Locomotive Safety StandardsPart 229

Subpart C – Safety Requirements

Subpart D – Design Requirements

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Module Objectives
        - Apply FRA Safety Standards
        - Recognize deviations from the standards

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Subpart C - Overview

General Requirements:
        - 229.41 - Protection against personal injury  
        - 229.43 - Exhaust and battery gases
        - 229.45 - General condition 

Brake System:
        - 229.46 - Brakes, general  
        - 229.47 - Emergency brake value 
        - 229.49 - Main reservoir system 
        - 229.51 - Aluminum main reservoirs
        - 229.53 - Brake gauges 
        - 229.55 - Piston travel 
        - 229.57 - Foundation brake gear 
        - 229.59 - Leakage 

Draft System:
        - 229.61 – Draft system

Suspension System:
        - 229.63 - Lateral motion 
        - 229.64 - Plain bearings 
        - 229.65 - Spring rigging 
        - 229.67 - Trucks  
        - 229.69 - Side bearings  
        - 229.71 - Clearance above top of rail
        - 229.73 - Wheel sets  
        - 229.75 - Wheels and tire defects 

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Subpart C - Overview

Electrical System:
        - 229.77 - Current collectors 
        - 229.79 - Third rail shoes
        - 229.81 - Emergency pole; shoe insulation
        - 229.83 - Insulation or grounding of metal parts
        - 229.85 - Doors and cover plates marked "Danger''
        - 229.87 - Hand-operated switches
        - 229.89 - Jumpers; cable connections
        - 229.91 - Motors and generators

Internal Combustion Equipment:
        - 229.93 - Safety cut-off device
        - 229.95 - Venting
        - 229.97 - Grounding fuel tanks
        - 229.99 - Safety hangers
        - 229.101 - Engines 

Steam Generators:
        - 229.103 - Safe working pressure; factor of safety
        - 229.105 - Steam generator number
        - 229.107 - Pressure gauge
        - 229.109 - Safety valves
        - 229.111 - Water-flow indicator
        - 229.113 - Warning notice

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Subpart C - Overview

Cabs and Cab Equipment:
        - 229.115 - Slip/slide alarms
        - 229.117 - Speed indicators
        - 229.119 - Cabs, floors, and passageways
        - 229.121 - Locomotive cab noise
        - 229.123 - Pilots, snowplows, end plates
        - 229.125 - Headlights and auxiliary lights
        - 229.127 - Cab lights
        - 229.129 - Audible warning device
        - 229.131 - Sanders
        - 229.133 - Interim locomotive conspicuity measures-auxiliary external lights 
        - 229.135 - Event recorders
        - 229.137 - Sanitation, general requirements
        - 229.139 - Sanitation, servicing requirements

Subpart D - Design Requirements:
        - 229.141 - Body structure, MU locomotives

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Protection Against Personal Injury. 
        - Exposed fans, gears, moving parts, high-voltage equipment, circuit breakers, etc. shall be located in a non-hazardous location or equipped with guards. 
        - The point here is prevent injury to persons that may accidentally come in contact with the aforementioned items during the normal business of performing their duties.  

	For example, it would not be reasonable for FRA to require a shroud or guard over an air compressor drive shaft if the drive shaft is protected or guarded by the accessory rack.  

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Exhaust and Battery Gases
        - Evidence of exhaust gases not venting properly can be seen by traces of black soot or carbon residue near the opening of car body doors, and inside the engine room compartment.  
        - If visual evidence of exhaust or sulfuric gasses cannot be seen, additional testing may be required using the Gastec, or Dragger testing system.  Consult with your specialist.

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General Condition

	This section serves several purposes:

It’s a regulatory restatement (similar to §229.7), of the Locomotive Inspection Act, that requires all locomotive parts and appurtenances to be in proper condition and safe to operate.

It’s a catch-all section that provides a regulatory link to a credible defect or a condition that rarely occurs, but nonetheless presents an unsafe situation.

It provides MP&E inspectors with a regulation to use their broad discretionary powers in terms of reporting defects on a locomotive.

	Note: Refer to RISPC defect codes.

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Brakes, General
        - Before each trip, the brake system on a locomotive shall function as intended.
        - This means every component, that’s part of the system, e.g., automatic, independent, etc. shall function properly.

