[[pp. 4203-4217]] Brake System Safety Standards for Freight and Other Non-Passenger

Note: EPA no longer updates this information, but it may be useful as a reference or resource.

[Federal Register: January 17, 2001 (Volume 66, Number 11)]
[Rules and Regulations]
[Page 4203-4217]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr17ja01-12]

[[pp. 4203-4217]] Brake System Safety Standards for Freight and Other Non-Passenger
Trains and Equipment; End-of-Train Devices

[[Continued from page 4202]]

[[Page 4203]]

train will be operated, and the pressure at the rear of the train shall
be within 15 psi of the pressure at which the train will be operated,
but not less than 75 psi, angle cocks and cutout cocks shall be
properly positioned, air hoses shall be properly coupled and shall not
kink, bind, or foul or be in any other condition that restricts air
flow. An examination must be made for leaks and necessary repairs made
to reduce leakage to the required minimum. Retaining valves and
retaining valve pipes shall be inspected and known to be in proper
condition for service;
(4) The brakes on each car and shall apply in response to a 20-psi
brake pipe service reduction and shall remain applied until a release
of the air brakes has been initiated by the controlling locomotive or
yard test device. The brakes shall not be applied or released until the
proper signal is given. A car found with brakes that fail to apply or
remain applied may be retested and remain in the train if the retest is
conducted at the pressure the train will be operated from the
controlling locomotive, head end of the consist, or a suitable test
device, as described in Sec. 232.217(a) of this part, positioned at one
end of the car(s) being retested and the brakes remain applied until a
release is initiated after a period which is no less than three
minutes. If the retest is performed at the car(s) being retested with a
suitable device, the compressed air in the car(s) shall be depleted
prior to disconnecting the hoses between the car(s) to perform the
retest;
(5) For cars equipped with 8\1/2\-inch or 10-inch diameter brake
cylinders, piston travel shall be within 7 to 9 inches. If piston
travel is found to be less than 7 inches or more than 9 inches, it must
be adjusted to nominally 7\1/2\ inches. For cars not equipped with 8\1/
2\-inch or 10-inch diameter brake cylinders, piston travel shall be
within the piston travel stenciled or marked on the car or badge plate.
Minimum brake cylinder piston travel of truck-mounted brake cylinders
must be sufficient to provide proper brake shoe clearance when the
brakes are released. Piston travel must be inspected on each freight
car while the brakes are applied;
(6) Brake rigging shall be properly secured and shall not bind or
foul or otherwise adversely affect the operation of the brake system;
(7) All parts of the brake equipment shall be properly secured. On
cars where the bottom rod passes through the truck bolster or is
secured with cotter keys equipped with a locking device to prevent
their accidental removal, bottom rod safety supports are not required;
and
(8) When the release is initiated by the controlling locomotive or
yard test device, the brakes on each freight car shall be inspected to
verify that it did release; this may be performed by a ``roll-by''
inspection. If a ``roll-by'' inspection of the brake release is
performed, train speed shall not exceed 10 MPH and the qualified person
performing the ``roll-by'' inspection shall communicate the results of
the inspection to the operator of the train. The operator of the train
shall note successful completion of the release portion of the
inspection on the record required in paragraph (d) of this section.
(c) Where a railroad's collective bargaining agreement provides
that a carman is to perform the inspections and tests required by this
section, a carman alone will be considered a qualified person. In these
circumstances, the railroad shall ensure that the carman is properly
trained and designated as a qualified person or qualified mechanical
inspector pursuant to the requirements of this part.
(d) A railroad shall notify the locomotive engineer that the Class
I brake test was satisfactorily performed and provide the information
required in this paragraph to the locomotive engineer or place the
information in the cab of the controlling locomotive following the
test. The information required by this paragraph may be provided to the
locomotive engineer by any means determined appropriate by the
railroad; however, a written or electronic record of the information
shall be retained in the cab of the controlling locomotive until the
train reaches its destination. The written or electronic record shall
contain the date, time, number of freight cars inspected, and identify
the qualified person(s) performing the test and the location where the
Class I brake test was performed.
(e) Before adjusting piston travel or working on brake rigging,
cutout cock in brake pipe branch must be closed and air reservoirs must
be voided of all compressed air. When cutout cocks are provided in
brake cylinder pipes, these cutout cocks only may be closed and air
reservoirs need not be voided of all compressed air.
(f) Except as provided in Sec. 232.209, each car or solid block of
cars, as defined in Sec. 232.5, that has not received a Class I brake
test or that has been off air for more than four hours and that is
added to a train shall receive a Class I test when added to a train. A
Class III brake test as described in Sec. 232.211 shall then be
performed on the entire new train.

Sec. 232.207 Class IA brake tests--1,000-mile inspection.

(a) Except as provided in Sec. 232.213, each train shall receive a
Class IA brake test performed by a qualified person, as defined in
Sec. 232.5, at a location that is not more than 1,000 miles from the
point where any car in the train last received a Class I or Class IA
brake test. The most restrictive car or block of cars in the train
shall determine the location of this test.
(b) A Class IA brake test of a train shall consist of the following
tasks and requirements:
(1) Brake pipe leakage shall not exceed 5 psi per minute or air
flow shall not exceed 60 cubic feet per minute (CFM). The brake pipe
leakage test or air flow method test shall be conducted pursuant to the
requirements contained in Sec. 232.205(b)(1);
(2) The inspector shall position himself/herself, taking positions
on each side of each car sometime during the inspection process, so as
to be able to examine and observe the functioning of all moving parts
of the brake system on each car in order to make the determinations and
inspections required by this section;
(3) The air brake system shall be charged to the pressure at which
the train will be operated, and the pressure at the rear of the train
shall be within 15 psi of the pressure at which the train will be
operated, but not less than 75 psi, as indicated by an accurate gauge
or end-of-train device at rear end of train;
(4) The brakes on each car shall apply in response to a 20-psi
brake pipe service reduction and shall remain applied until the release
is initiated by the controlling locomotive. A car found with brakes
that fail to apply or remain applied may be retested and remain in the
train if the retest is conducted as prescribed in Sec. 232.205(b)(4);
otherwise, the defective equipment may only be moved pursuant to the
provisions contained in Sec. 232.15, if applicable;
(5) Brake rigging shall be properly secured and shall not bind or
foul or otherwise adversely affect the operation of the brake system;
and
(6) All parts of the brake equipment shall be properly secured.
(c) A railroad shall designate the locations where Class IA brake
tests will be performed, and the railroad shall furnish to the Federal
Railroad Administration upon request a description of each location
designated. A railroad shall notify FRA's Associate Administrator for
Safety in writing 30 days prior to any change in the locations
designated for such tests and inspections.

[[Page 4204]]

(1) Failure to perform a Class IA brake test on a train at a
location designated pursuant to this paragraph constitutes a failure to
perform a proper Class IA brake test if the train is due for such a
test at that location.
(2) In the event of an emergency that alters normal train
operations, such as a derailment or other unusual circumstance that
adversely affects the safe operation of the train, the railroad is not
required to provide prior written notification of a change in the
location where a Class IA brake test is performed to a location not on
the railroad's list of designated locations for performing Class IA
brake tests, provided that the railroad notifies FRA's Associate
Administrator for Safety and the pertinent FRA Regional Administrator
within 24 hours after the designation has been changed and the reason
for that change.

Sec. 232.209 Class II brake tests--intermediate inspection.

