test plant must be connected to the end which will be nearest to the hauling road locomotive.
(2) When yard test plant is used, the train airbrakes system must be charged and tested as prescribed by paragraphs (c) to (g) of this section inclusive, and when practicable should be kept charged until road motive power is coupled to train, after which, an automatic brake application and release test of airbrakes on rear car must be made. If train is to be operated in electro-pneumatic brake operation, this test must also be made in electro-pneumatic brake operation before proceeding.
(3) If after testing the brakes as prescribed in paragraph (i)(2) of this section the train is not kept charged until road motive power is attached, the brakes must be tested as prescribed by paragraph (d)(1) of this section and if train is to be operated in electro-pneumatic brake operation as prescribed by paragraph (d)(2) of this section.
(j) Before adjusting piston travel or working on brake rigging, cutout cock in brake pipe branch must be closed and air reservoirs must be drained. When cutout cocks are provided in brake cylinder pipes, these cutout cocks only may be closed and air reservoirs need not be drained.
Sec. 232.13 Road train and intermediate terminal train air brake tests.
(a) Passenger trains. Before motive power is detached or angle cocks are closed on a passenger train operated in either automatic or electro-pneumatic brake operation, except when closing angle cocks for cutting off one or more cars from the rear end of train, automatic air brake must be applied. After recouping, brake system must be recharged to required air pressure and before proceeding and upon receipt of proper request or signal, application and release tests of brakes on rear car must be made from locomotive in automatic brake operation. If train is to be operated in electro-pneumatic brake operation, this test must also be made in electro-pneumatic brake operation before proceeding. Inspector or trainman must determine if brakes on rear car of train properly apply and release.
(b) Freight trains. Before motive power is detached or angle cocks are closed on a freight train, brakes must be applied with not less than a 20-pound brake pipe reduction. After recoupling, and after angle cocks are opened, it must be known that brake pipe air pressure is being restored as indicated by a rear car gauge or device. In the absence of a rear car gauge or device, an air brake test must be made to determine that the brakes on the rear car apply and release.
(c)(1)At a point other than an initial terminal where a locomotive or caboose is changed, or where one or more consecutive cars are cut off from the rear end or head end of a train with the consist otherwise remaining intact, after the train brake system is charged to within 15 pounds of the feed valve setting on the locomotive, but not less than 60 pounds as indicated at the rear of a freight train and 70 pounds on a passenger train, a 20-pound brake pipe reduction must be made and it must be determined that the brakes on the rear car apply and release. As an alternative to the rear car brake application and release test, it shall be determined that brake pipe pressure of the train is being reduced as indicated by a rear car gauge or device and then that brake pipe pressure of the train is being restored as indicated by a rear car gauge or device.
(1)At a point other than an initial terminal where a locomotive or caboose is changed, or where one or more consecutive cars are cut off from the rear end or head end of a train with the consist otherwise remaining intact, after the train brake system is charged to within 15 pounds of the feed valve setting on the locomotive, but not less than 60 pounds as indicated at the rear of a freight train and 70 pounds on a passenger train, a 20-pound brake pipe reduction must be made and it must be determined that the brakes on the rear car apply and release. As an alternative to the rear car brake application and release test, it shall be determined that brake pipe pressure of the train is being reduced as indicated by a rear car gauge or device and then that brake pipe pressure of the train is being restored as indicated by a rear car gauge or device.
(2) Before proceeding it must be known that brake pipe pressure as indicated at rear of freight train is being restored.
(3) On trains operating with electro-pneumatic brakes, with brake system charged to not less than 70 pounds, test must be made to determine that rear brakes apply and release properly from a minimum 20 pounds electro-pneumatic brake application as indicated by brake cylinder gauge.
(d)(1) At a point other than a terminal where one or more cars are added to a train, after the train brake system is charged to not less than 60 pounds as indicated by a gauge or device at the rear of a freight train and 70 pounds on a passenger train. A brake test must be made by a designated person as described in Sec. 232.12 (a)(1) to determine that brake pipe leakage does not exceed five (5) pounds per minute as indicated by the brake pipe gauge after a 20-pound brake pipe reduction has been made. After the test is completed, it must be determined that piston travel is correct, and the train airbrakes of these cars and on the rear car of the train apply and remain applied, until the release signal is given. As an alternative to the rear car brake application and release portion of the test, it shall be determined that brake pipe pressure of the train is being reduced as indicated by a rear car gauge or device and then that brake pipe pressure of the train is being restored as indicated by a rear car gauge or device. Cars added to a train that have not been inspected in accordance with Sec. 232.12 (c) through (j) must be so inspected and tested at the next terminal where facilities are available for such attention.
