Passenger Equipment Safety Standards

Subpart A

General Provisions

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Module Objectives
        - Differentiate between Qualified Maintenance Person and Qualified Person
        - Compute the percentage of operative brakes based on a given scenario
        - List operational restrictions placed on passenger trains with power brake defects based on a given scenario

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Applicability

Applies to;
        - Railroads that operate intercity or commuter passenger train service on standard gage track which is part of the general railroad system of transportation.
        - Railroads that provide commuter or other short-haul rail passenger train service in a metropolitan or suburban area as described by 49 U.S.C. 20102(1), including public authorities operating passenger train service.

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Rule went into effect 1.1.02

Ask Tom to talk a bit about 49 USC 20102(1)

Sec. 20102. Definitions 

-STATUTE- In this part - (1) ''railroad'' - (A) means any form of nonhighway ground transportation that runs on rails or electromagnetic guideways, including - (i) commuter or other short-haul railroad passenger service in a metropolitan or suburban area and commuter railroad service that was operated by the Consolidated Rail Corporation on January 1, 1979; and (ii) high speed ground transportation systems that connect metropolitan areas, without regard to whether those systems use new technologies not associated with traditional railroads; but (B) does not include rapid transit operations in an urban area that are not connected to the general railroad system of transportation. 

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Applicability Continued

Does not apply to;
        - Rapid transit operations in an urban area that are not connected to the general railroad system of transportation.
        - A railroad that operates only on track inside an installation that is not part of the general railroad system of transportation.
        - Tourist, scenic, historic, or excursion operations, whether on or off the general railroad system of transportation.
        - Circus trains.

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Third bullet discussion....exempts trains from T&E equipment from 238.

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Definitions 238.5
        - There are dozens of definitions listed in this rule, we will discuss only those definitions that may impact your understanding of what we’ll be attempting to impart to you this week.  

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Refer to 238.5 for a complete listing of all the definitions used in the rule.   

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Anti-climbing Mechanism
        - Means the parts at the ends of adjoining vehicles in a train that are designed to engage when subjected to large buff loads to prevent the override of one vehicle by another.

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There are many definitions in this rule, we will discuss only those definitions that I think we need to thoroughly understand in order for the rule itself to be understood.  Refer to 238.5 for a complete listing of all the definitions used in the rule.   

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Brake - Effective 
        - Means a brake that is capable of producing its required designed retarding force on the train. A brake is not effective if its piston travel is in excess of the maximum prescribed limits. On vehicles equipped with nominal 12-inch stroke brake cylinders, the brake is not effective if its piston travel exceeds 10 1⁄2  inches.

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Brake - Indicator
        - Means a device, actuated by brake cylinder pressure, which indicates whether brakes are applied or released.

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Brake - Inoperative
        - Means a primary brake that, for any reason, no longer applies or releases as intended or is otherwise ineffective.

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Brake - Primary
        - Means those components of the train brake system necessary to stop the train within the signal spacing distance without thermal damage to friction braking surfaces.

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Brake - Secondary
        - Means those components of the train brake system which develop supplemental brake retarding force that is not needed to stop the train within signal spacing distances or to prevent thermal damage to friction braking surfaces.

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Braking System - Blended 
        - Means a braking system where the primary brake and one or more secondary brakes are automatically combined to stop the train. If the secondary brakes are unavailable, the blended brake uses the primary brake alone to stop the train.

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Calendar Day
        - Means a time period running from one midnight to the next midnight on a given date.

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Class I Brake Test 
        - Means a complete passenger train brake system test and inspection (as further specified in 238.313) performed by a qualified maintenance person to ensure that the air brake system is 100 percent effective.

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Class IA Brake Test
        - Means a test and inspection (as further specified in 238.315) performed by a qualified person of the air brake system on each car in a passenger train to ensure that the brakes apply and release on each car in the train in response to train line commands.

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Class II Brake Test 
        - Means a test and inspection (as further specified in 238.317) performed by a qualified person of brake pipe integrity and continuity from the controlling locomotive to the rear unit of a passenger train.

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Emergency Window 
        - Means that segment of a side-facing glazing panel which has been designed to permit rapid and easy removal in an emergency situation.

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Head-end Power
        - Means power generated on board the locomotive of a passenger train used for purposes other than propelling the train, such as cooking, heating, illumination, ventilation and air conditioning.

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In Passenger/Revenue Service 
        - Means a train or passenger equipment that is carrying, or available to carry, passengers. Passengers need not have paid a fare in order for the equipment to be considered in passenger or in revenue service.

