[51 FR 17303, May 9, 1986] APPENDIX-SPECIFICATIONS AND REQUIREMENTS FOR POWER BRAKES AND APPLIANCES FOR OPERATING POWERBRAKE SYSTEMS FOR FREIGHT SERVICE PURPOSE The purpose of this specification is to define and prescribe requirements for power brakes and appliances for operating powerbrake systems. DEFINITIONS For purposes of this specification, terms used herein are defined as follows: 1. Power brake. A combination of parts operated by compressed air and controlled manually, pneumatically or electrically, by means of which the motion of a car or locomotive is retarded or arrested. 2. Power-brake system. The power brakes on locomotives and cars of a train so interconnected that they can be operated together and by means of which the motion of the train is retarded or arrested. 3. Brake valve. The value of the locomotive equipment by means of which operation of the power-brake system is controlled. 4. Equalizing reservoir. The small reservoir connected to the brake valve only, the pressure of which is reduced by the engineer for making service applications. 5. Brake pipe. The line of pipe and hose extending throughout the length of the train by means of which compressed air is supplied to the brake devices on the several cars and the pressures so controlled as to effect the application and release of the brakes. 6. Operating valve. Device on each car, the operation of which result in (a) admission of air to brake cylinder, (b) release of air from brake cylinder, and (c) charging of one or more reservoirs. 7. Service reduction. A decrease in brakepipe pressure, usually of from 5 to 25 pounds, at a rate sufficiently rapid to move the operating valve to service position, but at a rate not rapid enough to operate the valve to emergency position. Quick service is that feature of the operating valve which provides for local reduction of brake-pipe pressure. 8. Service application. A brake application which results from one or more service reductions. 9. Full service reduction. A service reduction sufficient in amount to cause equalization of pressure in brake cylinder with pressure in the reservoir from which compressed air is supplied to brake cylinder. 10. Full service application. A brake application which results from one or more brake-pipe reductions sufficient in amount to cause a full service reduction. 11. Emergency reduction. A depletion of brake-pipe pressure at a rate sufficiently rapid to move the operating valve to emergency position. 12. Emergency application. A brake application which results from an emergency reduction. 13. Emergency brake-cylinder pressure. The force per square inch exerted upon piston in brake cylinder by compressed air which is admitted to brake cylinder as a result of an emergency reduction. Effective emergency brake-cylinder pressure is a pressure not less than 15 percent nor more than 20 percent greater than the brake-cylinder pressure obtained from a full service reduction on the game car and from the same initial pressures. SPECIFICATIONS General Requirements 14. The design of the operating valve shall be such as will insure efficient and reliable operation, both in its application and release functions and when intermingled with other types of power brakes. It shall be so constructed that the rate of brake-cylinder pressure development may be adjusted to meet such changes in train operating conditions as may develop in the future. 15. The design of the service and emergency valves shall be such as to permit their removal for cleaning and repair without disturbing pipe joints. 16. The portions of the car brake which control the brake application and release, and also the brake cylinder, shall be adequately protected against the entrance of foreign matter. 17. The apparatus conforming to the requirements of these specifications shall be so constructed, installed and maintained as to be safe and suitable for service. Service Requirements The apparatus shall be so designed and constructed that: (based upon 70 pounds brake-pipe pressure and train length of 150 cars) 18. With a service reduction of 5 pounds in the equalizing reservoir at the brake valve all brakes will apply. 19. An initial 5-pound equalizing-reservoir reduction at the brake valve will produce substantially 10 pounds brake-cylinder pressure throughout the train, including brakes having piston travel in excess of 8 inches. 20. With an equalizing-reservoir reduction of 10 pounds, the difference in time of obtaining substantially 10 pounds pressure in the brake cylinder of the first and one hundred and fiftieth brakes will be nominally 20 seconds or less. 21. A brake-pipe reduction of 10 pounds will result in pressure in each brake cylinder of not less than 15 pounds nor more than 25 pounds. 22. A total brake-pipe reduction of 25 pounds will result in equalization of brakecylinder pressure with pressure in the reservoir from which compressed air is supplied to the brake cylinder, and brake-cylinder pressure of not less than 48 pounds nor more than 52 pounds will be obtained. 23. Quick service activity of the train brakes will cease when the initial quick service action has been completed. 24. The quick service feature of the brake will produce substantially uniform time of quick service transmission regardless of the unavoidable variations in frictional resistance of the parts. 