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Emergency Brake Valve
        - Excluding one-person cabs, each road locomotive shall be equipped with an emergency brake valve, accessible to a crewmember other than the engineer form that person’s position in the cab.  On car body type locomotives, a brake pipe valve shall be attached to the wall adjacent to each end exit door. 
        - MU and control cab locomotives operated in road service shall be equipped with an emergency brake valve that is accessible to another crew member in the passenger compartment or vestibule. 
        - The words "Emergency Brake Valve'' shall be legibly stenciled or marked near each valve or shall be shown on an adjacent badge plate.

	Note: Crewmembers and supply personnel are notorious for placing cab supplies and other items in the cut-out area where some emergency brake valves are located. Inspectors may consider these items as an obstruction depending on the circumstances.  In addition, be sure coolers or other fixtures are not mounted near the brake valve obstructed it’s operation.

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Main Reservoir
        - All main reservoirs shall be equipped with a safety valve that should lift if pressure in the reservoir rises 15 psi above the MWAP set by the CMO.
        - Excluding MU locomotive built prior to 1/1/81, each locomotive that has a pneumatically actuated system of power controls shall be equipped with a separate reservoir of air under pressure to be used for operating those power controls. The reservoir shall be provided with means to automatically prevent the loss of pressure in the event of a failure of main air pressure, have storage capacity for not less than three complete operating cycles of control equipment and be located where it is not exposed to damage.
        - A governor shall be set so that the compressor unloads and loads 5 psi above and below MWAP set by the CMO.
        - Each compressor governor used in connection with the automatic air brake system shall be adjusted so that the compressor will start when the main reservoir pressure is not less than 15 pounds per square inch above the maximum brake pipe pressure fixed by the carrier and will not stop the compressor until the reservoir pressure has increased at least 10 pounds.

	Note:  With the exception of switcher locomotives in freight service, FRA regulations require a minimum BP of 90.  In essence that means bullet No. 3 is a non-issue.  It also means that the compressor must begin to load when MR pressure drops to 105 psi, and must not stop or unload, until pressure in the MR as reached at least 115 psi.

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Brake Gauges

	All mechanical gauges and all devices providing indication of air pressure electronically that are used by the engineer to aid in the control or braking of the train or locomotive shall be located so that they may be conveniently read from the engineer's usual position during operation of the locomotive. A gauge or device shall not be more than five percent or three pounds per square inch in error, whichever is less.

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Piston Travel
        - Brake shoes shall clear the wheel when brakes are released.  
        - Piston travel may not exceed 11⁄2” less than the maximum stroke.  
        - The maximum PT shall be entered on the 49A form.
        - Minimum brake cylinder pressure shall be 30 psi.

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Brake Gear
        - All lever, beams and hangers shall be free of cracks or breaks and securely fastened.
        - If brake rigging is secured with pins or castle nuts, cotter pins must be used.  If secured with fiber nuts, cotter pins are not required.
        - Brake shoes shall not overlap the wheel tread more than 3/8”.  

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Leakage
        - Leakage from the main air reservoir and related piping may not exceed an average of 3 pounds per square inch per minute for 3 minutes after the pressure has been reduced to 60 percent of the maximum pressure.
        - Brake pipe leakage may not exceed 5 pounds per square inch per minute.
        - With a full service application at maximum brake pipe pressure and with communication to the brake cylinders closed, the brakes shall remain applied at least 5 minutes.
        -  Leakage from control air reservoir, related piping, and pneumatically operated controls may not exceed an average of 3 pounds per square inch per minute for 3 minutes.  (Systems that utilize air operated electric power.
        - Equalizing reservoir is not allowed, unless the system is capable of maintaining pressure with the control valve in the freight position (see §232.105 (d)).

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Draft System
        - Cracks or breaks outside shaded area as depicted in the adjacent sketch or in pulling face of knuckle.
        - Free slack in excess of 1⁄2”.
        - A broken/cracked carrier.
        - A broken/cracked yoke.
        - A broken draft gear.
        - No anti-creep, (top operated – lock lift must seat firmly on horn, bottom operated – rod-eye)
        - Coupler pin retainer missing.