(a) At a location other than the initial terminal of a train, a
Class II brake test shall be performed by a qualified person, as
defined in Sec. 232.5, on the following equipment when added to a
train:
(1) Each car or solid block of cars, as defined in Sec. 232.5, that
has not previously received a Class I brake test or that has been off
air for more than four hours;
(2) Each solid block of cars, as defined in Sec. 232.5, that is
comprised of cars from more than one previous train; and
(3) Each solid block of cars that is comprised of cars from only
one previous train but the cars of which have not remained continuously
and consecutively coupled together with the train line remaining
connected, other than for removing defective equipment, since being
removed from its previous train.
(b) A Class II brake test shall consist of the following tasks and
requirements:
(1) Brake pipe leakage shall not exceed 5 psi per minute or air
flow shall not exceed 60 cubic feet per minute (CFM). The brake pipe
leakage test or air flow method test shall be conducted on the entire
train pursuant to the requirements contained in Sec. 232.205(b)(1);
(2) The air brake system shall be charged to the pressure at which
the train will be operated, and the pressure at the rear of the train
shall be within 15 psi of the pressure at which the train will be
operated, but not less than 75 psi, as indicated by an accurate gauge
or end-of-train device at the rear end of train;
(3) The brakes on each car added to the train and on the rear car
of the train shall be inspected to ensure that they apply in response
to a 20-psi brake pipe service reduction and remain applied until the
release is initiated from the controlling locomotive. A car found with
brakes that fail to apply or remain applied may be retested and remain
in the train if the retest is conducted as prescribed in
Sec. 232.205(b)(4); otherwise, the defective equipment may only be
moved pursuant to the provisions contained in Sec. 232.15, if
applicable;
(4) When the release is initiated, the brakes on each car added to
the train and on the rear car of the train shall be inspected to verify
that they did release; this may be performed by a ``roll-by''
inspection. If a ``roll-by'' inspection of the brake release is
performed, train speed shall not exceed 10 MPH, and the qualified
person performing the ``roll-by'' inspection shall communicate the
results of the inspection to the operator of the train; and
(5) Before the train proceeds the operator of the train shall know
that the brake pipe pressure at the rear of the train is being
restored.
(c) As an alternative to the rear car brake application and release
portion of the test, the operator of the train shall determine that
brake pipe pressure of the train is being reduced, as indicated by a
rear car gauge or end-of-train telemetry device, and then that the
brake pipe pressure of the train is being restored, as indicated by a
rear car gauge or end-of-train telemetry device. (When an end-of-train
telemetry device is used to comply with any test requirement in this
part, the phrase ``brake pipe pressure of the train is being reduced''
means a pressure reduction of at least 5 psi, and the phrase ``brake
pipe pressure of the train is being restored'' means a pressure
increase of at least 5 psi). If an electronic communication link
between a controlling locomotive and a remotely controlled locomotive
attached to the rear end of a train is utilized to determine that brake
pipe pressure is being restored, the operator of the train shall know
that the air brakes function as intended on the remotely controlled
locomotive.
(d) Each car or solid block of cars that receives a Class II brake
test pursuant to this section when added to the train shall receive a
Class I brake test at the next forward location where facilities are
available for performing such a test. A Class III brake test as
described in Sec. 232.211 shall then be performed on the entire train.

Sec. 232.211 Class III brake tests-trainline continuity inspection.

(a) A Class III brake test shall be performed on a train by a
qualified person, as defined in Sec. 232.5, to test the train brake
system when the configuration of the train has changed in certain ways.
In particular, a Class III brake test shall be performed at the
location where any of the following changes in the configuration of the
train occur:
(1) Where a locomotive or a caboose is changed;
(2) Where a car or a block of cars is removed from the train with
the consist otherwise remaining intact;
(3) At a point other than the initial terminal for the train, where
a car or a solid block of cars that is comprised of cars from only one
previous train the cars of which have remained continuously and
consecutively coupled together with the trainline remaining connected,
other than for removing defective equipment, since being removed from
its previous train that has previously received a Class I brake test
and that has not been off air for more than four hours is added to a
train;
(4) At a point other than the initial terminal for the train, where
a car or a solid block of cars that has received a Class I or Class II
brake test at that location, prior to being added to the train, and
that has not been off air for more than four hours is added to a train;
or
(5) Whenever the continuity of the brake pipe is broken or
interrupted.
(b) A Class III brake test shall consist of the following tasks and
requirements:
(1) The train brake system shall be charged to the pressure at
which the train will be operated, and the pressure at the rear of the
train shall be within 15 psi of the pressure at which the train will be
operated, but not less than 75 psi, or 60 psi for transfer trains, as
indicated at the rear of the train by an accurate gauge or end-of-train
device;
(2) The brakes on the rear car of the train shall apply in response
to a 20-psi brake pipe service reduction and shall remain applied until
the release is initiated by the controlling locomotive;
(3) When the release is initiated, the brakes on the rear car of
the train shall be inspected to verify that it did release; and
(4) Before proceeding the operator of the train shall know that the
brake pipe pressure at the rear of freight train is being restored.
(c) As an alternative to the rear car brake application and release
portion of the test, it shall be determined that the brake pipe
pressure of the train is being reduced, as indicated by a rear car
gauge

[[Page 4205]]

or end-of-train telemetry device, and then that the brake pipe pressure
of the train is being restored, as indicated by a rear car gauge or
end-of-train telemetry device. If an electronic or radio communication
link between a controlling locomotive and a remotely controlled
locomotive attached to the rear end of a train is utilized to determine
that brake pipe pressure is being restored, the operator of the train
shall know that the air brakes function as intended on the remotely
controlled locomotive.

Sec. 232.213 Extended haul trains.

(a) A railroad may be permitted to move a train up to, but not
exceeding, 1,500 miles between brake tests and inspections if the
railroad designates a train as an extended haul train. In order for a
railroad to designate a train as an extended haul train, all of the
following requirements must be met:
(1) The railroad must designate the train in writing to FRA's
Associate Administrator for Safety. This designation must include the
following:
(i) The train identification symbol or identification of the
location where extended haul trains will originate and a description of
the trains that will be operated as extended haul trains from those
locations;
(ii) The origination and destination points for the train;
(iii) The type or types of equipment the train will haul; and
(iv) The locations where all train brake and mechanical inspections
and tests will be performed.
(2) A Class I brake test pursuant to Sec. 232.205 shall be
performed at the initial terminal for the train by a qualified
mechanical inspector as defined in Sec. 232.5.
(3) A freight car inspection pursuant to part 215 of this chapter
shall be performed at the initial terminal for the train and shall be
performed by an inspector designated under Sec. 215.11 of this chapter.
(4) All cars having conditions not in compliance with part 215 of
this chapter at the initial terminal for the train shall be either
repaired or removed from the train. Except for a car developing such a
condition en route, no car shall be moved pursuant to the provisions of
Sec. 215.9 of this chapter in the train.
(5) The train shall have no more than one pick-up and one set-out
en route, except for the set-out of defective equipment pursuant to the
requirements of this chapter.
(i) Cars added to the train en route shall be inspected pursuant to
the requirements contained in paragraphs (a)(2) through (a)(5) of this
section at the location where they are added to the train.
(ii) Cars set out of the train en route shall be inspected pursuant
to the requirements contained in paragraph (a)(6) of this section at
the location where they are set out of the train.
(6) At the point of destination, if less than 1,500 miles from the
train's initial terminal, or at the point designated by the railroad
pursuant to paragraph (a)(1)(iv) of this section, not to exceed 1,500
miles, an inbound inspection of the train shall be conducted by a
qualified mechanical inspector to identify any defective, inoperative,
or ineffective brakes or any other condition not in compliance with
this part as well as any conditions not in compliance with part 215 and
part 231 of this chapter.
(7) The railroad shall maintain a record of all defective,
inoperative, or ineffective brakes as well as any conditions not in
compliance with part 215 and part 231 of this chapter discovered at
anytime during the movement of the train. These records shall be
retained for a period of one year and made available to FRA upon
request. The records required by this section may be maintained either
electronically or in writing.
(8) In order for an extended haul train to proceed beyond 1,500
miles, the following requirements shall be met:
(i) If the train will move 1,000 miles or less from that location
before receiving a Class IA brake test or reaching destination, a Class
I brake test shall be conducted pursuant to Sec. 232.205 to ensure 100
percent effective and operative brakes. The inbound inspection required
by paragraph (a)(6) of this section may be used to meet this
requirement provided it encompasses all the inspection elements
contained in Sec. 232.205.
(ii) If the train will move greater than 1,000 miles from that
location without another brake inspection, the train must be identified
as an extended haul train for that movement and shall meet all the
requirements contained in paragraphs (a)(1) through (a)(7) of this
section. Such trains shall receive a Class I brake test pursuant to
Sec. 232.205 by a qualified mechanical inspector to ensure 100 percent
effective and operative brakes, a freight car inspection pursuant to
part 215 of this chapter by an inspector designated under Sec. 215.11
of this chapter, and all cars containing non-complying conditions under
part 215 of this chapter shall either be repaired or removed from the
train. The inbound inspection required by paragraph (a)(6) of this
section may be used to meet these inspection requirements provided it
encompasses all the inspection elements contained paragraphs (a)(2)
through (a)(4) of this section.
(9) FRA inspectors shall have physical access to visually observe
all brake and freight car inspections and tests required by this
section.
(b) Failure to comply with any of the requirements contained in
paragraph (a) of this section will be considered an improper movement
of a designated priority train for which appropriate civil penalties
may be assessed as outlined in Appendix A to this part. Furthermore,
FRA's Associate Administrator for Safety may revoke a railroad's
ability to designate any or all trains as extended haul trains for
repeated or willful noncompliance with any of the requirements
contained in this section. Such a determination will be made in writing
and will state the basis for such action.