25. The brake will so function as to prevent a degree of wave action in brake-pipe pressure sufficient to cause undesired release of any brake while the brakes are being applied. 26. The degree of stability will be sufficient to prevent undesired service application occurring as a result of unavoidable minor fluctuations of brake-pipe pressure. 27. The brake-cylinder pressure increase resulting from quick service operation will be less when the brake is reapplied with pressure retained in the brake cylinder than with applications made when the brake-cylinder pressure is zero. 28. Undesired quick action will not result with any rate of change in brake-pipe pressure which may occur during service application or release of the brake. 29. In the normal release of train brakes, individual car brake will not start recharging from the brake pipe until brake-pipe pressure has increased sufficiently to have accomplished the release of adjacent valves. 30. The recharge of auxiliary reservoirs in the forward portion of the train will be automatically retarded while full release position of the brake valve is being used to initiate the release of train brakes. 31. After a 15-pound service reduction has been made and brake-valve exhaust has closed, in a release operation in which brake valve is moved to release position and after 15 seconds is moved to running position, air operating valves will move to release position within 40 seconds after brake valve is placed in release position. 32. After a 15-pound service reduction has been made and brake-value exhaust has closed, in a release operation in which brake valve is moved to release position and after 15 seconds is moved to running position, brake-pipe pressure at car 150 will be increased 5 pounds within 12 minutes after brake valve is placed in release position. 33. The rate of release of pressure from the brake cylinder will be nominally 23 seconds from 50 pounds to 5 pounds. Emergency Requirements The apparatus shall be so designed and constructed that: (based on 70 pounds brake-pipe pressure and train length of 150 cars). 34. Emergency application operation will always be available irrespective of the existing state or stage or brake application or release. 35. Emergency application initiated during a release of previous brake application will produce a material increase in brake-cylinder pressure over that which would result from a full service application made under the same conditions. 36. When operating valve acts in emergency it will so function as to develop nominally 15 pounds brake-cylinder pressure in not more than 11⁄2 seconds and maximum pressure in nominally 10 seconds. 37. With an emergency reduction of brake-pipe pressure all brakes, including the one hundred and fiftieth, will start to apply within 8.2 seconds and develop not less than 15 percent nor more than 20 percent in excess of 50 pounds brake-cylinder pressure within 18.2 seconds from the movement of the brake valve to emergency position. 38. The operating valve will so function that, when an emergency application is made subsequent to a service application which has produced not less than 30 pounds brake-cylinder pressure, the maximum brake-cylinder pressure will be attained in nominally 4 seconds from the beginning of the emergency action of the valve. 39. Emergency application will produce from a charged system between 15 and 20 percent increase in brake-cylinder pressure over that which results from a full service application and irrespective of any degree of prior service application. 40. With any group of three consecutive brakes cut out, an emergency reduction made with the brake valve will cause the remainder of the brakes to operate in emergency and produce normal emergency pressures in the same time as when all brakes are cut in. 41. The brake will so function as to accomplish the release of an emergency application with the same degree of certainty secured in the release of service applications. 42. When releasing brakes following an emergency application, each brake will so function as to decrease the auxiliary-reservoir pressure prior to the actual release. 43. Both service and emergency brake applications will be released when the brakepipe pressure is increased to not more than 14 pounds above that of the auxiliary reservoir and irrespective of the increased frictional resistance to release movement of the piston and slide valves after a period of operation in train service. NOTE: Order 13528, as amended, 17 FR 8653, Sept. 30, 1952, provides as follows: That said order of September 21, 1945, as amended, be, and it is hereby, further amended so as to require that all said noninterchange cars that may be used in transporting revenue freight and all cabooses shall be so equipped on or before December 31, 1953, and that all other said non-interchange cars shall be so equipped on or before December 31, 1954. Order 13528 was further amended, 17 FR 8957, Oct. 7, 1952, as follows: That the order heretofore entered herein on September 21, 1945, as amended, requiring respondents to install power brakes and appliances on their cars used in freight service be, and it is hereby, further amended so as not to require the installation of such brakes and appliances on cars that are used exclusively in switching operations and are not used in train movements within the meaning of the Safety