Note:  Bear in mind that Part 231 also applies.  Coupler height must be between 311⁄2” to 341⁄2” from the top of the rail.  

Couplers may not have:

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Lateral Motion
        - Except as provided in bullet two below, the total uncontrolled lateral motion between the hubs of the wheels and boxes, between boxes and pedestals or both, on any pair of wheels may not exceed 1”on non-powered axles and friction bearing powered axles, or 3/4 inch on all other powered axles.
        - The total uncontrolled lateral motion may not exceed 11⁄4” on the center axle of three-axle trucks.

	Note: Several measurement point may be necessary depending on axle arrangement and locomotive type.

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Spring Rigging
        - On locomotives equipped with swing hanger trucks, the spring plank must not be in contact with the safety hanger.  A critical function of the swing hanger is to stabilize the locomotive car body during certain operating conditions.  Swing hangers are designed to swing like a pendulum when the locomotive is moving around curves or misaligned track.
        - Most locomotives with elliptical springs have more than three springs.  In the context of this regulation, this means any of the following:

No more than one long leave broken.

No more than five six smaller leaves broken. 
        - An outer coil spring or saddle may not be broken. An equalizer, hanger, bolt, gib, or pin may not be cracked or broken. A coil spring may not be fully compressed when the locomotive is at rest. 
        - A shock absorber may not be broken or leaking clearly formed droplets of oil or other fluid.

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Trucks
        - The male center plate shall extend into the female center plate at least 3/4 inch. On trucks constructed to transmit tractive effort through the center plate or center pin, the male center plate shall extend into the female center plate at least 11⁄2”.
        -  Maximum lost motion in a center plate assemblage may not exceed 1⁄2”. 
        - Each locomotive shall have a device or securing arrangement to prevent the truck and locomotive body from separating in case of derailment. 
        -  A truck may not have a loose tie bar or a cracked or broken center casting, motor suspension lug, equalizer, hanger, gib or pin. 
        - A truck frame may not be broken or have a crack in a stress area that may affect its structural integrity.

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Side Bearings
        - The regulation does not necessarily address some side bearing arrangements found on newer locomotives however, for conventional side bearings, the application is as follows:

Side bearing may no be in contact unless designed to do so.

Side bearings (the pair,) intended to have clearance should not be considered in contact if any clearance whatsoever is present between the side bearing surfaces.

Maximum clearance of side bearings may not exceed 1⁄4” on each side or a total of 1⁄2” on both sides, except where more than two side bearings are used under the same rigid superstructure. The clearance on one pair of side bearings under the same rigid superstructure shall not exceed 1⁄4” on each side or a total of 1⁄2” on both sides; the other side bearings under the same rigid superstructure may have 1⁄2” clearance on each side or a total of 1”  both sides.

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Wheel Sets
        - Excessive wheel variation is an condition that could lead to improper axle loading and a wheel slip.  The regulation does address wheel variation for wheels on the same axle, 1⁄4”.  However, problems arise when wheel variation occurs between two different wheel sets, in the same three-axle truck, or in some cases, different three-axle truck.  
        - The most convenient method for measuring wheel variation for inspectors is using the index groove method, (refer to job aid handout).

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Do demonstration for wheel variation method.

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Wheel & Tire Defects

	Refer to §229.75 for discussion.

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Current Collectors
        - Pantographs shall be so arranged that they can be operated from the engineer's normal position in the cab. Pantographs that automatically rise when released shall have an automatic locking device to secure them in the down position.
        - Each pantograph operating on an overhead trolley wire shall have a device for locking and grounding it in the lowest position, that can be applied and released only from a position where the operator has a clear view of the pantograph and roof without mounting the roof.

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Third Rail Shoes

	When locomotives are equipped with both third rail and overhead collectors, third-rail shoes shall be deenergized while in yards and at stations when current collection is exclusively from the overhead conductor.

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Emergency Pole, Shoe Insulation
        - Each locomotive equipped with a pantograph operating on an overhead trolley wire shall have an emergency pole suitable for operating the pantograph. Unless the entire pole can be safely handled, the part of the pole which can be safely handled shall be marked to so indicate. This pole shall be protected from moisture when not in use. 
        - Each locomotive equipped with third-rail shoes shall have a device for insulating the current collecting apparatus from the third rail.

