Although a railroad may delegate recordkeeping, the railroad would retain the responsibility for keeping records of performance on their property. Products reviewed by FRA under these circumstances may not be placed in use until FRA's review is complete. Each device used by the engineer to aid in the control or braking of the train or locomotive that provides an indication of air pressure electronically shall be tested by comparison with a test gauge or self-test designed for this purpose. documents in the last year, 995 If the procedures are not followed, it would result in a violation for failing to comply with the SA. Similar objects should behave consistently when an operator performs the same action upon them. The number of modules audited shall be determined as a representative number sufficient to provide confidence that all un-audited modules were developed in similar manner as the audited module. What happens within any one system, subsystem, or component matters little to the other systems, subsystems, or components as long as each system, subsystem, or component meets the specifications for deliverables at the interface of the systems, subsystems, or components. This section establishes a requirement for a railroad to keep detailed records to evaluate the system. Harmonization also facilitates interoperability among products and systems, which benefits all stakeholders. Key guidance documents and sources of further information are discussed. In the NPRM, FRA requested comments on the various securement options that are currently available on locomotive cab doors, and whether equipping the locomotive cab with a securement device would improve safety. This section-by section analysis of the final rule is intended to explain the rationale for each section of the final rule. electronic version on GPO’s govinfo.gov. The RSAC approved the recommended consensus regulatory text proposed by the Working Group, which accounts for the majority of the NPRM issued in this proceeding. The task statement established a target date of 90 days for the Working Group to report back to the RSAC with recommendations to revise the existing regulatory sander provision. (6) With respect to problem management, the HMI designer should ensure that the HMI design: (i) enhances an operator's situation awareness; (ii) supports response selection and scheduling; and. The model locomotives that are the subject of the above noted waiver use a very viscous oil instead of grease to lubricate the pinions and bull gears on traction-motor wheel assemblies. The earlier test results will be moot for evaluating the current condition. There is, however, a fundamental difference between the PSP or PTCSP safety analysis, and the SA contained in this subpart. The same dollar limit on revenues is established to determine whether a railroad shipper or contractor is a small entity. (2) Systematic failure. 02/05/2021, 378 FRA began investigating remote control operations in 1994 and held its first public hearing on the subject in mid-1990s to gather information and examine the safety issues relating to this new technology. If you are using public inspection listings for legal research, you This analysis includes qualitative discussions and quantitative measurements of costs and benefits in this rulemaking. FRA fully supports such an effort by the industry. (d) Based on the task analysis, a railroad shall develop a training curriculum that includes formally structured training designed to impart the knowledge, skills, and abilities identified as necessary to perform each task. High degree of confidence, as applied to the highest level of aggregation, means there exists credible safety analysis supporting the conclusion that the risks associated with the product have been adequately mitigated. Well-informed employees would be less likely to conduct ad hoc trouble shooting; and therefore, should be of greater value in assisting with trouble shooting. The definition identifies the covered systems that would require a safety analysis. No faults were found during locomotive tests, and the teardown revealed that the parts were clean and in working condition. Paragraphs (c)(1) and (2) are intended to utilize the improved safety capabilities of electronic systems. Upon completion of an assessment, the reviewer prepares a final report of the assessment. (3) Products that comingle locomotive control systems with safety critical processor based signal and train control systems; (4) Products that are used during on-track testing within a test facility; and. Because of the unique nature of the railroad operating environment, the locomotive cab can be viewed as a captive workplace where the continuous work of the locomotive crew takes place in a relatively small space. It is analogous to an assembly line. FRA believes that the suggested language change would exclude throttle/brake units. (4) Free slack in the coupler or drawbar not absorbed by friction devices or draft gears that exceeds one-half inches. Further, the specific requirements of the job would be better understood, and requirements that are better understood are more likely to be adhered to. 16. See 66 FR 10340, Notice of Safety Advisory 2001-01, Docket No. FRA intends for a device or system that satisfies an accepted industry standard including, but not limited to, AAR Standard S-5513, “Locomotive Alerter Requirements,” dated November 26, 2007, to constitute an alerter under this definition. It was developed to provide a more realistic, practical test for judging the fire safety performance of seating in public places. This final rule is effective June 8, 2012. Records retention is required until recording new qualifications, or for at least one year after such person(s) leave applicable service. However, FRA does expect all new locomotives, as of the implementation date of paragraph § 229.119(i), to fully comply with the new requirements. For this reason, in an excessively hot cab, a