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In service - used in connection with passenger equipment
        - Means  passenger equipment subject to this part that is in passenger or revenue service; and all other passenger equipment subject to this part, unless the passenger equipment:
        - Is being handled in accordance with 238.15, 238.17, 238.305(c)(5), or 238.503(f), as applicable;
        - Is in a repair shop or on a repair track;
        - Is on a storage track and is not carrying passengers; or
        - Has been delivered in interchange but has not been accepted by the receiving railroad.

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Second bullet refers to movement for repair and stenciling of emergency brake valve.

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Interior Fitting
        - Means any component in the passenger compartment which is mounted to the floor, ceiling, sidewalls, or end walls and projects into the passenger compartment more than 25mm (1 in.) from the surface or surfaces to which it is mounted. Interior fittings do not include side and end walls, floors, door pockets, or ceiling lining materials, for example.

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Luminescent Material 
        - Means material that absorbs light energy when ambient levels of light are high and emits this stored energy when ambient levels of light are low, making the material appear to glow in the dark.

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Occupied Volume
        - Means the volume of a rail vehicle or passenger train where passengers or crewmembers are normally located during service operation, such as the operating cab and passenger seating and sleeping areas. The entire width of a vehicle's end compartment that contains a control stand is an occupied volume. A vestibule is typically not considered occupied, except when it contains a control stand for use as a control cab.

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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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Power Car – Synonymous with locomotive or vehicle providing tractive effort for train

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Pre-revenues Service Acceptance Testing Plan
        - Means a document, as further specified in 238.111, prepared by a railroad that explains in detail how pre-revenue service tests of passenger equipment demonstrate that the equipment meets Federal safety standards and the railroad's own safety requirements.

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Primary Responsibility 
        - Means the task that a person performs during at least 50 percent of the time that the person is working. The totality of the circumstances will be considered on a case-by-case basis in circumstances where an individual does not spend 50 percent of his or her workday engaged in any one readily identifiable type of activity. Time spent supervising employees engaged in the functions of troubleshooting, inspection, testing, maintenance, or repair of train brake and mechanical components and systems covered by this part shall be considered work which is generally consistent with the function of troubleshooting of such systems and components for the purpose of the definition of this term and the definition of "Qualified Maintenance Person."

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Qualified Maintenance Person(QMP)
        - Means a qualified person who has received, as a part of the training, qualification, and designation program required under 238.109, instruction and training that includes "hands-on" experience (under appropriate supervision or apprenticeship) in one or more of the following functions: troubleshooting, inspection, testing, maintenance, or repair of the specific train brake and other components and systems for which the person is assigned responsibility.

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QMP Continued
        - This person shall also possess a current understanding of what is required to properly repair and maintain the safety-critical brake or mechanical components for which the person is assigned responsibility. Further, the qualified maintenance person shall be a person whose primary responsibility includes work generally consistent with the above-referenced functions and is designated to:
        - Conduct Class I brake tests under this part;
        - Conduct exterior calendar day mechanical inspections on MU locomotives or other passenger cars and unpowered vehicles under this part; or
        - Determine whether equipment not in compliance with this part may be moved as required by 238.17.

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Qualified Person (QP) 
        - Means a person who has received, as a part of the training, qualification, and designation program required under 238.109, instruction and training necessary to perform one or more functions required under this part. The railroad is responsible for determining that the person has the knowledge and skills necessary to perform the required function for which the person is assigned responsibility. The railroad determines the qualifications and competencies for employees designated to perform various functions in the manner set forth in this part.

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QP Continued
        - Although the rule uses the term "qualified person" to describe a person responsible for performing various functions required under this part, a person may be deemed qualified to perform some functions but not qualified to perform other functions. For example, although a person may be deemed qualified to perform the Class II brake test required by this part, that same person may or may not be qualified to perform the Class IA brake test or authorize the movement of defective equipment under this part. The railroad will determine the required functions for which an individual will be deemed a "qualified person" based upon the instruction and training the individual has received pursuant to 238.109 on a particular function.

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Refresher Training 
        - Means periodic retraining required by a railroad for employees or contractors to remain qualified to perform specific equipment inspection, testing, or maintenance functions.

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Repair Point 
        - Means a location designated by a railroad where repairs of the type necessary occur on a regular basis. A repair point has, or should have, the facilities, tools, and personnel qualified to make the necessary repairs. A repair point need not be staffed continuously.