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Insulation, Grounding of Metal Parts

	All unguarded noncurrent-carrying metal parts subject to becoming charged shall be grounded or thoroughly insulated.

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Cover Plates – High Voltage
        - All doors and cover plates guarding high voltage equipment shall be marked "Danger-High Voltage'' or with the word "Danger'' and the normal voltage carried by the parts so protected.
        - Remember, more than 150 volts is considered “High Voltage”.

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Hand-Operated Switches
        - All hand-operated switches carrying currents with a potential of more than 150 volts that may be operated while under load shall be covered and shall be operative from the outside of the cover. 
        - Means shall be provided to show whether the switches are open or closed. Switches that should not be operated while under load shall be legibly marked with the words "must not be operated under load'' and the voltage carried.

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Jumpers
        - Jumpers and cable connections between locomotives shall be so located and guarded to provide sufficient vertical clearance. They may not hang with one end free, unless placed in a receptacle or box designed to support the free end.
        - Cable and jumper connections between locomotive may not have any of the following conditions:

Broken or badly chafed insulation.

Broken plugs, receptacles or terminals.

Broken or protruding strands of wire.

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Motors & Generators
        - A motor or a generator may not have any of the following conditions: 

Be shorted or grounded.

Throw solder excessively.

Show evidence of coming apart.

Have an overheated support bearing.

Have an excessive accumulation of oil.

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Safety Cut-off Device
        - A fuel line shall have a safety cut-off device shall have all of the following features:

Is located adjacent to the fuel supply tank or in another safe location.

Closes automatically when tripped and can be reset without hazard.

Can be hand operated from clearly marked locations, one inside the cab and one on each exterior side of the locomotive.

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Venting & Grounding Fuel Tanks
        - Fuel tank vent pipes may not discharge on the roof nor on or between the rails.
        - Fuel tanks and related piping shall be electrically grounded.

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Engines
        - Whenever an engine has been shut down due to mechanical or other problems, a distinctive warning notice giving reason for the shut-down shall be conspicuously attached near the engine starting control until repairs have been made.
        - Wheel slip/slide protection shall be provided on a locomotive with an engine displaying a warning notice whenever required by §229.115(b).

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Wheel Slip Device
        - Excluding MU locomotives, each locomotive used in road service shall be equipped with a device that provides an audible or visual alarm in the cab of either slipping or sliding wheels on powered axles under power. 
        - When two or more locomotives are coupled in multiple or remote control, the wheel slip/slide alarm of each locomotive shall be shown in the cab of the controlling locomotive.
        - Except as provided in §229.9, an equipped locomotive may not be dispatched in road service, or continue in road service following a daily inspection, unless the wheel slip/slide protective device of whatever type:

 Is functioning for each powered axle under power; and

Would function on each powered axle if it were under power.
        - Effective January 1, 1981, all new locomotives capable of being used in road service shall be equipped with a device that detects wheel slip/slide for each powered axle when it is under power. The device shall produce an audible or visual alarm in the cab.

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Speed Indicators
        - After December 31, 1980, each locomotive used as a controlling locomotive at speeds in excess of 20 miles per hour shall be equipped with a speed indicator which is:

Accurate within ±3 miles per hour of actual speed at speeds of 10 to 30 miles per hour and accurate within ±5 miles per hour at speeds above 30 miles per hour; and

Clearly readable from the engineer's normal position under all light conditions.
        - Each speed indicator required shall be tested as soon as possible after departure by means of speed test sections or equivalent procedures. 

	Note: The regulation indicates each “controlling locomotive”.  That means trailing locomotives in a multi-unit consist would not necessarily need to be equipped with a speed indicator.

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Cabs
        - Cab seats shall be securely mounted and braced.
        - Cab doors shall be equipped with a secure and operable latching device.
        - Cab windows of the lead locomotive shall provide an undistorted view of the right-of-way for the crew from their normal position in the cab, (Part 223 also applies).
        - The cab shall be provided with proper ventilation and with a heating arrangement that maintains a temperature of at least 50o F,  6 inches above the center of each seat in the cab.
        - Containers shall be provided for carrying fusees and torpedoes. A single container may be used if it has a partition to separate fusees from torpedoes. Torpedoes shall be kept in a closed metal container.