locomotive crew member may have no escape from extreme temperatures, since they cannot be expected to readily disembark the train and rest in a cooler environment as part of a work-rest regimen without prior planning by the railroad. PDF Full Document: Motor Vehicle Safety Regulations [10449 KB] Regulations are current to 2021-01-10 and last amended on 2018-09-01. (ii) Provide the engineer access to direct manual control of the primary braking system (service or emergency braking). The Working Group revived this issue, and after lengthy discussion, reached consensus. the official SGML-based PDF version on govinfo.gov, those relying on it for FRA's Office of Railroad Safety promotes and regulates safety throughout the Nation's railroad industry. The requirement that a locomotive be safe to operate in the service in which it is placed remains the cornerstone of Federal regulation. FRA continues to believe that the word “direct,” as used in the proposed language, sufficiently identifies the cover, door, or barrier that is located immediately in front of the high voltage equipment. Diesel exhaust from the locomotive engine that is released into an occupied locomotive cab causes a safety risk. (11) Each RCL shall be tagged at the locomotive control stand throttle indicating the locomotive is being used in a remote control mode. (3) A defective OCU shall be tracked under its own identification number assigned by the railroad. Alternatively, when locomotives are handled under the general movement for repair provision of § 229.9, they are required to be repaired or switched to a trailing position at the next forward location where either could be accomplished. When the locomotive is equipped with a combination of the equipment listed in this paragraph, each extending across both rails, only the lowest piece of that equipment must satisfy clearance requirements of this section. 29.11.2020. 972, enacted in 1992, increased the maximum penalty from $1,000 to $10,000, and provided for an aggravated maximum penalty of $20,000 for a violation of the Hours of Service Act, making these penalty amounts uniform with those of FRA's other safety laws, regulations, and orders. In accordance with the requirements of the Executive Order 13563 (E.O. Share sensitive information only on official, secure websites. As advanced technologies like a remote control locomotive demonstrates the system, subsystem, or components responsible for the safe movement and stopping of the train need not be physically located on the locomotive. A safety analysis would be required for new electronic equipment that is deployed for locomotives. This document has been published in the Federal Register. As discussed above, FRA anticipates that review of the SA and amendments would be the exception, rather than the normal practice. The plans shall identify all software versions, revisions, and revision dates. The economic burden would likely be significantly less for new combinations of technology and architectures that either implement existing functionality, or implement new functionality. OCU's having the capability to control more than one RCL shall have a means to lock in one RCL “assignment address” to prevent simultaneous control over more than one locomotive. See 58 FR 6899; 60 FR 44457; and 61 FR 8881. The Commission's requirements are detailed in Parts 1 and 2 of the FCC's Rules and Regulations (47 CFR 1.1307(b), 1.1310, 2.1091, 2.1093). CATRON/HCRQ also noted that “Railway Applications Specification and Demonstration of Reliability Availability, Maintainability and Safety (RAMS); Safety (RAMS) (ii) EN50128 (May 2001), Railway Applications: Software for Railway Control and Protection Systems” has been adopted by the IEC as “Railway Applications Specification and Demonstration of Reliability Availability, Maintainability and Safety (RAMS) IEC 62279:2002 (May 2001), Railway Applications: Software for Railway Control and Protection Systems;” FRA agrees and has retained the applicable CENLEC numbers and added the appropriate IEC numbers where applicable. Under the existing requirements, a headlight with only one functioning 200-watt lamp is not defective and its condition does not affect the permissible movement of a locomotive. One commenter suggested that FRA should add language to its discussion of the federalism implications of this final rule to clarify the pre-emptive effect of the rule. Section 229.125 is amended by revising paragraphs (a) and (d)(2) and (3) to read as follows: (a) Each lead locomotive used in road service shall illuminate its headlight while the locomotive is in use. MTA submitted comments stating that the proposed wording did not make clear the intent of the change, which as noted in the preamble, is to require the warning marking on the last object before accessing the high voltage equipment. This allows affected railroads to take appropriate actions to ensure the safety of rail operations. FRA is updating the language in § 229.19 to address the handling of prior waivers of requirements in part 229 under the final rule. In 2006, FRA codified additional requirements to address specific operational issues such as situational awareness. The Working Group successfully reached consensus on the following locomotive safety issues: locomotive brake maintenance, pilot height, headlight operation, danger markings placement, load meter settings, reorganization of steam generator requirements, and the establishment locomotive electronics requirements based on industry best practices. (3) If more than one OCU is assigned to a LCU, the secondary OCUs' man down feature, bell, horn, and emergency brake application functions shall remain active. Therefore, a comment to OMB is best assured of having its full effect if OMB receives it within 30 days of publication. The definition of “product” also clarifies the location of the functionality. 