[Title 49 CFR 232.205]
[Code of Federal Regulations (annual edition) - October 1, 2006 Edition]
[Title 49 - TRANSPORTATION]
[Subtitle B - Other Regulations Relating to Transportation (Continued)]
[Chapter II - FEDERAL RAILROAD ADMINISTRATION, DEPARTMENT OF]
[Part 232 - BRAKE SYSTEM SAFETY STANDARDS for FREIGHT and OTHER NON-]
[Subpart C - Inspection and Testing Requirements]
[Sec. 232.205 - Class I brake test-initial terminal inspection.]
[From the U.S. Government Publishing Office]
49TRANSPORTATION42006-10-012006-10-01falseClass I brake test-initial terminal inspection.232.205Sec. 232.205TRANSPORTATIONOther Regulations Relating to Transportation (Continued)FEDERAL RAILROAD ADMINISTRATION, DEPARTMENT OFBRAKE SYSTEM SAFETY STANDARDS for FREIGHT and OTHER NON-Inspection and Testing Requirements
Sec. 232.205 Class I brake test-initial terminal inspection.
(a) Each train and each car in the train shall receive a Class I
brake test as described in paragraph (c) of this
[[Page 554]]
section by a qualified person, as defined in Sec. 232.5, at the
following points:
(1) The location where the train is originally assembled (``initial
terminal'');
(2) A location where the train consist is changed other than by:
(i) Adding a single car or a solid block of cars, except as provided
in paragraph (b)(2) of this section;
(ii) Removing a single car or a solid block of cars;
(iii) Removing cars determined to be defective under this chapter;
or
(iv) A combination of the changes listed in paragraphs (a)(2)(i)
through (a)(2)(iii) of this section (See Sec. Sec. 232.209 and 232.211
for requirements related to the pick-up of cars and solid blocks of cars
en route.);
(3) A location where the train is off air for a period of more than
four hours;
(4) A location where a unit or cycle train has traveled 3,000 miles
since its last Class I brake test; and
(5) A location where the train is received in interchange if the
train consist is changed other than by:
(i) Removing a car or a solid block of cars from the train;
(ii) Adding a previously tested car or a previously tested solid
block of cars to the train;
(iii) Changing motive power;
(iv) Removing or changing the caboose; or
(v) Any combination of the changes listed in paragraphs (a)(5) of
this section.
(A) If changes other than those contained in paragraph (a)(5)(i)-
(a)(5)(v) of this section are made to the train consist when it is
received in interchange and the train will move 20 miles or less, then
the railroad may conduct a brake test pursuant to Sec. 232.209 on those
cars added to the train.
(B) [Reserved]
(b) Except as provided in Sec. 232.209, each car and each solid
block of cars added to a train shall receive a Class I brake test as
described in paragraph (c) of this section at the location where it is
added to a train unless:
(1) The solid block of cars is comprised of cars from a single
previous train, the cars of which have previously received a Class I
brake test and have 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 and have not been off air for more than four hours; or
(2) The solid block of cars is comprised of cars from a single
previous train, the cars of which were 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, provided 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 shall be
added to a train in the same relative order (no reclassification) as
when removed from the previous train, except for the removal of
defective equipment.
(c) A Class I 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).
(i) Leakage Test. The brake pipe leakage test shall be conducted as
follows:
(A) Charge the air brake system 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;
(B) Upon receiving the signal to apply brakes for test, make a 20-
psi brake pipe service reduction;
(C) If the locomotive used to perform the leakage test is equipped
with a means for maintaining brake pipe pressure at a constant level
during a 20-psi brake pipe service reduction, this feature shall be cut
out during the leakage test; and
(D) With the brake valve lapped and the pressure maintaining feature
cut out (if so equipped) and after waiting
[[Page 555]]
45-60 seconds, note the brake pipe leakage as indicated by the brake-
pipe gauge in the locomotive, which shall not exceed 5 psi per minute.
(ii) Air Flow Method Test. When a locomotive is equipped with a 26-L
brake valve or equivalent pressure maintaining locomotive brake valve, a
railroad may use the Air Flow Method Test as an alternate to the brake
pipe leakage test. The Air Flow Method (AFM) Test shall be performed as
follows:
(A) Charge the air brake system 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; and
(B) Measure air flow as indicated by a calibrated AFM indicator,
which shall not exceed 60 cubic feet per minute (CFM).
(iii) The AFM indicator shall be calibrated for accuracy at periodic
intervals not to exceed 92 days. The AFM indicator calibration test
orifices shall be calibrated at temperatures of not less than 20 degrees
Fahrenheit. AFM indicators shall be accurate to within 3 standard cubic feet per minute (CFM).
(2) The inspector(s) shall take a position 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. A ``roll-by'' inspection of the brake release as provided for
in paragraph (b)(8) of this section shall not constitute an inspection
of that side of the train for purposes of this requirement;
(3) 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, 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 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 an air pressure that is within 15 psi of the air pressure
at which the train will be operated. The retest may be conducted from
either the controlling locomotive, the head-end of the consist, or with
a suitable test device, as described in Sec. 232.217(a), positioned at
one end of the car(s) being retested, and the brakes shall 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
[[Page 556]]
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.
(d) 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.
(e) 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.
(f) 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.
[66 FR 4193, Jan. 17, 2001, as amended at 67 FR 17582, Apr. 10, 2002]