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Cab & Engine Compartments
        - Cabs & compartments shall be free of debris or other obstructions, tripping, slipping or fire hazard.  Floors shall also be treated to provide secure footing.
        - If any compartment behind the car body is used for the storage of supplies for use by railroad personnel, these areas must be kept free of debris and other safety hazards. 

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Safety Chains
        - Locomotives with open end platforms coupled in multiple control and used in road service shall have a means of safe passage between them; no passageway is required through the nose of car body locomotives. 
        - There shall be a continuous barrier across the full width of the end of a locomotive or a continuous barrier between locomotives.

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Pilots, snowplows & end plates

	After January 1, 1981, each lead locomotive shall be equipped with an end plate that extends across both rails, a pilot, or a snowplow. The minimum clearance above the rail of the pilot, snowplow or end plate shall be 3 inches, and the maximum clearance 6 inches.

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Headlights
        - Each lead locomotive used in road service shall have a headlight that produces at least 200,000 candela. If a locomotive or locomotive consist in road service is regularly required to run backward for any portion of its trip other than to pick up a detached portion of its train or to make terminal movements, it shall also have on its rear a headlight that produces at least 200,000 candela. 
        - Each headlight shall be arranged to illuminate a person at least 800 feet ahead and in front of the headlight.
        - Each locomotive or locomotive consist used in yard service shall have two headlights, one located on the front of the locomotive or locomotive consist and one on its rear. Each headlight shall produce at least 60,000 candela and shall be arranged to illuminate a person at least 300 feet ahead and in front of the headlight.
        - Headlights shall be provided with a device to dim the light.

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If it works, fine, if not take exception.

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Auxiliary Lights
        - This section is intended to standardize the installation of auxiliary lights (tri-angle configuration).
        - Auxiliary lights are required on on lead locomotives that operate at speeds greater than 20 mph over one or more public highway-rail crossings.
        - Auxiliary lights are in addition to conventional headlights discussed in the previous slide.

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Auxiliary Light Configuration
        - Two white auxiliary lights shall be placed at the front of the locomotive to form a triangle with the headlight. 
        - The auxiliary lights shall be at least 36 inches above the top of the rail, except on MU locomotives and control cab locomotives where such placement would compromise the integrity of the car body or be otherwise impractical. Auxiliary lights on such MU locomotives and control cab locomotives shall be at least 24 inches above the top of the rail. 
        - The auxiliary lights shall be spaced at least 36 inches apart if the vertical distance from the headlight to the horizontal axis of the auxiliary lights is 60 inches or more. 
        - The auxiliary lights shall be spaced at least 60 inches apart if the vertical distance from the headlight to the horizontal axis of the auxiliary lights is less than 60 inches. 

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Auxiliary Light Configuration
        - Each auxiliary light shall produce at least 200,000 candela. 
        - The auxiliary lights shall be focused horizontally within 15 degrees of the longitudinal centerline of the locomotive.
        - Burn steadily, or 
        - Flash on approach to a crossing.

	If the auxiliary lights are arranged to flash:
        -  They shall flash alternately at a rate of at least 40 flashes per minute and at most 180 flashes per minute, and
        - The railroad's operating rules shall set a standard procedure for use of flashing lights at public highway-rail grade crossings, and 
        - The flashing feature may be activated automatically, but shall be capable of manual activation and deactivation by the locomotive engineer. 

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Auxiliary Light Exemptions
        - Auxiliary lights shall be continuously illuminated immediately prior to and during movement of the locomotive, except as provided by railroad operating rules, timetable or special instructions, unless such exception is disapproved by FRA. A railroad may except use of auxiliary lights at a specific public highway-rail grade crossing by designating that exception in the railroad's operating rules, timetable, or a special order. Any exception from use of auxiliary lights at a specific public grade crossing can be disapproved for a stated cause by FRA's Associate Administrator for Safety or any one of FRA's Regional Administrators, after investigation by FRA and opportunity for response from the railroad. 
        - Any locomotive subject to Part 229, that was built before December 31, 1948, and that is not used regularly in commuter or intercity passenger service, shall be considered historic equipment and excepted from the auxiliary light requirements. 