Sec. 232.215 Transfer train brake tests.

(a) A transfer train, as defined in Sec. 232.5, shall receive a
brake test performed by a qualified person, as defined in Sec. 232.5,
that includes the following:
(1) The air brake hoses shall be coupled between all freight cars;
(2) After the brake system is charged to not less than 60 psi as
indicated by an accurate gauge or end-of-train device at the rear of
the train, a 15-psi service brake pipe reduction shall be made; and
(3) An inspection shall be made to determine that the brakes on
each car apply and remain applied until the release is initiated by the
controlling locomotive. A car found with brakes that fail to apply or
remain applied may be retested and remain in the train if the retest is
conducted as prescribed in Sec. 232.205(b)(4); otherwise, the defective
equipment may only be moved pursuant to the provisions contained in
Sec. 232.15, if applicable.
(b) Cars added to transfer trains en route shall be inspected
pursuant to the requirements contained in paragraph (a) of this section
at the location where the cars are added to the train.
(c) If a train's movement will exceed 20 miles or is not a transfer
train as defined in Sec. 232.5, the train shall receive a Class I brake
test in accordance with Sec. 232.205 prior to departure.

Sec. 232.217 Train brake tests conducted using yard air.

(a) When a train air brake system is tested from a yard air source,
an engineer's brake valve or a suitable test device shall be used to
provide any increase or reduction of brake pipe air pressure at the
same, or slower, rate as an engineer's brake valve.

[[Page 4206]]

(b) The yard air test device must be connected to the end of the
train or block of cars that will be nearest to the controlling
locomotive. However, if the railroad adopts and complies with written
procedures to ensure that potential overcharge conditions to the train
brake system are avoided, the yard air test device may be connected to
other than the end nearest to the controlling locomotive.
(c) Except as provided in this section, when a yard air is used the
train air brake system must be charged and tested as prescribed by
Sec. 232.205(b) and when practicable should be kept charged until road
motive power is coupled to train, after which, a Class III brake test
shall be performed as prescribed by Sec. 232.211.
(1) If the cars are off air for more than four hours, these cars
shall be retested in accordance with Sec. 232.205(b) through (e).
(2) At a minimum, yard air pressure shall be 60 psi at the end of
the consist or block of cars opposite from the yard test device and
shall be within 15 psi of the regulator valve setting on yard test
device.
(3) If the air pressure of the yard test device is less than the
pressure at which the train will be operated, then a leakage or air
flow test shall be conducted at the operating pressure of the train
when the locomotives are attached in accordance with
Sec. 232.205(b)(1).
(d) Mechanical yard air test devices and gauges shall be calibrated
every 92 days. Electronic yard test devices and gauges shall be
calibrated annually. Mechanical and electronic yard air test devices
and gauges shall be calibrated so that they are accurate to within
3 psi.
(e) If used to test a train, a yard air test device and any yard
air test equipment shall be accurate and function as intended.

Sec. 232.219 Double heading and helper service.

(a) When more than one locomotive is attached to a train, the
engineer of the controlling locomotive shall operate the brakes. In
case it becomes necessary for the controlling locomotive to give up
control of the train short of the destination of the train, a Class III
brake test pursuant to Sec. 232.211 shall be made to ensure that the
brakes are operative from the automatic brake valve of the locomotive
taking control of the train.
(b) When one or more helper locomotives are placed in a train, a
visual inspection shall be made of each helper locomotive brake system
to determine that the brake system operates as intended in response to
a 20-psi reduction initiated from the controlling locomotive of the
train. A helper locomotive with inoperative or ineffective brakes shall
be repaired prior to use or removed from the train.
(c) If a helper locomotive utilizes a Helper Link device or a
similar technology, the locomotive and device shall be equipped,
designed, and maintained as follows:
(1) The locomotive engineer shall be notified by a distinctive
alarm of any loss of communication between the device and the two-way
end-of-train device of more than 25 seconds;
(2) A method to reset the device shall be provided in the cab of
the helper locomotive that can be operated from the engineer's usual
position during operation of the locomotive;
(3) The device shall be tested for accuracy and calibrated if
necessary according to the manufacturer's specifications and procedures
every 365 days. This shall include testing radio frequencies and
modulation of the device. A legible record of the date and location of
the last test or calibration shall be maintained with the device.

Subpart D--Periodic Maintenance and Testing Requirements

Sec. 232.301 Scope.

This subpart contains the periodic brake system maintenance and
testing requirements for equipment used in freight and other non-
passenger trains.

Sec. 232.303 General requirements.