(1) At a point other than a terminal where one or more cars are added to a train, after the train brake system is charged to not less than 60 pounds as indicated by a gauge or device at the rear of a freight train and 70 pounds on a passenger train. A brake test must be made by a designated person as described in Sec. 232.12 (a)(1) to determine that brake pipe leakage does not exceed five (5) pounds per minute as indicated by the brake pipe gauge after a 20-pound brake pipe reduction has been made. After the test is completed, it must be determined that piston travel is correct, and the train airbrakes of these cars and on the rear car of the train apply and remain applied, until the release signal is given. As an alternative to the rear car brake application and release portion of the test, it shall be determined that brake pipe pressure of the train is being reduced as indicated by a rear car gauge or device and then that brake pipe pressure of the train is being restored as indicated by a rear car gauge or device. Cars added to a train that have not been inspected in accordance with Sec. 232.12 (c) through (j) must be so inspected and tested at the next terminal where facilities are available for such attention.
(d)(2)(i) At a terminal where a solid block of cars, which has been previously charged and tested as prescribed by Sec. 232.13 (c) through (j), is added to a train, it must be determined that the brakes on the rear car of the train apply and release. As an alternative to the rear car application and release test, it shall be determined that brake pipe pressure of the train is being reduced as indicated by a rear car gauge or device and then that brake pipe pressure of the train is being restored as indicated by a rear car gauge or device.
(2)(i) At a terminal where a solid block of cars, which has been previously charged and tested as prescribed by Sec. 232.13 (c) through (j), is added to a train, it must be determined that the brakes on the rear car of the train apply and release. As an alternative to the rear car application and release test, it shall be determined that brake pipe pressure of the train is being reduced as indicated by a rear car gauge or device and then that brake pipe pressure of the train is being restored as indicated by a rear car gauge or device.
(i) At a terminal where a solid block of cars, which has been previously charged and tested as prescribed by Sec. 232.13 (c) through (j), is added to a train, it must be determined that the brakes on the rear car of the train apply and release. As an alternative to the rear car application and release test, it shall be determined that brake pipe pressure of the train is being reduced as indicated by a rear car gauge or device and then that brake pipe pressure of the train is being restored as indicated by a rear car gauge or device.
(d)(2)(ii) When cars which have not been previously charged and tested as prescribed by Sec. 232.12 (c) through (j) are added to a train, such cars may either be given inspection and tests in accordance with Sec. 232.12 (c) through (j), or tested as prescribed by paragraph (d)(1) of this section prior to departure in which case these cars must be inspected and tested in accordance with Sec. 232.12 (c) through (j) at next terminal.
(2)(ii) When cars which have not been previously charged and tested as prescribed by Sec. 232.12 (c) through (j) are added to a train, such cars may either be given inspection and tests in accordance with Sec. 232.12 (c) through (j), or tested as prescribed by paragraph (d)(1) of this section prior to departure in which case these cars must be inspected and tested in accordance with Sec. 232.12 (c) through (j) at next terminal.
(ii) When cars which have not been previously charged and tested as prescribed by Sec. 232.12 (c) through (j) are added to a train, such cars may either be given inspection and tests in accordance with Sec. 232.12 (c) through (j), or tested as prescribed by paragraph (d)(1) of this section prior to departure in which case these cars must be inspected and tested in accordance with Sec. 232.12 (c) through (j) at next terminal.
(3) Before proceeding it must be known that the brake pipe pressure at the rear of freight train is being restored.
(e)(1) Transfer train and yard train movements not exceeding 20 miles, must have the air brake hose coupled between all cars, and after the brake system is charged to not less than 60 pounds, a 15 pound service brake pipe reduction must be made to determine that the brakes are applied on each car before releasing and proceeding.
(1) Transfer train and yard train movements not exceeding 20 miles, must have the air brake hose coupled between all cars, and after the brake system is charged to not less than 60 pounds, a 15 pound service brake pipe reduction must be made to determine that the brakes are applied on each car before releasing and proceeding.
