PART 229—RAILROAD LOCOMOTIVE SAFETY STANDARDS
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Alerter means a device or system installed in the locomotive cab to promote continuous, active locomotive engineer attentiveness by monitoring select locomotive engineer-induced control activities. If fluctuation of a monitored locomotive engineer-induced control activity is not detected within a predetermined time, a sequence of audible and visual alarms is activated so as to progressively prompt a response by the locomotive engineer.Failure by the locomotive engineer to institute a change of state in a monitored control, or acknowledge the alerter alarm activity through a manual reset provision, results in a penalty brake application that brings the locomotive or train to a stop
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Anti-climbers means the parts at the ends of adjoining rail vehicles in a train that are designed to engage when subjected to large buff loads to prevent
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Break means a fracture resulting incomplete separation into parts
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Collision posts means structural members of the end structures of a rail vehicle that extend vertically from the underframe to which they are securely attached and that provide protection to occupied compartments from an object penetrating the vehicle during a collision.
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Controlling locomotive means a locomotive from where the operator controls the traction and braking functions of the locomotive or locomotive consist, normally the lead locomotive
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Corner posts means structural members located at the intersection of the front or rear surface with the side surface of a rail vehicle and which extend vertically from the underframe to the roof.
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Crack means a fracture without complete separation into parts, except that castings with shrinkage cracks or hot tears that do not significantly diminish the strength of the member are not considered to be cracked.
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Dead locomotive means—(1) A locomotive, other than a control cab locomotive, that does not have any traction device supplying tractive power
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Distributed power system means a system that provides control of a number of locomotives dispersed throughout a train from a controlling locomotive located in the lead position. The system provides control of the rearward locomotives by command signals originating at the lead locomotive and transmitted to the remote (rearward)locomotives
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DMU locomotive means a diesel-powered multiple unit operated locomotive with one or more propelling motors designed to carry passenger traffic
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Excessive noise report means a report by a locomotive cab occupant that the locomotive is producing an unusual level of noise that significantly interferes with normal cab communications or that is a concern with respect to hearing conservation
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Electronic air brake means a brake system controlled by a computer which provides the means for control of the locomotive brakes or train brakes or both.
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Fuel tank, external means a fuel containment vessel that extends outside the car body structure of a locomotive
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Fuel tank, internal means a fuel containment vessel that does not extend outside the car body structure of a locomotive.
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High voltage means an electrical potential of more than 150 volts
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Initial terminal means a location where a train is originally assembled
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Lead locomotive means the first locomotive proceeding in the direction of movement
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Lite locomotive means a locomotive or a consist of locomotives not attached to any piece of equipment or attached only to a caboose.
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Locomotive Control Unit (LCU) means a system onboard an RCL that communicates via a radio link which receives,processes, and confirms commands from the OCU, which directs the locomotive to execute them
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Mandatory directive means any movement authority or speed restriction that affects a railroad operation.
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Monocoque design locomotive means a locomotive design where the shell or skin acts as a single unit with the supporting frame to resist and transmit the loads acting on the locomotive
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MU locomotive means a multiple unit operated electric locomotive
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Narrow-nose locomotive means a locomotive with a short hood that spans substantially less than the full width of the locomotive
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Operator Control Unit (OCU) means a mobile unit that communicates via a radio link the commands for movement(direction, speed, braking) or for operations(bell, horn, sand) to an RCL
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Permanent deformation means the undergoing of a permanent change in shape of a structural member of a rail vehicle.
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Powered axle is an axle equipped with a traction device
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Power car means a rail vehicle that propels a Tier II passenger train or is the lead vehicle in a Tier II passenger train, or both
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Railroad means all forms of non-highway ground transportation that run on rails or electromagnetic guideways
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Remote Control Locomotive (RCL)means a remote control locomotive that, through use of a radio link can be operated by a person not physically within the confines of the locomotive cab. For purposes of this part, the term RCL does not refer to a locomotive or group of locomotives remotely controlled from the lead locomotive of a train, as in a distributed power arrangement
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Remote Control Operator (RCO) means a person who utilizes an OCU in connection with operations involving a RCL with or without cars
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Sand delivery system means a permanently stationed or fixed device designed to deliver sand to locomotives and boxes that do not require the sand to be manually delivered or loaded. A sand delivery system will be considered permanently stationed if it is at a location at least five days a week for at least eight hours per day.
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Semi-monocoque design locomotive means a locomotive design where the skin or shell acts, to some extent, as a single unit with the supporting frame to resist and transmit the loads acting on the locomotive
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Semi-permanently coupled means coupled by means of a drawbar or other coupling mechanism that requires tools to perform the uncoupling operation.
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Short hood means the part of the locomotive above the underframe located between the cab and the nearest end of the locomotive
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Standards body means an industry and/or professional organization or association which conducts research and develops and/or issues policies, criteria,principles, and standards related to the rail industry
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Switching service means the classification of railroad freight and passenger cars according to commodity or destination;assembling cars for train movements; changing the position of cars for purposes of loading, unloading,or weighing; placing locomotives and cars for repair or storage; or moving rail equipment in connection with work service that does not constitute a train movement
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Throttle position means any and all of the discrete output positions indicating the speed/tractive effort characteristic requested by the operator of the locomotive on which the throttle is installed. Together, the discrete output positions shall cover the entire range of possible speed/tractive effort characteristics.