17. FRA estimates that the average small railroad will spend approximately $1,000 over twenty years to comply with the requirements in this final rule. documents in the last year, by the Federal Emergency Management Agency This record shall be kept at the location where the locomotive is maintained until a record of a subsequent successful test is filed. offers a preview of documents scheduled to appear in the next day's The revisions update, consolidate, and clarify the existing regulations. 1. An alerter will initiate a penalty brake application to stop the train if it does not receive the proper response from the engineer. Remote Control Pullback Protection means a function of a RCL that enforces speeds and stops in the direction of pulling movement. Who tracks the correction of these deficiencies and confirms that they are corrected? should verify the contents of the documents against a final, official This provides sufficient time for railroads and vendors to realize profits on their investment in new technologies made prior to the adoption of this rule. Section 229.46 is revised to read as follows: (a) Before each trip, the railroad shall know the following: (1) The locomotive brakes and devices for regulating pressures, including but not limited to the automatic and independent brake control systems, operate as intended; and. The agency was created by the Department of Transportation Act of 1966. A dead-bolt type arrangement can satisfy this requirement, but FRA expects that other designs may also satisfy this requirement. On that date, all of the acts were repealed, and their provisions were recodified into title 49 of the United States Code. Train operating and movement rules, along with components that are layered in order to enhance safety-critical behavior, should also be considered. (5) HMI design should not distract from the operator's safety related duties. According to MTA, if one did not read the preamble, it would not be apparent that “direct” was meant to convey this intent and the wording would be too subjective. The Form FRA 6180-49a provides a routinely used, centralized location for the railroad to record important information about the locomotive. Changed § 229.301(b) to delete the term “interfaces” and modified the preamble discussion accordingly. See FRA-2001-11014. The comments stated that such a requirement would improve locomotive crew performance during operation of the locomotive. This repetition of headings to form internal navigation links Physical paper records will be expected to be kept at the physical location of the supervising official. Document inspection and copying facilities are available at Room W12-140 on the Ground level of the West Building, 1200 New Jersey Avenue SE., Washington, DC 20590. This final rule will establish generally applicable requirements based on the Working Group's recommendation. 20106, and the former Locomotive Boiler Inspection Act at 45 U.S.C. The RSAC was unable to reach consensus on the issues related to remote control locomotives, cab temperature, and locomotive alerters. Generally, locomotive manufacturers consider their product to be the entire locomotive. In accordance with section 4(c) and (e) of FRA's Procedures, the agency has further concluded that no extraordinary circumstances exist with respect to this final rule that might trigger the need for a more detailed environmental review. The Federal railroad safety laws (formerly the Locomotive Boiler Inspection Act at 45 U.S.C. FRA Part # (49 CFR) FRA Title: Latest FRA Revision Date (m/d/y) Formats Available (Click to learn more) 40: Procedure for Transportation Workplace Drug and Alcohool Testing Program: 4-23-19? 20109 and 29 U.S.C. FRA believes that the modifications related to periodic locomotive inspection and headlights in this final rule will not reduce safety. FRA believes that the requirements proposed in the NPRM and retained in this final rule related to alerters incorporate existing railroad practices and locomotive design, and address each of the National Transportation Safety Board (NTSB) recommendations discussed below in section v., “General Overview of the Final Rule Requirements.”. Based on the information gathered under the experiences of utilizing the electronic records permitted under these existing waivers, the Working Group discussed, and agreed to, generally applicable requirements for electronic recordkeeping systems. The conditions contained in paragraphs (b)(2) through (6) clarify what it means for the brakes to operate as intended, as required by this section. If FRA elects not to review a product's SA, railroads would be able to put the product immediately in use after notification that FRA elects not to review. 12. Indeed, technology advances may provide for opportunities for increased or improved functionalities in train control systems that run concurrent with locomotive control. (ii) The man down/tilt feature automatic notification. This section also establishes various requirements to ensure that the train crew is notified of the increased amount of clearance and to prevent the improper use of the locomotive. III. It could also be argued that the trailing, non-controlling locomotive's automatic and independent brake valves must be able to control the brakes whenever it is called on to do so. (5) Products that are used during on-track testing outside a test facility, if approved by FRA. Revision control means a chain of custody regimen designed to positively identify safety-critical components and spare equipment availability, including repair/replacement tracking. To that end, HMI design should: (i) Display information in a manner which emphasizes its relative importance; (ii) Comply with the ANSI/HFS 100-2007, or more recent standard; (iii) Utilize a display luminance that has a difference of at least 35cd/m2 between the foreground and background (the displays should be capable of a minimum contrast 3:1 with 7:1 preferred, and controls should be provided to adjust the brightness level and contrast level); (iv) Display