(a) Definitions. The following definitions are intended solely for
the purpose of identifying what constitutes a shop or repair track
under this subpart.
(1) Shop or repair track means:
(i) A fixed repair facility or track designated by the railroad as
a shop or repair track;
(ii) A fixed repair facility or track which is regularly and
consistently used to perform major repairs;
(iii) track which is used at a location to regularly and
consistently perform both minor and major repairs where the railroad
has not designated a certain portion of that trackage as a repair
track;
(iv) A track designated or used by a railroad to regularly and
consistently perform minor repairs during the period when major repairs
are being conducted on such a track; and
(v) The facilities and tracks identified in paragraphs (a)(1)(i)
through (a)(1)(iv) shall be considered shop or repair tracks regardless
of whether a mobile repair vehicle is used to conduct the repairs.
(2) Major repair means a repair of such a nature that it would
normally require greater than four man-hours to accomplish or would
involve the use of specialized tools and equipment. Major repairs would
include such things as coupler replacement, draft gear repair, and
repairs requiring the use of an air jack.
(3) Minor repair means repairs, other than major repairs, that can
be accomplished in a short period of time with limited tools and
equipment. Minor repairs would include such things as safety appliance
straightening, handhold replacement, air hose replacement, lading
adjustment, and coupler knuckle or knuckle pin replacement.
(b) A car on a shop or repair track shall be tested to determine
that the air brakes apply and remain applied until a release is
initiated.
(c) A car on a shop or repair track shall have its piston travel
inspected. For cars equipped with 8\1/2\-inch or 10-inch diameter brake
cylinders, piston travel shall be within 7 to 9 inches. If piston
travel is found to be less than 7 inches or more than 9 inches, it must
be adjusted to nominally 7\1/2\ inches. For cars not equipped with 8\1/
2\-inch or 10-inch diameter brake cylinders, piston travel shall be
within the piston travel stenciled or marked on the car or badge plate.
(d) Before a car is released from a shop or repair track, a
qualified person shall ensure:
(1) The brake pipe is securely clamped;
(2) Angle cocks are properly located with suitable clearance and
properly positioned to allow maximum air flow;
(3) Valves, reservoirs, and cylinders are tight on supports and the
supports are securely attached to the car;
(4) Hand brakes are tested, inspected, and operate as intended; and
(5) Brake indicators, on cars so equipped, are accurate and operate
as intended.
(e) If the repair track air brake test or single car test required
in Secs. 232.305 and 232.307 cannot be conducted at the point where
repairs can be made to the car, the car may be moved after the repairs
are effectuated to the next forward location where the test can be
performed. Inability to perform a repair track air brake test or single
car test does not constitute an inability to effectuate the necessary
repairs.
(1) If it is necessary to move a car from the location where the
repairs are performed in order to perform a repair track air brake test
or a single car test required by this part, a tag or card shall be
placed on both sides of the equipment, or an automated tracking system
approved for use by FRA, with

[[Page 4207]]

the following information about the equipment:
(i) The reporting mark and car number;
(ii) The name of the inspecting railroad;
(iii) The location where repairs were performed and date;
(iv) Indication whether the car requires a repair track brake test
or single car test;
(v) The location where the appropriate test is to be performed; and
(vi) The name, signature, if possible, and job title of the
qualified person approving the move.
(2) The tag or card required by paragraph (e)(1) of this section
shall remain affixed to the equipment until the necessary test has been
performed.
(3) An electronic or written record or copy of each tag or card
attached to or removed from a car or locomotive shall be retained for
90 days and, upon request, shall be made available within 15 calendar
days for inspection by FRA or State inspectors.
(4) The record or copy of each tag or card removed from a car or
locomotive shall contain the date, location, and the signature or
identification of the qualified person removing it from the piece of
equipment.
(f) The location and date of the last repair track brake test or
single car test required by Secs. 232.305 and 232.307 of this part
shall be clearly stenciled, marked, or labeled in two-inch high letters
or numerals on the side of the equipment. Alternatively, the railroad
industry may use an electronic or automated tracking system to track
the required information and the performance of the tests required by
Secs. 232.305 and 232.307 of this part.
(1) Electronic or automated tracking systems used to meet the
requirement contained in this paragraph shall be capable of being
reviewed and monitored by FRA at any time to ensure the integrity of
the system. FRA's Associate Administrator for Safety may prohibit or
revoke the railroad industry's authority to utilize an electronic or
automated tracking system in lieu of stenciling or marking if FRA finds
that the electronic or automated tracking system is not properly
secure, is inaccessible to FRA or railroad employees, or fails to
adequately track and monitor the equipment. FRA will record such a
determination in writing, include a statement of the basis for such
action, and will provide a copy of the document to the affected
railroads.
(2) [Reserved.]

Sec. 232.305 Repair track air brake tests.

(a) Repair track brake tests shall be performed by a qualified
person in accordance with either Section 3.0, ``Procedures for Repair
Track Test for Air Brake Equipment,'' of the Association of American
Railroads Standard S-486-99, ``Code of Air Brake System Tests for
Freight Equipment,'' contained in the AAR Manual of Standards and
Recommended Practices, Section E (April 1, 1999) or an alternative
procedure approved by FRA pursuant to Sec. 232.17. The incorporation by
reference of this AAR standard was approved by the Director of the
Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51.
You may obtain a copy of the incorporated document from the Association
of American Railroads, 50 F Street, NW., Washington, DC 20001. You may
inspect a copy of the document at the Federal Railroad Administration,
Docket Clerk, 1120 Vermont Avenue, NW., Suite 7000, Washington, DC or
at the Office of the Federal Register, 800 North Capitol Street, NW.,
Suite 700, Washington, DC.
(b) Except as provided in Sec. 232.303(e), a railroad shall perform
a repair track brake test on a car when:
(1) A car has its brakes cut-out or inoperative when removed from a
train or when placed on a shop or repair track;
(2) A car is on a repair or shop track, as defined in
Sec. 232.303(a), for any reason and has not received a repair track
brake test within the previous 12 month period;
(3) A car is found with missing or incomplete repair track brake
test information;
(4) One or more of the following conventional air brake equipment
items is removed, repaired, or replaced:
(i) Brake reservoir;
(ii) Control valve mounting gasket; or
(iii) Pipe bracket stud.
(5) A car is found with one or more of the following wheel defects:
(i) Built-up tread, unless known to be caused by hand brake left
applied;
(ii) Slid flat wheel, unless known to be caused by hand brake left
applied; or
(iii) Thermal cracks.
(c) Except as provided in paragraph (d) of this section, each car
shall receive a repair track brake test no less than every 5 years.
(d) Each car shall receive a repair track brake test no less than 8
years from the date the car was built or rebuilt.

Sec. 232.307 Single car tests.

(a) Single car tests shall be performed by a qualified person in
accordance with either Section 4.0, ``Tests-Standard Single Capacity
Freight Brake Equipment (Single Car Test),'' of the Association of
American Railroads Standard S-486-99, ``Code of Air Brake System Tests
for Freight Equipment,'' contained in the AAR Manual of Standards and
Recommended Practices, Section E (April 1, 1999) or an alternative
procedure approved by FRA pursuant to Sec. 232.17. The incorporation by
reference of this AAR standard was approved by the Director of the
Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51.
You may obtain a copy of the incorporated document from the Association
of American Railroads, 50 F Street, NW., Washington, DC 20001. You may
inspect a copy of the document at the Federal Railroad Administration,
Docket Clerk, 1120 Vermont Avenue, NW., Suite 7000, Washington, DC or
at the Office of the Federal Register, 800 North Capitol Street, NW.,
Suite 700, Washington, DC.
(b) Except as provided in Sec. 232.303(e), a railroad shall perform
a single car test on a car when one or more of the following
conventional air brake equipment items is removed, repaired or
replaced:
(1) Service portion;
(2) Emergency portion; or
(3) Pipe bracket.
(c) A single car test pursuant to paragraph (a) of this section
shall be performed on a new or rebuilt car prior to placing or using
the car in revenue service.

Sec. 232.309 Repair track air brake test and single car test equipment
and devices.

(a) Test equipment and devices used to perform repair track air
brake tests or single car tests shall be tested for correct operation
at least once each calendar day of use.
(b) Except for single car test devices, mechanical test devices
such as pressure gauges, flow meters, orifices, etc. shall be
calibrated once every 92 days.
(c) Electronic test devices shall be calibrated at least once every
365 days.
(d) Test equipment and single car test devices placed in service
shall be tagged or labeled with the date its next calibration is due.
(e) Each single car test device shall be tested not less frequently
than every 92 days after being placed in service and may not continue
in service if more than one year has passed since its last 92-day test.
(f) Each single car test device shall be disassembled and cleaned
not less frequently than every 365 days after being placed in service.