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Respond as Intended 
        - Means to produce the result that a device or system is designed to produce.

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Running Brake Test 
        - Means a test (as further specified in 238.319) performed by a qualified person of a train system or component while the train is in motion to verify that the system or component functions as intended.

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Running Gear Defect 
        - Means any condition not in compliance with this part which involves a truck component, a draft system component, a wheel, or a wheel component.

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Safety Appliance
        - Means an appliance required under 49 U.S.C. chapter 203, excluding power brakes. The term includes automatic couplers, hand brakes, sill steps, handholds, handrails, or ladder treads made of steel or a material of equal or greater mechanical strength used by the traveling public or railroad employees that provide a means for safely coupling, uncoupling, or ascending or descending passenger equipment.

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Safety-critical 
        - Means a component, system, or task that, if not available, defective, not functioning, not functioning correctly, not performed, or not performed correctly, increases the risk of damage to passenger equipment or injury to a passenger, crewmember, or other person.

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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. Coupling and uncoupling of each semi-permanently coupled unit in a train can be performed safely only while at a maintenance or shop location where personnel can safely get under a unit or between units.

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Shock Absorbent Material 
        - Means material designed to prevent or mitigate injuries due to impact by yielding and absorbing much of the energy of impact.

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Spall - Glazing
        - Means small pieces of glazing that fly off the back surface of the glazing when an object strikes the front surface.

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Telescope
        - Means override an adjoining rail vehicle or unit and penetrate into the interior of that adjoining vehicle or unit because of compressive forces.

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Terminal
        - Means a starting point or ending point of a single scheduled trip for a train, where passengers may get on or off a train. Normally, this location is a point where the train would reverse direction or change destinations

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Tier I 
        - Means operating at speeds not exceeding 125 mph.

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Tier II
        - Means operating at speeds exceeding 125 mph but not exceeding 150 mph.

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Tourist, scenic, historic, or excursion operations 
        - Means railroad operations that carry passengers, often using antiquated equipment, with the conveyance of the passengers to a particular destination not being the principal purpose.

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Trailer Car
        - Means a rail vehicle that neither propels a Tier II passenger train nor is the leading unit in a Tier II passenger train. A trailer car is normally without a control stand and is normally occupied by passengers.

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Train - Commuter 
        - Means a passenger train providing commuter service within an urban, suburban, or metropolitan area. The term includes a passenger train provided by an instrumentality of a State or a political subdivision of a State.

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Train, long-distance intercity passenger
        - Means a passenger train that provides service between large cities more than 125 miles apart and is not operated exclusively in the National Railroad Passenger Corporation's Northeast Corridor.

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Train - Passenger
        - Means a train that transports or is available to transport members of the general public. If a train is composed of a mixture of passenger and freight equipment, that train is a passenger train for purposes of this part.

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Train, short-distance intercity passenger 
        - Means a passenger train that provides service exclusively on the National Railroad Passenger Corporation's Northeast Corridor or between cities that are not more than 125 miles apart.

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Train - Tier II passenger
        - Means a short-distance or long-distance intercity passenger train providing service at speeds that include those exceeding 125 mph but not exceeding 150 mph.

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Trainset - Passenger
        - Passenger means a passenger train.

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Unit
        - Means passenger equipment of any type, except a freight locomotive when used to haul a passenger train due to failure of a passenger locomotive.

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Unoccupied Volume 
        - Means the volume of a rail vehicle or passenger train which does not contain seating and is not normally occupied by passengers or crewmembers.

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Vehicle - Rail 
        - Means passenger equipment of any type and includes a car, trailer car, locomotive, power car, tender, or similar vehicle. This term does not include a freight locomotive when used to haul a passenger train due to failure of a passenger locomotive.

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Movement for Repair

	Two provisions for the movement of defective equipment;

Movement for repair with power brake defects – 238.15

Movement for repair with other than power brake defects – 238.17
        - Both provisions have limitations and conditions that must be followed in order for movement to be allowed without civil penalty liability
        - Both provisions essentially apply to Tier I equipment (certain sections of provisions apply to Tier II and are incorporated by reference, see 238.503 (e) & (f)) 
        - Railroad not relieved of liability in the event of death or injury to railroad employee arising from movement of defective equipment referred to above
        - Equipment defective under Part 229 used in passenger service will also be subject to restrictions imposed under Part 229.9  

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20303 (c) Liability.--The movement of a vehicle under this section is at the risk only of the railroad carrier doing the moving. This section does not relieve a carrier from liability in a proceeding to recover damages for death or injury of a railroad employee arising from the movement of a vehicle with equipment that is defective, insecure, or not maintained in compliance with this chapter.