only the information necessary to the user; (v) Where text is needed, use short, simple sentences or phrases with wording that an operator will understand and appropriate to the educational and cognitive capabilities of the intended operator; (vi) Use complete words where possible; where abbreviations are necessary, choose a commonly accepted abbreviation or consistent method and select commonly used terms and words that the operator will understand; (vii) Adopt a consistent format for all display screens by placing each design element in a consistent and specified location; (viii) Display critical information in the center of the operator's field of view by placing items that need to be found quickly in the upper left hand corner and items which are not time-critical in the lower right hand corner of the field of view; (x) Design all visual displays to meet human performance criteria under monochrome conditions and add color only if it will help the user in performing a task, and use color coding as a redundant coding technique; (xi) Limit the number of colors over a group of displays to no more than seven; (xii) Design warnings to match the level of risk or danger with the alerting nature of the signal; and. BNSF stated in their request that each of the subject locomotives are equipped with new self-diagnostic technology and advanced computer control, and that the locomotives were designed by the manufacturer to be maintained at a six month interval. On January 29, 1985, FRA expanded the waiver to permit all railroads to inspect the 26-L type brake equipment on a triennial basis. For the twenty year period the estimated quantified costs have a Present Value (PV) 7% of $27.7 million. There are approximately 702 [1] (8) When the air valves and the electrical selector switch on the RCL are moved from manual to remote control mode or from remote control to manual mode, an emergency application of the locomotive and train brakes shall be initiated. Therefore, it is imperative that FRA act now to protect Amtrak, MARC (Maryland Area Regional Commuter), and Virginia Railway Express employees, including the traveling and non-traveling public, as current media reports suggest that more seditious action is likely imminent and could occur as soon as this week. Although, FRA is altering a number of regulatory requirements, the comprehensive safety regulatory structure remains unchanged. (b) For each locomotive equipped with advanced microprocessor-based on-board electronic condition monitoring controls: (1) The interval between periodic inspections shall not exceed 184 days; and. A Battalion Fire Chief from Fairfax County, Virginia, submitted comments stating that a rapid-entry box system (similar to a realtor's lock-box system) would ensure access by emergency responders into a locked locomotive cab. The SA developer's software and hardware development, configuration management, and fault tracking play an important role in ensuring system safety. Cost savings will result from fewer waivers and waiver renewals, a reduction in downtime for locomotives due to the changes to headlight and brake requirements, and an increased interval between periodic inspection of certain micro-processor based locomotives. (10) The RCL system (both the OCU and LCU), shall be designed to perform a self diagnostic test of the electronic components of the system. The modification clarifies the regulatory language to reflect the current understanding and application of the load meter requirement. This information is not part of the official Federal Register document. Compliance with FRA Regulations. By letter dated September 22, 2010, in response to a conductor being shot and killed during an attempted robbery on June 20, 2010, the Brotherhood of Locomotive Engineers and Trainmen (BLET) requested that FRA require door locks on locomotive cab doors. The definition of “Safety Analysis” refers to a formal set of documentation that describes in detail all of the safety aspects of the product, including but not limited to procedures for its development, installation, implementation, operation, maintenance, repair, inspection, testing, and modification, as well as analyses supporting its safety claims. (xiii) With respect to information entry, avoid full QWERTY keyboards for data entry. (d) Reviewer Report. This table of contents is a navigational tool, processed from the A conspicuous marking on the last cover, door, or barrier guarding the high voltage equipment satisfies the purpose of this section. FRA's Office of Railroad Safety promotes and regulates safety throughout the Nation's railroad industry. Slugs are used in situations where high tractive effort is more important than extra power, such as switching operations in yards. The documentation should be in a form that facilitates later comparisons with in-service experience. (4) Direct supervisors of the individuals identified in paragraphs (b)(1) through (3) of this section. For 2010 there were 754 total railroads reporting to the FRA. Title 49, part 229 of the Electronic Code of Federal Regulations. Informed by the Working Group discussions and the comments to the NPRM related to this proceeding, this final rule will codify the industry's best practices related to the use and operation of remote control locomotives. Electronic records will be permitted to be either stored locally, or remotely. (e) Annual steam generator tests. This final rule will likely burden all small railroads that are not exempt from its scope or application. E.O. For the reasons above, FRA extended the waiver of compliance with brake maintenance requirements to locomotives equipped with CCB-26 brake systems. FRA is also extending the existing auxiliary intensity requirements at 7.5 degrees and 20 degrees to the headlight to clarify the criteria by which equivalence of new design head-light lamps will be evaluated to achieve the same safety benefit.

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