[[Page 4208]]

Subpart E--End-of-Train Devices

Sec. 232.401 Scope.

This subpart contains the requirements related to the performance,
operation, and testing of end-of-train devices. Unless expressly
excepted in this subpart, the requirements of this subpart apply to all
trains operating on track which is part of the general railroad system
of transportation.

Sec. 232.403 Design standards for one-way end-of-train devices.

(a) General. A one-way end-of-train device shall be comprised of a
rear-of-train unit (rear unit) located on the last car of a train and a
front-of-train unit (front unit) located in the cab of the locomotive
controlling the train.
(b) Rear unit. The rear unit shall be capable of determining the
brake pipe pressure on the rear car and transmitting that information
to the front unit for display to the locomotive engineer. The rear unit
shall be--
(1) Capable of measuring the brake pipe pressure on the rear car
with an accuracy of 3 pounds per square inch (psig) and
brake pipe pressure variations of 1 psig;
(2) Equipped with a ``bleeder valve'' that permits the release of
any air under pressure from the rear of train unit or the associated
air hoses prior to detaching the rear unit from the brake pipe;
(3) Designed so that an internal failure will not cause an
undesired emergency brake application;
(4) Equipped with either an air gauge or a means of visually
displaying the rear unit's brake pipe pressure measurement; and
(5) Equipped with a pressure relief safety valve to prevent
explosion from a high pressure air leak inside the rear unit.
(c) Reporting rate. Multiple data transmissions from the rear unit
shall occur immediately after a variation in the rear car brake pipe
pressure of 2 psig and at intervals of not greater than 70
seconds when the variation in the rear car brake pipe pressure over the
70-second interval is less than 2 psig.
(d) Operating environment. The rear unit shall be designed to meet
the performance requirements of paragraphs (b) and (c) of this section
under the following environmental conditions:
(1) At temperatures from -40 deg.C to 60 deg.C;
(2) At a relative humidity of 95% noncondensing at 50 deg.C;
(3) At altitudes of zero to 12,000 feet mean sea level;
(4) During vertical and lateral vibrations of 1 to 15 Hz., with 0.5
g. peak to peak, and 15 to 500 Hz., with 5 g. peak to peak;
(5) During the longitudinal vibrations of 1 to 15 Hz., with 3 g.
peak to peak, and 15 to 500 Hz., with 5 g. peak to peak; and
(6) During a shock of 10 g. peak for 0.1 second in any axis.
(e) Unique code. Each rear unit shall have a unique and permanent
identification code that is transmitted along with the pressure message
to the front-of-train unit. A code obtained from the Association of
American Railroads, 50 F Street, NW., Washington, DC 20036 shall be
deemed to be a unique code for purposes of this section. A unique code
also may be obtained from the Office of Safety Assurance and Compliance
(RRS-10), Federal Railroad Administration, Washington, DC 20590.
(f) Front unit. (1) The front unit shall be designed to receive
data messages from the rear unit and shall be capable of displaying the
rear car brake pipe pressure in increments not to exceed one pound.
(2) The display shall be clearly visible and legible in daylight
and darkness from the engineer's normal operating position.
(3) The front device shall have a means for entry of the unique
identification code of the rear unit being used. The front unit shall
be designed so that it will display a message only from the rear unit
with the same code as entered into the front unit.
(4) The front unit shall be designed to meet the requirements of
paragraphs (d)(2), (3), (4), and (5) of this section. It shall also be
designed to meet the performance requirements in this paragraph under
the following environmental conditions:
(i) At temperatures from 0 deg.C to 60 deg.C;
(ii) During a vertical or lateral shock of 2 g. peak for 0.1
second; and
(iii) During a longitudinal shock of 5 g. peak for 0.1 second.
(g) Radio equipment. (1) The radio transmitter in the rear unit and
the radio receiver in the front unit shall comply with the applicable
regulatory requirements of the Federal Communications Commission (FCC)
and use of a transmission format acceptable to the FCC.
(2) If power is supplied by one or more batteries, the operating
life shall be a minimum of 36 hours at 0 deg.C.

Sec. 232.405 Design and performance standards for two-way end-of-train
devices.

Two-way end-of-train devices shall be designed and perform with the
features applicable to one-way end-of-train devices described in
Sec. 232.403, except those included in Sec. 232.403(b)(3). In addition,
a two-way end-of-train device shall be designed and perform with the
following features:
(a) An emergency brake application command from the front unit of
the device shall activate the emergency air valve at the rear of the
train within one second.
(b) The rear unit of the device shall send an acknowledgment
message to the front unit immediately upon receipt of an emergency
brake application command. The front unit shall listen for this
acknowledgment and repeat the brake application command if the
acknowledgment is not correctly received.
(c) The rear unit, on receipt of a properly coded command, shall
open a valve in the brake line and hold it open for a minimum of 15
seconds. This opening of the valve shall cause the brake line to vent
to the exterior.
(d) The valve opening shall have a minimum diameter of \3/4\ inch
and the internal diameter of the hose shall be \5/8\ inch to effect an
emergency brake application.
(e) The front unit shall have a manually operated switch which,
when activated, shall initiate an emergency brake transmission command
to the rear unit or the locomotive shall be equipped with a manually
operated switch on the engineer control stand designed to perform the
equivalent function. The switch shall be labeled ``Emergency'' and
shall be protected so that there will exist no possibility of
accidental activation.
(f) All locomotives ordered on or after August 1, 2001, or placed
in service for the first time on or after August 1, 2003, shall be
designed to automatically activate the two-way end-of-train device to
effectuate an emergency brake application whenever it becomes necessary
for the locomotive engineer to place the train air brakes in emergency.
(g) The availability of the front-to-rear communications link shall
be checked automatically at least every 10 minutes.
(h) Means shall be provided to confirm the availability and proper
functioning of the emergency valve.
(i) Means shall be provided to arm the front and rear units to
ensure the rear unit responds to an emergency command only from a
properly associated front unit.

Sec. 232.407 Operations requiring use of two-way end-of-train devices;
prohibition on purchase of nonconforming devices.

(a) Definitions. The following definitions are intended solely for
the purpose of identifying those operations subject to the requirements
for the use of two-way end-of-train devices.

[[Page 4209]]