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 Movement for Repair withPower Brake Defects – 238.15

	At the time  a Class I or Class IA brake test is performed movement may occur without civil penalty liability provided the following conditions are met;
        - Train moved for repair without passengers,
        - Applicable operating restrictions based on percent of operative brakes in train, 
        - Defective equipment properly tagged or information recorded via automated tracking system,
        - Train moved without passengers for scrapping or sale, at speeds of 15 mph or less, and in accordance with railroad’s air brake or power brake instructions.

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Power Brake Defects - Enroute

	Enroute, after Class I or Class IA brake test is performed movement may occur without civil penalty liability provided the following conditions are met;
        - The brakes were operative at the Class I or Class IA brake test and became defective enroute
        - Applicable operating restrictions based on percent of operative brakes in train
        - Defective equipment properly tagged or information recorded via automated tracking system

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Power Brake Defects - Enroute Continued
        - If the en route power brake defect causes the brake to be inoperative or cut-out, then the percentage of operative brakes on the train must be calculated. 
        - Notify dispatcher of the percentage of operative brakes in train and movement restrictions
        - Notify mechanical department of the failure 
        - Confirm the percentage of operative brakes by performing a walking inspection at the next location where the railroad reasonably judges that it is safe to do so

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Tagging or Record of Defective Equipment

	Power Brake Defects
        - Tag or card must be placed on the car at the time the defect is discovered and appear on both sides of the defective equipment.  In lieu of a tag or card, the railroad may use an automated tracking system.  In either case, the following information must be recorded on the record;

 The reporting mark and car or locomotive number,

 The name of inspection railroad,

 The name of inspector,

 The inspection location and date,

The nature of each defect,

The destination of defective equipment (repair point),

The signature, if possible, and job tile of the person reporting the defective condition.

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Automated Tracking System
        - Must be accessible for review at anytime  by FRA or railroad employees
        - Automated system must be secure, contain the information from the previous slide, adequately track and monitor the movement of defective equipment
        - Failure to comply with these requirements could lead to FRA revoking the railroads option of using an automated tracking system

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Last bullet – if revoked it’s done in writing and will state the basis for the action.  Probably something that will be processed by HQ.

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Operating RestrictionsDefective Brakes
        - Varies depending on total number of operative brakes in train and type of train
        - Operating restrictions required in order for movement to made without civil penalty liability

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Computation of Percent Operative Brakes
        - A train equipped with disc brakes only, or with a combination of disc and tread braking units, determine percentage of operative power brakes in train by dividing the number of axles with operative brakes by total number of axles.
        - For trains equipped only with tread braking units (TBUs), divide number of operative TBUs by total number of TBUs
        - Each cut-out axle on a locomotive that weighs more than 200,000 pounds shall be counted as two cut-out axles for the purposes of calculating the percentage of operative brake

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Disk and Tread Brakes
        - If an axle is equipped with both disk and tread brakes, and if either disk or tread brake is inoperative, that axle is considered to have inoperative brakes.  

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Other Brake Defects 

	The following brake defects should not be considered when calculating percentage of operative brakes in a train; 
        - Failure or cutting out secondary brake systems,
        - Handbrakes or parking brakes,
        - Excessive piston travel that does not render brakes ineffective,
        - Brakes overdue for inspection, testing, maintenance, or stenciling.

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Operating RestrictionsAll Passenger Trains

	All passenger trains developing 50 to 74 percent operative power brakes may be used only as follows;

The train may be moved in passenger service only to the next forward passenger station,

The speed of the train shall be restricted to 20 mph or less, and

After all passengers are discharged, the defective equipment shall be moved to the nearest location where the necessary repairs can be made.

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Operating Restrictions 75 to 84 Percent Operative Brakes 

	Commuter, short-distance intercity, and short-distance Tier II passenger trains with 75 to 84 percent operative brakes must;

Reduce train’s maximum allowable speed by 50 percent or 40 mph, whichever is less,

Moved to next forward location where repair can be made,

If passenger safety is at risk, move the train to the next forward passenger station where passengers can be safely unloaded,

After passengers are discharged, train must be moved to nearest location for repair.