(2) Transfer train and yard train movements exceeding 20 miles must have brake inspection in accordance with Sec. 232.12 (c)-(j).
(f) The automatic air brake must not be depended upon to hold a locomotive, cars or train, when standing on a grade, whether locomotive is attached or detached from cars or train. When required, a sufficient number of hand brakes must be applied to hold train, before air brakes are released. When ready to start, hand brakes must not be released until it is known that the air brake system is properly charged.
(g) As used in this section, device means a system of components designed and inspected in accordance with Sec. 232.19.
(h) When a device is used to comply with any test requirement in this section, the phrase brake pipe pressure of the train is being reduced means a pressure reduction of at least five pounds and the phrase brake pipe pressure of the train is being restored means a pressure increase of at least five pounds.
Sec. 232.14 Inbound Brake Equipment Inspection.
(a) At points where inspectors are employed to make a general inspection of trains upon arrival at terminals, visual inspection must be made of retaining valves and retaining valve pipes, release valves and rods, brake rigging, safety supports, hand brakes, hose and position of angle cocks and make necessary repairs or mark for repair tracks any cars to which yard repairs cannot be promptly made.
(b) Freight trains arriving at terminals where facilities are available and at which special instructions provide for immediate brake inspection and repairs, trains shall be left with air brakes applied by a service brake pipe reduction of 20 pounds so that inspectors can obtain a proper check of the piston travel. Trainmen will not close any angle cock or cut the locomotive off until the 20 pound service reduction has been made. Inspection of the brakes and needed repairs should be made as soon thereafter as practicable.
Sec. 232.15 Double Heading and Helper Service.
(a) When more than one locomotive is attached to a train, the engineman of the leading locomotive shall operate the brakes. On all other motive power units in the train the brake pipe cutout cock to the brake valve must be closed, the maximum main reservoir pressure maintained and brake valve handles kept in the prescribed position. In case it becomes necessary for the leading locomotive to give up control of the train short of the destination of the train, a test of the brakes must be made to see that the brakes are operative from the automatic brake valve of the locomotive taking control of the train.
(b) The electro-pneumatic brake valve on all motive power units other than that which is handling the train must be cut out, handle of brake valve kept in the prescribed position, and air compressors kept running if practicable.
Sec. 232.16 Running Tests.
When motive power, engine crew or train crew has been changed, angle cocks have been closed except for cutting off one or more cars from the rear end of train or electro-pneumatic brake circuit cables between power units and/or cars have been disconnected, running test of train air brakes on passenger train must be made, as soon as speed of train permits, by use of automatic brake if operating in automatic brake operation or by use of electro-pneumatic brake if operating in electro-pneumatic brake operation. Steam or power must not be shut off unless required and running test must be made by applying train air brakes with sufficient force to ascertain whether or not brakes are operating properly. If air brakes do not properly operate, train must be stopped, cause of failure ascertained and corrected and running test repeated.
Sec. 232.17 Freight and passenger train car brakes.
(a) Testing and repairing brakes on cars while on shop or repair tracks. (1) When a freight car having brake equipment due for periodic attention is on shop or repair tracks where facilities are available for making air brake repairs, brake equipment must be given attention in accordance with the requirements of the currently effective AAR Code of Rules for cars in interchange. Brake equipment shall then be tested by use of a single car testing device as prescribed by the currently effective AAR Code of Tests.
(1) When a freight car having brake equipment due for periodic attention is on shop or repair tracks where facilities are available for making air brake repairs, brake equipment must be given attention in accordance with the requirements of the currently effective AAR Code of Rules for cars in interchange. Brake equipment shall then be tested by use of a single car testing device as prescribed by the currently effective AAR Code of Tests.
(2)(i) When a freight car having an air brake defect is on a shop or repair track, brake equipment must be tested by use of a single car testing device as prescribed by currently effective AAR Code of Tests.
(i) When a freight car having an air brake defect is on a shop or repair track, brake equipment must be tested by use of a single car testing device as prescribed by currently effective AAR Code of Tests.
(ii) All freight cars on shop or repair tracks shall be tested to determine that the air brakes apply and release. Piston travel on a standard body mounted brake cylinder which is less than 7 inches or more than 9 inches must be adjusted to nominally 7 inches. Piston travel of brake cylinders on all freight cars equipped with other than standard single capacity brake, must be adjusted as indicated on badge plate or stenciling on car located in a conspicuous place near brake cylinder. After piston travel has been adjusted and with brakes released, sufficient brake shoe clearance must be provided.
