[Code of Federal Regulations]

[Title 49, Volume 4]

[Revised as of October 1, 2005]

From the U.S. Government Printing Office via GPO Access

[CITE: 49CFR232.211]



[Page 544-545]

 

                        TITLE 49--TRANSPORTATION

 

       CHAPTER II--FEDERAL RAILROAD ADMINISTRATION, DEPARTMENT OF 

                             TRANSPORTATION

 

PART 232_BRAKE SYSTEM SAFETY STANDARDS for FREIGHT and OTHER 

NON-PASSENGER TRAINS and EQUIPMENT; END-of-TRAIN DEVICES--Table 

of Contents

 

              Subpart C_Inspection and Testing Requirements

 

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 solid block of cars that is comprised of cars from a single previous 

train is added to a train, provided that the solid block of cars was 

required to be separated into multiple solid blocks of cars due to space 

or trackage constraints at a particular location when removed from the 

previous train, and the cars have previously received a Class I brake 

test, have not been off air more than four hours, and the cars in each 

of the multiple blocks of cars have remained continuously and 

consecutively coupled together with the train line remaining connected, 

except for the removal of defective equipment. Furthermore, these 

multiple solid blocks of cars must be added to the train in the same 

relative order (no reclassification) as when removed from the previous 

train, except for the removal of defective equipment; or

    (5) 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.

    (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 not be less than 60 psi, 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 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



[[Page 545]]



restored, the operator of the train shall know that the air brakes 

function as intended on the remotely controlled locomotive.

    (d) Whenever the continuity of the brake pipe is broken or 

interrupted with the train consist otherwise remaining unchanged, it 

must be determined that the brake pipe pressure of the train is being 

restored as indicated by a rear car gauge or end-of-train device prior 

to proceeding. In the absence of an accurate rear car gauge or end-of-

train telemetry device, it must be determined that the brakes on the 

rear car of the train apply and release in response to air pressure 

changes made in the controlling locomotive.



[66 FR 4193, Jan. 17, 2001, as amended at 67 FR 17583, Apr. 10, 2002]