(1) Heavy grade means:
(i) For a train operating with 4,000 trailing tons or less, a
section of track with an average grade of two percent or greater over a
distance of two continuous miles; and
(ii) For a train operating with greater than 4,000 trailing tons, a
section of track with an average grade of one percent or greater over a
distance of three continuous miles.
(2) Train means one or more locomotives coupled with one or more
rail cars, except during switching operations or where the operation is
that of classifying cars within a railroad yard for the purpose of
making or breaking up trains.
(3) Local train means a train assigned to perform switching en
route which operates with 4,000 trailing tons or less and travels
between a point of origin and a point of final destination, for a
distance that is no greater than that which can normally be operated by
a single crew in a single tour of duty.
(4) Work train means a non-revenue service train of 4,000 trailing
tons or less used for the administration and upkeep service of the
railroad.
(5) Trailing tons means the sum of the gross weights--expressed in
tons--of the cars and the locomotives in a train that are not providing
propelling power to the train.
(b) General. All trains not specifically excepted in paragraph (e)
of this section shall be equipped with and shall use either a two-way
end-of-train device meeting the design and performance requirements
contained in Sec. 232.405 or a device using an alternative technology
to perform the same function.
(c) New devices. Each newly manufactured end-of-train device
purchased by a railroad after January 2, 1998 shall be a two-way end-
of-train device meeting the design and performance requirements
contained in Sec. 232.405 or a device using an alternative technology
to perform the same function.
(d) Grandfathering. Each two-way end-of-train device purchased by
any person prior to July 1, 1997 shall be deemed to meet the design and
performance requirements contained in Sec. 232.405.
(e) Exceptions. The following types of trains are excepted from the
requirement for the use of a two-way end-of-train device:
(1) Trains with a locomotive or locomotive consist located at the
rear of the train that is capable of making an emergency brake
application, through a command effected by telemetry or by a crew
member in radio contact with the controlling locomotive;
(2) Trains operating in the push mode with the ability to
effectuate an emergency brake application from the rear of the train;
(3) Trains with an operational caboose placed at the rear of the
train, carrying one or more crew members in radio contact with the
controlling locomotive, that is equipped with an emergency brake valve;
(4) Trains operating with a secondary, fully independent braking
system capable of safely stopping the train in the event of failure of
the primary system;
(5) Trains that do not operate over heavy grades and do not exceed
30 mph;
(6) Local trains, as defined in paragraph (a)(3) of this section,
that do not operate over heavy grades;
(7) Work trains, as defined in paragraph (a)(4) of this section,
that do not operate over heavy grades;
(8) Trains that operate exclusively on track that is not part of
the general railroad system;
(9) Trains that must be divided into two sections in order to
traverse a grade (e.g., doubling a hill). This exception applies only
to the extent necessary to traverse the grade and only while the train
is divided in two for such purpose;
(10) Passenger trains in which all of the cars in the train are
equipped with an emergency brake valve readily accessible to a crew
member;
(11) Passenger trains that have a car at the rear of the train,
readily accessible to one or more crew members in radio contact with
the engineer, that is equipped with an emergency brake valve readily
accessible to such a crew member; and
(12) Passenger trains that have twenty-four (24) or fewer cars (not
including locomotives) in the consist and that are equipped and
operated in accordance with the following train-configuration and
operating requirements:
(i) If the total number of cars in a passenger train consist is
twelve (12) or fewer, a car located no less than halfway through the
consist (counting from the first car in the train) must be equipped
with an emergency brake valve readily accessible to a crew member;
(ii) If the total number of cars in a passenger train consist is
thirteen (13) to twenty-four (24), a car located no less than two-
thirds (\2/3\) of the way through the consist (counting from the first
car in the train) must be equipped with an emergency brake valve
readily accessible to a crew member;
(iii) Prior to descending a section of track with an average grade
of two percent or greater over a distance of two continuous miles, the
engineer of the train shall communicate with the conductor, to ensure
that a member of the crew with a working two-way radio is stationed in
the car with the rearmost readily accessible emergency brake valve on
the train when the train begins its descent; and
(iv) While the train is descending a section of track with an
average grade of two percent or greater over a distance of two
continuous miles, a member of the train crew shall occupy the car that
contains the rearmost readily accessible emergency brake valve on the
train and be in constant radio communication with the locomotive
engineer. The crew member shall remain in this car until the train has
completely traversed the heavy grade.
(f) Specific requirements for use. If a train is required to use a
two-way end-of-train device:
(1) That device shall be armed and operable from the time the train
departs from the point where the device is installed until the train
reaches its destination. If a loss of communication occurs at the
location where the device is installed, the train may depart the
location at restricted speed for a distance of no more than one mile in
order to establish communication. When communication is established,
the quantitative values of the head and rear unit shall be compared
pursuant to Sec. 232.409(b) and the device tested pursuant to
Sec. 232.409(c), unless the test was performed prior to installation.
(2) The rear unit batteries shall be sufficiently charged at the
initial terminal or other point where the device is installed and
throughout the train's trip to ensure that the end-of-train device will
remain operative until the train reaches its destination.
(3) The device shall be activated to effectuate an emergency brake
application either by using the manual toggle switch or through
automatic activation, whenever it becomes necessary for the locomotive
engineer to initiate an emergency application of the air brakes using
either the automatic brake valve or the conductor's emergency brake
valve.
(g) En route failure of device on a freight or other non-passenger
train. Except on passenger trains required to be equipped with a two-
way end-of-train device (which are provided for in paragraph (h) of
this section), en route failures of a two-way end-of-train device shall
be handled in accordance with this paragraph. If a two-way end-of-train
device or equivalent device fails en route (i.e., is unable to initiate
an emergency brake application from the rear of the train due to
certain losses of communication (front to rear) or due to

[[Page 4210]]

other reasons, the speed of the train on which it is installed shall be
limited to 30 mph until the ability of the device to initiate an
emergency brake application from the rear of the train is restored.
This limitation shall apply to a train using a device that uses an
alternative technology to serve the purpose of a two-way end-of-train
device. With regard to two-way end-of-train devices, a loss of
communication between the front and rear units is an en route failure
only if the loss of communication is for a period greater than 16
minutes and 30 seconds. Based on the existing design of the devices,
the display to an engineer of a message that there is a communication
failure indicates that communication has been lost for 16 minutes and
30 seconds or more.
(1) If a two-way end-of-train device fails en route, the train on
which it is installed, in addition to observing the 30-mph speed
limitation, shall not operate over a section of track with an average
grade of two percent or greater for a distance of two continuous miles,
unless one of the following alternative measures is provided:
(i) Use of an occupied helper locomotive at the end of the train.
This alternative may be used only if the following requirements are
met:
(A) The helper locomotive engineer shall initiate and maintain two-
way voice radio communication with the engineer on the head end of the
train; this contact shall be verified just prior to passing the crest
of the grade.
(B) If there is a loss of communication prior to passing the crest
of the grade, the helper locomotive engineer and the head-end engineer
shall act immediately to stop the train until voice communication is
resumed, in accordance with the railroad's operating rules.
(C) If there is a loss of communication once the descent has begun,
the helper locomotive engineer and the head-end engineer shall act to
stop the train, in accordance with the railroad's operating rules, if
the train has reached a predetermined rate of speed that indicates the
need for emergency braking.
(D) The brake pipe of the helper locomotive shall be connected and
cut into the train line and tested to ensure operation.
(ii) Use of an occupied caboose at the end of the train with a
tested, functioning brake valve capable of initiating an emergency
brake application from the caboose. This alternative may be used only
if the train service employee in the caboose and the engineer on the
head end of the train establish and maintain two-way voice radio
communication and respond appropriately to the loss of such
communication in the same manner as prescribed for helper locomotives
in paragraph (g)(1)(i) of this section.
(iii) Use of a radio-controlled locomotive at the rear of the train
under continuous control of the engineer in the head end by means of
telemetry, but only if such radio-controlled locomotive is capable of
initiating an emergency application on command from the lead
(controlling) locomotive.
(2) [Reserved.]
(h) En route failure of device on a passenger train.
(1) A passenger train required to be equipped with a two-way end-
of-train device that develops an en route failure of the device (as
explained in paragraph (g) of this section) shall not operate over a
section of track with an average grade of two percent or greater over a
distance of two continuous miles until an operable two-way end-of-train
device is installed on the train or an alternative method of initiating
an emergency brake application from the rear of the train is achieved.
(2) Except as provided in paragraph (h)(1) of this section, a
passenger train required to be equipped with a two-way end-of-train
device that develops an en route failure of the device (as explained in
paragraph (g) of this section) shall be operated in accordance with the
following:
(i) A member of the train crew shall be immediately positioned in
the car which contains the rearmost readily accessible emergency brake
valve on the train and shall be equipped with an operable two-way radio
that communicates with the locomotive engineer; and
(ii) The locomotive engineer shall periodically make running tests
of the train's air brakes until the failure is corrected; and
(3) Each en route failure shall be corrected at the next location
where the necessary repairs can be conducted or at the next location
where a required brake test is to be performed, whichever is reached
first.