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Tier II means operating at speeds exceeding 125 mph but not exceeding 150 mph.
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Transfer service means a freight train that travels between a point of origin and a point of final destination not exceeding 20 miles and that is not performing switching service
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Wide-nose locomotive means a locomotive with a short hood that spans the full width of the locomotive
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non-complying locomotive maybe moved lite or dead within a yard, at speeds not in excess of 10 miles per hour, without meeting the requirements of paragraph (a) of this section if the movement is solely for the purpose of repair. The carrier is responsible to insure that the movement may be safely made.
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The locomotive number shall be displayed in clearly legible numbers on each side of each locomotive.
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whenever two or more locomotives are coupled in remote or multiple control, the propulsion system, the sanders, and the power brake system of each locomotive shall respond to control from the cab of the controlling locomotive. If a dynamic brake or regenerative brake system is in use, that portion of the system in use shall respond to control from the cab of the controlling locomotive.
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On each non-MU control cab locomotive,only those components added to the passenger car that enable it to serve as a lead locomotive, control the locomotive actually providing tractive power, and otherwise control the movement of the train, are subject to this part.
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The electronic record system shall be designed such that the integrity of each record is maintained through appropriate levels of security such as recognition of an electronic signature, or other means, which uniquely identify the initiating person as the author of that record. No two persons shall have the same electronic identity
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Except for MU locomotives, each locomotive in use shall be inspected at least once during each calendar day
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Each locomotive shall be inspected at each periodic inspection to determine whether it complies with this part. Except as provided in § 229.9,all non-complying conditions shall be repaired before the locomotive is used.Except as provided in § 229.33 and paragraph(b) of this section, the interval between any two periodic inspections may not exceed 92 days. Periodic inspections shall only be made where adequate facilities are available. At each periodic inspection, a locomotive shall be positioned so that a person may safely inspect the entire underneath portion of the locomotive
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All testing under this section shall be performed at intervals that do not exceed 368 calendar days
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Level one: Locomotives shall have the filtering devices or dirt collectors located in the main reservoir supply line to the air brake system cleaned,repaired, or replaced
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Level two: Locomotives shall have the following components cleaned, repaired,and tested: brake cylinder relay valve portions; main reservoir safety valves; brake pipe vent valve portions;and, feed and reducing valve portions in the air brake system (including related dirt collectors and filters).
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Level three: Locomotives shall have the components identified in this paragraph removed from the locomotive and disassembled, cleaned and lubricated (if necessary), and tested. In addition, all parts of such components that can deteriorate within the inspection interval as defined in paragraphs(d) through (f) of this section shall be replaced and tested. The components include: all pneumatic components of the locomotive equipment’s brake system that contain moving parts, and are sealed against air leaks; all valves and valve portions; electric-pneumatic master controllers in the air brake system;and all air brake related filter sand dirt collectors.
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Level two and level three air brake maintenance and testing shall be performed on each locomotive identified in this paragraph at the following intervals
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If the locomotive is out of use for one or more periods of at least 30 consecutive days each, the interval prescribed for any test or inspection under this part maybe extended by the number of days in each period the locomotive is out of use since the last test or inspection in question. A movement made in accordance with § 229.9 is not a use for purposes of determining the period of the out-of-use credit
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Protection against personal injury.Fan openings, exposed gears and pinions,exposed moving parts of mechanisms,pipes carrying hot gases and high-voltage equipment, switches, circuit breakers, contactors, relays, grid resistors, and fuses shall be in non-hazardous locations or equipped with guards to prevent personal injury
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Products of combustion shall be released entirely outside the cab and other compartments. Exhaust stacks shall be of sufficient height or other means provided to prevent entry of products of combustion into the cab or other compartments under usual operating conditions.
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All systems and components on a locomotive shall be free of conditions that endanger the safety of the crew,locomotive or train. These conditions include: insecure attachment of components,including third rail shoes or beams, traction motors and motor gear cases, and fuel tanks; fuel, oil, water,steam, and other leaks and accumulations of oil on electrical equipment that create a personal injury hazard;improper functioning of components,including slack adjusters, pantograph operating cylinders, circuit breakers, contactors, relays, switches, and fuses;and cracks, breaks, excessive wear and other structural infirmities of components,including quill drives, axles,gears, pinions, pantograph shoes and horns, third rail beams, traction motor gear cases, and fuel tanks.
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The main reservoir system of each locomotive shall be equipped with at least one safety valve that shall prevent an accumulation of pressure of more than 15 pounds per square inch above the maximum working air pressure fixed by the chief mechanical officer of the carrier operating the locomotive.
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A governor shall be provided that stops and starts or unloads and loads the air compressor within 5 pounds per square inch above or below the maximum working air pressure fixed by thecarrier.