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The train may be moved in passenger service only to the next forward location where the necessary repairs can be made; however, if the next forward location where the necessary repairs can be made does not have the facilities to handle the safe unloading of passengers, the train may be moved past the repair location in service only to the next forward passenger station in order to facilitate the unloading of passengers;

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Operating Restrictions 85 to 99 Percent Operative Brakes 

	Commuter, short-distance intercity, and short-distance Tier II Passenger trains with 85 to 99 percent operative brakes must;

Moved to next forward location where repair can be made,

If passenger safety is at risk, the train may move to the next forward passenger station where passengers can be safely unloaded,

After passengers are discharged, train must be moved to nearest location for repair.

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The train may be moved in passenger service only to the next forward location where the necessary repairs can be made; however, if the next forward location where the necessary repairs can be made does not have the facilities to handle the safe unloading of passengers, the train may be moved past the repair location in service only to the next forward passenger station in order to facilitate the unloading of passengers; and

238.15(d)(3)(ii)(B)

After all passengers are discharged, the defective equipment shall be moved to the nearest location where the necessary repairs can be made.

238.15(d)(4)

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Operating Restrictions

	Long distance intercity passenger trains with 75 to 84 percent operative brakes must;

Reduce train’s maximum allowable speed by 50 percent or 40 mph, whichever is less,

Moved to next designated forward location where repair can be made,

If passenger safety is at risk, move the train to the next forward passenger station where passengers can be safely unloaded,

After passengers are discharged, train must be moved to nearest location for repair.

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Sunset Limited, etc.

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Operating Restrictions

	Long distance intercity passenger trains with 85 to 99 percent operative brakes must;

Moved to next designated  forward location where repair can be made,

If passenger safety is at risk, move the train to the next forward passenger station where passengers can be safely unloaded,

After passengers are discharged, train must be moved to nearest location for repair.

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Operating RestrictionsAll Passenger Trains

 	All passenger trains with completely inoperative power brakes on the front or rear unit and the handbrake is located inside the car, the following conditions apply;

Qualified person must be stationed at handbrake,

Car must be locked-out & empty (no passengers),

Appropriate speed restrictions must be placed on train by qualified person.

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Operating RestrictionsAll Passenger Trains

 	All passenger trains with completely inoperative power brakes on the front or rear unit and the handbrake is located outside the car or otherwise inaccessible , the following conditions apply;

Car must be locked-out & empty (no passengers),

Train shall be operated at restricted speed not to exceed 20 mph,

The car shall be removed from the train or repositioned in the train at the first location where it is possible to do so.

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Practice
        - Refer to scenarios in handout

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Movement for Repair with other than Power Brake Defects – 238.17

	Running Gear Defects found at the time of the calendar day mechanical inspection may be moved for repair;

If QMP determines it’s safe to move, and notifies the train crew of any appropriate movement restrictions,

If not used in passenger service, 

Is moved in a non-revenue train, and is properly tagged.

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Non-Running Gear Defects

	Non-Running Gear Defects* found at the time of the calendar day mechanical inspection may be moved for repair;

QMP determines it’s safe to move, and notifies the train crew of any movement restrictions (can be made other than face-to-face, including through a 3rd party such as a yardmaster),

Car is locked out and empty, and properly tagged,

Movement restrictions are observed.

* Exceptions made for certain interior defects 

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Stenciling of emergency brake valve, stenciling of high voltage equipment covers, safety related signage.  Seats, Trap doors, vestibule illumination, and end/side doors defective with conditions of the latter three.  Further discussion in Module 4

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Running Gear Defects - Enroute

	Equipment that develops a running gear defect enroute may be moved only if;

 QMP determines if safe, and prescribes appropriate speed and other restrictions.  (This may be based on a description by crewmember, provided there is an inspection by a QMP at the first location possible),

QP or QMP notifies crewmember of defective equipment, and any speed or other restrictions.

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Running Gear and Non-Running Gear Defects - Enroute
        - After a QMP verifies that it is safe for equipment with defective running gear, and either a QMP or a QP makes this verification for non-running gear defect, the equipment may continue in passenger service but, not later than the next calendar day mechanical inspection unless repairs are made 

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Non-Running Gear Defects- Enroute

	Equipment that develops a Non-Running Gear Defect may be moved only if;

QP or QMP determines if safe to move, and applies any appropriate speed and other restrictions,

May be made upon a description provided by on-site personnel,

QP or QMP notifies crewmember of defective equipment, and any speed or other restrictions.