Sec. 232.409 Inspection and testing of end-of-train devices.

(a) After each installation of either the front or rear unit of an
end-of-train device, or both, on a train and before the train departs,
the railroad shall determine that the identification code entered into
the front unit is identical to the unique identification code on the
rear unit.
(b) After each installation of either the front or rear unit of an
end-of-train device, or both, on a train and before the train departs,
the functional capability of the device shall be determined, after
charging the train, by comparing the quantitative value of the air
pressure displayed on the front unit with the quantitative value of the
air pressure displayed on the rear unit or on a properly calibrated air
gauge. The end-of-train device shall not be used if the difference
between the two readings exceeds three pounds per square inch.
(c) A two-way end-of-train device shall be tested at the initial
terminal or other point of installation to ensure that the device is
capable of initiating an emergency power brake application from the
rear of the train. If this test is conducted by a person other than a
member of the train crew, the locomotive engineer shall be notified
that a successful test was performed. The notification required by this
paragraph may be provided to the locomotive engineer by any means
determined appropriate by the railroad; however, a written or
electronic record of the notification shall be maintained in the cab of
the controlling locomotive and shall include the date and time of the
test, the location where the test was performed, and the name of person
conducting the test.
(d) The telemetry equipment shall be tested for accuracy and
calibrated if necessary according to the manufacturer's specifications
and procedures at least every 365 days. This shall include testing
radio frequencies and modulation of the device. The date and location
of the last calibration or test as well as the name of the person
performing the calibration or test shall be legibly displayed on a
weather-resistant sticker or other marking device affixed to the
outside of both the front unit and the rear unit; however, if the front
unit is an integral part of the locomotive or is inaccessible, then the
information may be recorded on Form FRA F6180-49A instead, provided the
serial number of the unit is recorded.

Subpart F--Introduction of New Brake System Technology

Sec. 232.501 Scope.

This subpart contains general requirements for introducing new
brake system technologies. This subpart is intended to facilitate the
introduction of new complete brake system technologies or major
upgrades to existing systems which the current regulations do not
adequately address (i.e., electronic brake systems). This subpart is
not intended for use in the introduction of a new brake component or
material.

[[Page 4211]]

Sec. 232.503 Process to introduce new brake system technology.

(a) Pursuant to the procedures contained in Sec. 232.17, each
railroad shall obtain special approval from the FRA Associate
Administrator for Safety of a pre-revenue service acceptance testing
plan, developed pursuant to Sec. 232.505, for the new brake system
technology, prior to implementing the plan.
(b) Each railroad shall complete a pre-revenue service
demonstration of the new brake system technology in accordance with the
approved plan, shall fulfill all of the other requirements prescribed
in Sec. 232.505, and shall obtain special approval from the FRA
Associate Administrator for Safety under the procedures of Sec. 232.17
prior to using such brake system technology in revenue service.

Sec. 232.505 Pre-revenue service acceptance testing plan.

(a) General; submission of plan. Except as provided in paragraph
(f) of this section, before using a new brake system technology for the
first time on its system the operating railroad or railroads shall
submit a pre-revenue service acceptance testing plan containing the
information required by paragraph (e) of this section and obtain the
approval of the FRA Associate Administrator for Safety, under the
procedures specified in Sec. 232.17.
(b) Compliance with plan. After receiving FRA approval of the pre-
revenue service testing plan and before introducing the new brake
system technology into revenue service, the operating railroad or
railroads shall:
(1) Adopt and comply with such FRA-approved plan, including fully
executing the tests required by the plan;
(2) Report to the FRA Associate Administrator for Safety the
results of the pre-revenue service acceptance tests;
(3) Correct any safety deficiencies identified by FRA in the design
of the equipment or in the inspection, testing, and maintenance
procedures or, if safety deficiencies cannot be corrected by design or
procedural changes, agree to comply with any operational limitations
that may be imposed by the Associate Administrator for Safety on the
revenue service operation of the equipment; and
(4) Obtain FRA approval to place the new brake system technology in
revenue service.
(c) Compliance with limitations. The operating railroad shall
comply with each operational limitation, if any, imposed by the
Associate Administrator for Safety.
(d) Availability of plan. The plan shall be made available to FRA
for inspection and copying upon request.
(e) Elements of plan. The plan shall include all of the following
elements:
(1) An identification of each waiver, if any, of FRA or other
Federal safety regulations required for the tests or for revenue
service operation of the equipment.
(2) A clear statement of the test objectives. One of the principal
test objectives shall be to demonstrate that the equipment meets the
safety design and performance requirements specified in this part when
operated in the environment in which it is to be used.
(3) A planned schedule for conducting the tests.
(4) A description of the railroad property or facilities to be used
to conduct the tests.
(5) A detailed description of how the tests are to be conducted.
This description shall include:
(i) An identification of the equipment to be tested;
(ii) The method by which the equipment is to be tested;
(iii) The criteria to be used to evaluate the equipment's
performance; and
(iv) The means by which the test results are to be reported to FRA.
(6) A description of any special instrumentation to be used during
the tests.
(7) A description of the information or data to be obtained.
(8) A description of how the information or data obtained is to be
analyzed or used.
(9) A description of any criteria to be used as safety limits
during the testing.
(10) A description of the criteria to be used to measure or
determine the success or failure of the tests. If acceptance is to be
based on extrapolation of less than full level testing results, the
analysis to be done to justify the validity of the extrapolation shall
be described.
(11) A description of any special safety precautions to be observed
during the testing.
(12) A written set of standard operating procedures to be used to
ensure that the testing is done safely.
(13) Quality control procedures to ensure that the inspection,
testing, and maintenance procedures are followed.
(14) Criteria to be used for the revenue service operation of the
equipment.
(15) A description of all testing of the equipment that has
previously been performed, if any.
(f) Exception. For brake system technologies that have previously
been used in revenue service in the United States, the railroad shall
test the equipment on its system, prior to placing it in revenue
service, to ensure the compatibility of the equipment with the
operating system (track, signals, etc.) of the railroad. A description
of such testing shall be retained by the railroad and made available to
FRA for inspection and copying upon request.

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 determinations and provide notification of en $2,500 $5,000
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 tag................................... 2,000 4,000
(c) Improper loading or purging........................................... 2,500 5,000
(e) Improper placement of defective equipment............................. 2,500 5,000
232.19 Availability of records............................................... (1) (1)

Subpart B--General Requirements

232.103 All train brake systems:
(a)-(c), (h)-(i) Failure to meet general design requirements.............. 2,500 5,000
(d) Failure to have proper percentage of operative brakes from Class I 5,000 7,500
brake test...............................................................
(e) Operating with less than 85 percent operative brakes.................. 5,000 7,500
(f) Improper use of car with inoperative or ineffective brakes............ 2,500 5,000
(g) Improper display of piston travel..................................... 2,500 5,000

[[Page 4212]]