Appliance Acts (45 U. S. C., secs. 1 to 16, inclusive). Order 13528 was further amended, 17 FR 10738, Nov. 26, 1952, as follows: That the order heretofore entered on September 21, 1945, as amended, requiring respondents to install power brakes and appliances on their cars used in interchange freight service on or before December 31, 1952, be, and it is hereby, further amended so as To require that all such interchange cars be so equipped on or before June 30, 1953, except as indicated hereinafter: To prohibit the movement by any respondent after June 30, 1953, of any car interchange service, other than tank cars (including the cars of private carline companies), not so equipped except that such cars may be so moved prior to October 1, 1953, if routed to owner; and To prohibit the movement by respondents after October 1, 1953, of any tank car in interchange service (including the tank cars of private car-line companies) not SO equipped except that such tank cars may be so moved prior to January 1, 1954, if routed to owner. That the term "interchange service" means the movement of any car that is engaged in freight service, irrespective of ownership, that is interchanged between or among two or more respondent railroads. Order 13528 was further amended, 18 FR 6942, Nov. 3, 1953, as follows: That the order heretofore entered herein on September 21, 1945, as amended, requiring respondents to install power brakes and appliances on their cars used in freight service be, and it is hereby, further amended so as not to require the installation of such brakes and appliances on a. Locomotives; b. Scale test weight cars; c. Locomotive cranes, steam shovels, pile drivers and similar construction and mainte nance machines built prior to September 21, 1945; d. Export, industrial, and other than railroad owned cars which are not to be used in service by respondents, except for movement as shipments on their own wheels to given destinations, provided that any such car so moved shall be properly identified by a card attached to each side of car, signed by shipper, stating that such movement is being made under authority of this order; and e. Industrial and other than railroad owned cars which are not to be used in service by respondents except for movement within the limits of a single switching district. And, that the effective date of said order of September 21, 1945, as amended, be, and it is hereby, extended until further order of the FRA, insofar as it applies to: f. Narrow-gauge cars, and g. Cars being returned from Canada or Mexico to owners in the United States, provided each such car being returned is routed directly to owner and is properly identified by a card attached to each side of car, signed by shipper, stating that the movement is being made under authority of this order. Sec. PART 233-SIGNAL SYSTEMS REPORTING REQUIREMENTS 233.1 Scope. 233.3 Application. 233.5 Accidents resulting from signal fail ure. 233.7 Signal failure reports. AUTHORITY: Signal Inspection Act, as amended (49 U.S.C. 26); sec. 6(e)(6)(A) of the Department of Transportation Act (49 U.S.C. 1655(e)(6)(A)); secs. 202, 208 (a) and (d), and 209, Federal Railroad Safety Act of 1970, as amended (45 U.S.C. 431, 437 (a) and (d), and 438); sec. 1(b) Pub. L. 97-449, 96 Stat. 2413 (49 U.S.C. 501(b)(2), 504 and 522(a)); § 1.49 (f), (g), and (m) of the regula tions of the Office of the Secretary of Transportation (49 CFR 1.49 (f), (g), and (m)). SOURCE: 49 FR 3379, Jan. 26, 1984, unless otherwise noted. § 233.1 Scope. This part prescribed reporting requirements with respect to methods of train operation, block signal systems, interlockings, traffic control systems, automatic train stop, train control, and cab signal systems, or other similar appliances, methods, and systems. § 233.3 Application. (a) Except as provided in paragraph (b) of this section, this part applies to railroads that operate on standard gage track which is part of the general railroad system of transportation. (b) This part does not apply to rail rapid transit operations conducted over track that is used exclusively for that purpose and that is not part of the general system of railroad transportation. § 233.5 Accidents resulting from signal failure. Each carrier shall report within 24 hours to the Federal Railroad Administration by toll free telephone, number 800-424-0201, whenever it learns of the occurrence of an accident/incident arising from the failure of an appliance, device, method or system to function or indicate as required by Part 236 of this title that results in a more favorable aspect than intended or other condition hazardous to the movement of a train. (Not yet approved by the Office of Management and Budget.) EDITORIAL NOTE: Part 233 was revised at 49 FR 3379, Jan. 26, 1984. The reporting/recordkeeping requirements contained in this section are subject to OMB approval and are not required until such approval has been obtained. § 233.7 Signal failure reports. Each carrier shall report within 15 days each failure of an appliance, device, method, or system to function or indicate as required by Part 236 of this title that results in a more favorable aspect than intended or other condition hazardous to the movement of a train. Form FRA F6180-14, "Signal Failure Report," shall be used for this purpose and completed in accordance with instructions printed on