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QPM vs. QP
        - QMP’s are authorized to make all movement for repair determinations
        - QP may make only non-running gear movement for repair determinations
        - QMP may make movement for repair determinations off site, but must physically inspect defective equipment at the first location possible

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Explain off site phrase if necessary

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Tagging or Record of Defective Equipment 

	Running Gear and Non-running Gear Defects
        - Tag or card must be placed on the car at the time the defect is discovered and appear on both sides of the defective equipment.  In lieu of a tag or card, the railroad may use an automated tracking system.  In either case, the following information must be recorded on the record;

 The reporting mark and car or locomotive number,

 The name of inspection railroad,

 The name of inspector,

 The inspection location and date,

The nature of each defect,

The destination of defective equipment (repair point),

The signature, if possible, and job tile of the person reporting the defective condition.

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Automated Tracking System
        - Must be accessible for review at anytime  by FRA or railroad employees
        - Automated system must be secure, contain the information from the previous slide, adequately track and monitor the movement of defective equipment
        - Failure to comply with these requirements could lead to FRA revoking the railroads option of using an automated tracking system

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Last bullet – if revoked it’s done in writing and will state the basis for the action.  Probably something that will be processed by HQ.

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Maintaining Repair Records
        - Railroads shall maintain record of all reported defects in accordance with  238.19
        - These records can be written or electronic

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Inspection of Derailed Equipment
        - If equipment is involved in a derailment, there must be an inspection and test of the roller bearings in accordance with the railroad’s procedures for handling derailed equipment, before the equipment continues in service
        - There are additional, and more stringent, requirements triggered by the severity of the derailment or the condition of the equipment as described in the next slide

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Inspection of Roller Bearings 

	Roller bearing shall be disassembled from axle and inspected internally if;
        - Shows any external sign of damage,
        - Makes any unusual noise when its wheel set is spun freely (an on track rolling test is acceptable), or when bearing is manually rotated.
        - Speed at time of derailment more than 10 mph, 
        - Truck was dragged on ground a distance of more than 100 feet.

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Movement of Passenger Equipment with Safety Appliance Defects
        - Safety appliance defects may be moved for repair in accordance with 49 USC 20303, and tagging requirements previously discussed

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Special requisites for movement of passenger equipment with safety appliance defects. Consistent with 49 U.S.C. 20303, passenger equipment with a safety appliance not in compliance with this part or with part 231 of this chapter, if applicable, may be moved - 

238.17(e)(1)

(1) If necessary to effect repair of the safety appliance;

238.17(e)(2)

(2) From the point where the safety appliance defect was first discovered by the railroad to the nearest available location on the railroad where the necessary repairs required to bring the passenger equipment into compliance can be made or, at the option of the receiving railroad, the equipment may be received and hauled for repair to a point on the receiving railroad's line that is no farther than the point on the delivering railroad's line where the repair of the defect could have been made;

238.17(e)(3)

(3) If a tag placed on both sides of the passenger equipment or an automated tracking system contains the information required under paragraph (c)(4) of this section; and

238.17(e)(4)

(4) After notification of the crewmember in charge of the movement of the defective equipment, who in turn shall inform all other crewmembers of the presence of the defective condition(s).

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Special Notice for RepairForm 8

	Nothing in 238.17 authorizes the movement of passenger equipment subject to an FRA Special Notice for Repair (Form FRA F6180.8) unless movement is made in accordance with the restrictions contained in the Special Notice

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Practice 
        - Refer to scenario in handout

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Reporting & Tracking Defective Equipment - 238.19

	Each railroad will be required to have a reporting and tracking system, for defective equipment.  The system may be in hand written or electronic format, and must contain the following;
        - Identification number of defective equipment,
        - Date defect discovered,
        - Nature of defect,
        - The determination made by the QP or QMP on whether the equipment is safe to run,
        - Name of QP or QMP making the determination,
        - Operating restrictions if applicable,
        - Repairs & date.

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Retention of Records
        - At a minimum, the railroad shall keep the records for a period equal to one periodic maintenance interval for each specific type of equipment 
        - The records must be made available to FRA upon request

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List of Power BrakeRepair Points

	Railroads that operate long-distance intercity or Tier II equipment must;
        - Designate locations (in writing) where repairs to power brake defects will be made, and provide the list to FRA Headquarters, 
        - Make list available to any FRA Inspector upon request,
        - Give FRA 30 days advance written notice before making changes to the locations.

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Special Approval Procedure
        - This process allows passenger railroads to petition FRA on issues relating to alternative standards under various sections of the rule, e.g., fire safety, fuel tanks, single car test, etc.
        - The typical MP&E Inspector will not be involved in this process

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End of Module 1
        - Take a break!!!

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