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Each compressor governor used in connection with the automatic airbrake system shall be adjusted so that the compressor will start when the main reservoir pressure is not less than 15 pounds per square inch above the maximum brake pipe pressure fixed by the carrier and will not stop the compress or until the reservoir pressure has increased at least 10 pounds
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Brake cylinder piston travel shall be sufficient to provide brake shoe clearance when the brakes are released
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A lever, rod, brake beam, hanger, oR pin may not be worn through more than 30 percent of its cross-sectional area, cracked, broken, or missing. All pins shall be secured in place with cotters, split keys, or nuts. Brake shoes shall be fastened with a brake shoe key and aligned in relation to the wheel to prevent localized thermal stress in the edge of the rim or the flange.
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Leakage from the main air reservoir and related piping may not exceed an average of 3 pounds per square inch per minute for 3 minutes after the pressure has been reduced to 60 percent of the maximum pressure.(b) Brake pipe leakage may not exceed 5 pounds per square inch per minute.(c) With a full service application at maximum brake pipe pressure and with communication to the brake cylinders closed, the brakes shall remain applied at least 5 minutes.(d) Leakage from control air reservoir,related piping, and pneumatically operated controls may not exceed an average of 3 pounds per square inch per minute for 3 minutes.
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A coupler may not have any Free slack in the coupler or drawbar not absorbed by friction devices or draft gears that exceeds one-half Inches.
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the total uncontrolled lateral motion between the hubs of the wheel sand boxes, between boxes and pedestals or both, on any pair of wheels may not exceed 1 inch on non-powered axles and friction bearing powered axles, or 3⁄4 inch on all other powered axles
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The total uncontrolled lateral motion may not exceed 11⁄4 inches on the center axle of three-axle trucks
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A plain bearing box shall contain visible free oil and may not be cracked to the extent that it will leak oil
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An elliptical spring may not have its top (long) leaf broken or any other three leaves broken, except when that spring is part of a nest of three or more springs and none of the other springs in the nest has its top leaf or any other three leaves broken. An outer coil spring or saddle may not be broken. An equalizer, hanger, bolt, gib, or pin may not be cracked or broken. A coil spring may not be fully compressed when the locomotive is at rest
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The male center plate shall extend into the female center plate at least 3⁄4 inch. On trucks constructed to transmit tractive effort through the center plate or center pin, the male center plate shall extend into the female center plate at least 11⁄2 inches.Maximum lost motion in a center plate assemblage may not exceed 1⁄2 inch.
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Friction side bearings with springs designed to carry weight may not have more than 25 percent of the springs in any one nest broken
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No part or appliance of a locomotive except the wheels, flexible non metallics and pipe extension tips, and trip cock arms may be less than 21⁄2 inches above the top of rail
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Fusion welding may not be used on tires or steel wheels of locomotives,except for the repair of flat spots and worn flanges on locomotives used exclusively in yard service. A wheel that has been welded is a welded wheel for the life of the wheel.
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All hand-operated switches carrying currents with a potential of more than 150 volts that may be operated while under load shall be covered and shall be operative from the outside of the cover.Means shall be provided to show whether the switches are open or closed.Switches that should not be operated while under load shall be legibly marked with the words ‘‘must not be operated under load’’ and the voltage carried.
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Jumpers and cable connections between locomotives shall be so located and guarded to provide sufficient vertical clearance. They may not hang with one end free.
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A motor or a generator may not have any of the following conditions:(a) Be shorted or grounded.(b) Throw solder excessively.(c) Show evidence of coming apart.(d) Have an overheated support bearing.(e) Have an excessive accumulation of oil.
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Fuel tanks and related piping shall be electrically grounded
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Periodic steam generator inspection.Except as provided in § 229.33, each steam generator shall be inspected and tested in accordance with paragraph (d)of this section at intervals not to exceed 92 days,
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(i) 82 dB(A) if the average sound level for a locomotive design or model is less than 82 dB(A); or(ii) 85 dB(A) if the average sound level for a locomotive design or model is 82 dB(A) to 85 dB(A), inclusive
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Each lead locomotive shall be equipped with a locomotive horn that produces a minimum sound level of 96 dB(A) and a maximum sound level of 110 dB(A) at 100 feet forward of the locomotive in its direction of travel
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MU locomotives built new after April 1, 1956 that are operated in trains having a total empty weight of 600,000 pounds or more shall have a body structure designed to meet or exceed the following minimum specifications:(1) The body structure shall resist a minimum static end load of 800,000 pounds at the rear draft stops ahead of the bolster on the center line of draft,without developing any permanent deformation in any member of the body structure
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Component means an electronic element,device, or appliance (including hardware or software) that is part of a system or subsystem.
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A railroad shall develop a Safety Analysis (SA) for each product subject to this subpart prior to the initial use of such product on their railroad
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Operationsand Maintenance Manual(OMM).(1) The OMM shall be legible and shall be readily available to persons who conduct the installation, maintenance,repair, modification, inspection,and testing, and for inspection by FRA.
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The training required under this subpart for a locomotive engineer and conductor, together with required records, shall be integrated into the program of training required by parts 240 and 242 of this chapter
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