the form. (Approved by the Office of Management and Budget under control number 21300007) § 233.9 Annual reports. Not later than April 1 of each year, each carrier shall file a report for the preceding calendar year on Form FRA F6180-47, "Signal Systems Annual Report," in accordance with instructions and definitions on the reverse side thereof. (Approved by the Office of Management and Budget under control number 21300006) § 233.11 Civil penalty. A carrier that fails or refuses to file reports as required by this Part is liable for the maximum civil penalty of $2,500 for each offense as prescribed by the Signal Inspection Act, 49 U.S.C. 26, and the Federal Railroad Safety Act of 1970, as amended, 45 U.S.C. 438. Each day a failure or refusal continues is a separate offense. § 233.13 Criminal penalty. Whoever knowingly and willfully(a) Makes, causes to be made, or participates in the making of a false entry in reports required to be filed by this part; or (b) Files a false report or other document required to be filed by this part is subject to a $5,000 fine and 2 years imprisonment as prescribed by 49 U.S.C. 522(a) and section 209(e) of the Federal Railroad Safety Act of 1970, as amended (45 U.S.C. 438(e)). PART 235-INSTRUCTIONS GOVERNING APPLICATIONS FOR APPROVAL OF A DISCONTINUANCE OR MATERIAL MODIFICATION OF A SIGNAL SYSTEM OR RELIEF FROM THE REQUIREMENTS OF PART 236 Sec. 235.1 Scope. 235.3 Application. 235.5 Changes requiring filing of application. 235.7 Changes not requiring filing of application. 235.8 Relief from the requirements of Part 236 of this title. 235.9 Civil penalty. 235.10 Contents of application. 235.12 Additional required informationprints. 235.13 Filing procedure. 235.14 Notice. Sec. 235.20 Protests. AUTHORITY: Signal Inspection Act, as amended (49 U.S.C. 26); sec. 6(e)(6)(A) of the Department of Transportation Act (49 U.S.C. 1655(e)(6)(A)); secs. 202, 208 (a) and (d), and 209, Federal Railroad Safety Act of 1970, as amended (45 U.S.C. 431, 437 (a) and (d), and 438); § 1.49 (f), (g), and (m) of the regulations of the Office of the Secretary of Transportation (49 CFR 1.49 (f), (g), and (m)). SOURCE: 49 FR 3380, Jan. 26, 1984, unless otherwise noted. § 235.1 Scope. This part prescribes application for approval to discontinue or materially modify block signal systems, interlockings, traffic control systems, automatic train stop, train control, or cab signal systems, or other similar appliances, devices, methods, or systems, and provides for relief from Part 236 of this title. § 235.3 Application. (a) Except as provided in paragraph (b) of this section, this part applies to railroads that operate on standard gage track which is part of the general railroad system of transportation. (b) This part does not apply to rail rapid transit operations conducted over track that is used exclusively for that purpose and that is not part of the general system of railroad transportation. § 235.5 Changes requiring filing of application. (a) Except as provided in § 235.7, applications shall be filed to cover the following: (1) The discontinuance of a block signal system, interlocking, traffic control system, automatic train stop, train control, or cab signal system or other similar appliance or device; (2) The decrease of the limits of a block signal system, interlocking, traffic control system, automatic train stop, train control, or cab signal system; or (3) The modification of a block signal system, interlocking, traffic control system, automatic train stop, train control, or cab signal system. (Approved by the Office of Management and Budget under control number 21300042) § 235.7 Changes not requiring filing of application. (a) It is not necessary to file an application for approval of the following discontinuances: (1) Removal of block signal system, interlocking, traffic control system, automatic train stop, train control, or cab signal system from track approved for abandonment by formal proceeding; (2) Removal of devices and associated signals used to provide protection against unusual contingencies such as landslide, burned bridge, high water, high and wide load, or tunnel protection when the unusual contingency no longer exists; (3) Removal of an interlocking where a drawbridge has been permanently closed by the formal approval of another government agency; or (4) Removal from service not to exceed six months of block signal system, interlocking, or traffic control system necessitated by catastrophic occurrence such as derailment, flood, fire, or hurricane. (b) When the resultant arrangement will comply with Part 236 of this title, it is not necessary to file for approval to decrease the limits of a system as follows: (1) Decrease of the limits of an interlocking when interlocked switches, derails, or movable-point frogs are not involved; (2) Removal of electric or mechanical lock from hand-operated switch in automatic block signal or traffic control territory where train speed over switch does not excess 20 miles per hour; or (3) Removal of electric or mechanical lock from hand-operated switch in automatic block signal or traffic control territory where trains are not permitted to clear the main track at such switch. (c) When the resultant arrangement will comply with Part 236 of this title, it is not necessary to file an application for approval of the following modifications: |