(iii) When a car is equipped for use in passenger train service not due for periodical air brake repairs, as indicated by stenciled or recorded cleaning dates, is on shop or repair tracks, brake equipment must be tested by use of single car testing device as prescribed by currently effective AAR Code of Tests. Piston travel of brake cylinders must be adjusted if required, to the standard travel for that type of brake cylinder. After piston travel has been adjusted and with brakes released, sufficient brake shoe clearance must be provided.
(iv) Before a car is released from a shop or repair track, it must be known that brake pipe is securely clamped, angle cocks in proper position with suitable clearance, valves, reservoirs and cylinders tight on supports and supports securely attached to car.
(b)(1) Brake equipment on cars other than passenger cars must be cleaned, repaired, lubricated and tested as often as required to maintain it in a safe and suitable condition for service but not less frequently than as required by currently effective AAR Code of Rules for cars in interchange.
(1) Brake equipment on cars other than passenger cars must be cleaned, repaired, lubricated and tested as often as required to maintain it in a safe and suitable condition for service but not less frequently than as required by currently effective AAR Code of Rules for cars in interchange.
(2) Brake equipment on passenger cars must be clean, repaired, lubricated and tested as often as necessary to maintain it in a safe and suitable condition for service but not less frequently than as required in Standard S-045 in the Manual of Standards and Recommended Practices of the AAR.
(3) Copies of the materials referred to in this section can be obtained from the Association of American Railroads, 1920 L Street, NW., Washington, DC 20036.
Sec. 232.19 through Sec. 232.25 Provisions related to end-of-train
devices.
Not included in this Appendix as they are contained in Subpart E of this rule.
II. Clarification effective April 10, 2002.
This subdivision II contains the following clarifications of 49 CFR part 232 as it read before May 31, 2001. Section 232.13(d)(2)(i) is amended to correct a typographical error made in 1986. See 33 FR 19679, 51 FR 17303. Section 232.17(a)(2)(iii) is amended to clarify that the single car test required to be performed pursuant to this paragraph may be conducted in accordance with the applicable AAR Code of Tests or the American Public Transportation Association standard referenced in 49 CFR 238.311(a). Section 232.17(b)(3) is amended by inserting FRA's current address as the location where the standards and procedures referenced in Sec. 232.17 can be obtained.
Sec. 232.13 Road train and intermediate terminal train air brake tests.
* * * * *
(d) * * *
(2)(i) At a terminal where a solid block of cars, which has been previously charged and tested as prescribed by Sec. 232.12 (c) through (j), is added to a train, it must be determined that the brakes on the rear car of the train apply and release. As an alternative to the rear car application and release test, it shall be determined that brake pipe pressure of the train is being reduced as indicated by a rear car gauge or device and then that brake pipe pressure of the train is being restored as indicated by a rear car gauge or device.
(i) At a terminal where a solid block of cars, which has been previously charged and tested as prescribed by Sec. 232.12 (c) through (j), is added to a train, it must be determined that the brakes on the rear car of the train apply and release. As an alternative to the rear car application and release test, it shall be determined that brake pipe pressure of the train is being reduced as indicated by a rear car gauge or device and then that brake pipe pressure of the train is being restored as indicated by a rear car gauge or device.
* * * * *
Sec. 232.17 Freight and passenger train car brakes.
(a) * * *
(2) * * *
(iii) When a car equipped for use in passenger train service not due for periodical air brake repairs, as indicated by stenciled or recorded cleaning dates, is on shop or repair tracks, brake equipment must be tested by use of single car testing device as prescribed by the applicable AAR Code of Tests or by the American Public Transportation Association (APTA) standard referenced in Sec. 238.311(a) of this chapter. Piston travel of brake cylinders must be adjusted if required, to the standard travel for that type of brake cylinder. After piston travel has been adjusted and with brakes released, sufficient brake shoe clearance must be provided.
* * * * *
(b) * * *
(3) Copies of the materials referred to in this section may be obtained from the Federal Railroad Administration, Office of Safety, RRS-14, 1120 Vermont Avenue, NW., Stop 25, Washington DC 20590. [69 FR 29666, May 25, 2004, as amended at 67 FR 17584, Apr. 10, 2002]