(m) Failure to stop train with excess air flow or gradient................ 2,500 5,000
(n) Securement of unattended equipment:...................................
(1) Failure to apply sufficient number of hand brakes; failure to 5,000 7,500
develop or implement procedure to verify number applied..............
(2) Failure to initiate emergency..................................... 2,500 5,000
(3) Failure to apply hand brakes on locomotives....................... 2,500 5,000
(4) Failure to adopt or comply with procedures for securing unattended 5,000 7,500
locomotive...........................................................
(o) Improper adjustment of air regulating devices......................... 2,500 5,000
(p) Failure to hold supervisors jointly responsible....................... 2,500 5,000
232.105 Locomotives:
(a) Air brakes not in safe and suitable condition......................... 1,000- 2,000-
5,000 7,500
(b) Not equipped with proper hand or parking brake........................ 5,000 7,500
(c)(1) Failure to inspect/repair hand or parking brake.................... 2,500 5,000
(2) Failure to properly stencil, tag, or record....................... 2,000 4,000
(d) Excess leakage from equalizing reservoir.............................. 2,500 5,000
(e) Improper use of feed or regulating valve braking...................... 2,500 5,000
(f) Improper use of passenger position.................................... 2,500 5,000
(g) Brakes in operative condition......................................... 2,500 5,000
232.107 Air sources/cold weather operations:
(a)(1), (2) Failure to adopt or comply with monitoring program for yard 5,000 7,500
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 air reservoirs......................... 2,500 5,000
(e) Failure to adopt or comply cold weather operating procedures.......... 5,000 7,500
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 repair.................................. 2,000 4,000
(e) Improper deactivation................................................. 2,500 5,000
(f) Improper use of locomotive as controlling unit........................ 2,500 5,000
(g) Locomotive not properly equipped with indicator....................... 2,500 5,000
(h) Rebuilt locomotive not properly equipped.............................. 2,500 5,000
(j) Failure to adopt or comply with dynamic brake operating rules......... 5,000 7,500
(k) Failure to adopt or comply with training on operating procedures...... 5,000 7,500
232.111 Train handling information:
(a) Failure to adopt and comply with procedures........................... 5,000 7,500
(b) Failure to provide specific information............................... 2,500 5,000

Subpart C--Inspection and Testing Requirements

232.203 Training requirements:
(a) Failure to develop or adopt program................................... 7,500 11,000
(b)(1)-(9) Failure to address or comply with specific required item or 5,000 7,500
provision of program.....................................................
(c) Failure to adopt or comply with two-way EOT program................... 5,000 7,500
(d) Failure to adopt or comply with retaining valve program............... 5,000 7,500
(e) Failure to maintain adequate records.................................. 5,000 7,500
(f) Failure to adopt and comply with periodic assessment plan............. 7,500 11,000
232.205 Class I brake test--initial terminal inspection:
(a) Complete failure to perform inspection................................ 1 10,000 15,000
(b)(1)-(4), (6)-(8) Partial failure to perform inspection................. 5,000 7,500
(b)(5) Failure to properly adjust piston travel (per car)................. 2,500 5,000
(c) Failure to use carman when required................................... 5,000 7,500
(d) Failure to provide proper notification................................ 2,500 5,000
(e) Failure to void compressed air........................................ 2,500 5,000
(f) Failure to perform inspection on cars added........................... 5,000 7,500
232.207 Class IA brake tests--1,000-mile inspection:
(a) Complete failure to perform inspection................................ 1 15,000 7,500
(b)(1)-(6) Partial failure to perform inspection.......................... 2,500 5,000
(c) Failure to properly designate location................................ 5,000 7,500
(c)(1) Failure to perform at designated location.......................... 5,000 7,500
(c)(2) Failure to provide notification.................................... 2,500 5,000
232.209 Class II brake tests--intermediate inspection:
(a) Complete failure to perform inspection................................ 1 5,000 7,500
(b)(1)-(5), (c) Partial failure to perform inspection..................... 2,500 5,000
232.211 Class III brake tests--trainline continuity inspection:
(a) Complete failure to perform inspection................................ 5,000 7,500
(b)(1)-(4), (c) Partial failure to perform inspection..................... 2,500 5,000
232.213 Extended haul trains:
(a)(1) Failure to properly designate an extended haul train............... 5,000 7,500
(a)(2)-(3), (5)(i), (8) Failure to perform inspections.................... (2) (2)
(a)(4) Failure to remove defective car (per car).......................... 2,000 4,000
(a)(5)(ii), (6) Failure to conduct inbound inspection..................... 5,000 7,500
(a)(7) Failure to maintain record of defects (per car).................... 2,000 4,000

[[Page 4213]]

232.215 Transfer train brake tests:
(a) Failure to perform inspection......................................... 5,000 7,500
(b) Failure to perform on cars added...................................... 2,500 5,000
232.217 Train brake system tests conducted using yard air:
(a) Failure to use suitable device........................................ 2,500 5,000
(b) Improper connection of air test device................................ 5,000 7,500
(c) Failure to properly perform inspection................................ (2) (2)
(d) Failure to calibrate test device...................................... 2,500 5,000
(e) Failure to use accurate device........................................ 2,500 5,000
232.219 Double heading and helper service:
(a) Failure to perform inspection or inability to control brakes.......... 2,500 5,000
(b) Failure to make visual inspection..................................... 2,500 5,000
(c) Use of improper helper link device.................................... 2,500 5,000

Subpart D--Periodic Maintenance and Testing Requirements

232.303 General requirements:
(b)-(d) Failure to conduct inspection or test when car on repair track.... 2,500 5,000
(e) Improper movement of equipment for testing............................ 2,500 5,000
(e)(1) Failure to properly tag equipment for movement..................... 2,000 5,000
(e)(2)-(4) Failure to retain record or improper removal of tag or card.... 2,000 4,000
(f) Failure to stencil or track test information.......................... 2,500 5,000
232.305 Repair track air brake tests:
(a) Failure to test in accord with required procedure..................... 2,500 5,000
(b)-(d) Failure to perform test........................................... 2,500 5,000
232.307 Single car tests:
(a) Failure to test in accord with required procedure..................... 2,500 5,000
(b)-(c) Failure to perform test........................................... 2,500 5,000
232.309 Repair track air brake test and single car test equipment and
devices:
(a)-(f) Failure to properly test or calibrate............................. 2,500 5,000

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 5,000
232.407 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 and operable......................... 5,000 7,500
(f)(2) Insufficient battery charge........................................ 2,500 5,000
(f)(3) Failure to activate the device..................................... 2,500 5,000
(g) Improper handling of en route failure, freight or other non-passenger. 5,000 7,500
(h) Improper handling of en route failure, passenger...................... 5,000 7,500
232.409 Inspection and testing of devices:
(a) Failure to have unique code........................................... 2,500 5,000
(b) Failure to compare quantitative values................................ 2,500 5,000
(c) Failure to test emergency capability.................................. 5,000 7,500
(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 15,000
232.505 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 technology............................ 5,000 7,500
----------------------------------------------------------------------------------------------------------------
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 $11,000 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 $22,000 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. 232.213 and Sec. 232.217
may be assessed under each section of this part or this chapter, or both, that contains the requirements for
performing the referenced inspection.

[[Page 4214]]

Appendix B to Part 232--Part 232 Prior to April 1, 2001

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.
232 App A Appendix A to Part 232
232 App B Appendix 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).

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.
(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.
(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)......................... 9
Locomotives 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 6
brake 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.

[[Page 4215]]

(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.
(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, 30-68
No. 6-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).. 50
Cars:
(11) Reducing valve for high-speed brake............ 58-62
(12) Safety valve for PS, LN, UC, AML, AMU and AB-1- 58-62
B 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--
(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

[[Page 4216]]

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.
(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.
(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.
(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.
(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.
(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.
(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.
(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

[[Page 4217]]

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.
(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.
(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.
(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.

Issued in Washington, DC, on January 4, 2001.
John V. Wells,
Acting Administrator, Federal Railroad Administration.
[FR Doc. 01-606 Filed 1-16-01; 8:45 am]
BILLING CODE 4910-06-P

Notices For
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[[pp. 4203-4217]] Brake System Safety Standards for Freight and Other Non-Passenger

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