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Movement of Locomotives with defective Auxiliary Lights
        - A lead locomotive with only one failed auxiliary light must be repaired or switched to a trailing position before departure from the place where an initial terminal inspection is required for that train.
        - A locomotive with only one auxiliary light that has failed after departure from an initial terminal, must be repaired not later than the next calendar inspection required by §229.21. 
        - A lead locomotive with two failed auxiliary lights may only proceed to the next place where repairs can be made. This movement must be consistent with §229.9. 

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Auxiliary Light Grand-fathering
        - Two types of auxiliary lights have been grand-fathered w/ conditions.  The two type are as follows:

Oscillating.

Strobe.
        - Any lead locomotive equipped with oscillating lights as discussed in the previous slides ordered for installation on that locomotive prior to January 1, 1996, is considered in compliance.
        - Any lead locomotive equipped with strobe lights as described in the previous slides and operated at speeds no greater than 40 miles per hour, is considered in compliance until the locomotive is retired or rebuilt, whichever comes first.

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Cab Lights
        -  Each locomotive shall have cab lights which will provide sufficient illumination for the control instruments, meters, and gauges to enable the engine crew to make accurate readings from their normal positions in the cab. 
        - Cab lights shall be located, constructed, and maintained so that light shines only on those parts requiring illumination and does not interfere with the crew's vision of the track and signals. 
        - Each controlling locomotive shall also have a conveniently located light that can be readily turned on and off by the persons operating the locomotive and that provides sufficient illumination for them to read train orders and timetables.
        - Cab passageways and compartments shall have adequate illumination.

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Locomotive Horns
        - Each lead locomotive shall be equipped with a horn that emits at sound level of 96db(A) at 100 feet forward of the locomotive in its direction of travel.  
        - The horn operating level shall be located in a convenient location in relation to the engineer normal seated position in the cab.

	Note: Noise measuring instruments are required for quantifying horn noise levels.  Notify your specialist if you suspect a locomotive horn is not emitting the required decibels.

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Sanders

	Excluding MU locomotives, each locomotive shall be equipped with operable sanders that deposit sand on each rail in front of the first power operated wheel set in the direction of movement.

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Event Recorders
        - Any train operated faster than 30 miles per hour shall have an in-service event recorder in the lead locomotive.
        - Event recorder equipped locomotives must have a notation under the ‘Remarks” section on the F6180.49A documenting the locomotive is event recorder equipped, unless the event recorder possess the technology allowing the locomotive as the lead position only if the recorder is functioning properly.  If so equipped, a notation is not necessary on the .49A. 

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Event RecorderUnique Definition

	For the purpose of the event recorder section (§229.135), a "train'' includes a locomotive or group of locomotives with or without cars, and "lead locomotive'' means the locomotive from whose cab the crew is operating the train and, when cab control locomotives and/or MU locomotives are coupled together, is the first locomotive proceeding in the direction of movement. The duty to equip the lead locomotive may be met with an event recorder located elsewhere than the lead locomotive provided that such event recorder monitors and records the required data as though it were located in the lead locomotive. 

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Defective Event Recorder
        - A locomotive on which the event recorder has been taken out of service as discussed in the following slide may remain as the lead locomotive only until the next calendar-day inspection. 
        - A locomotive with an inoperative event recorder is not deemed to be in improper condition, unsafe to operate, or a non-complying locomotive under §§229.7 and 229.9, and notwithstanding any other requirements in this chapter, inspection, maintenance, and testing of event recorders is limited to the requirements set forth in the periodic inspection, §229.25(e). 

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Event Recorders Removal
        - A railroad may remove an event recorder from service and, if a railroad knows that an event recorder is not monitoring or recording the data specified in §229.5(g), shall remove the event recorder from service. 
        - When a railroad removes an event recorder from service, a qualified person shall cause to be recorded the date the device was removed from service on the 49A, under the “Remarks” section. 
        - An event recorder designed to allow the locomotive to assume the lead position only if the recorder is properly functioning is not required to have its removal from service noted on the 49A. 

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Event RecorderPreserving Accident Data

	For the purposes of this section, the term "event recorder'' includes all locomotive-mounted recording devices designed to record information concerning the functioning of a locomotive or train regardless of whether the device meets the definition of "event recorder'' in §229.5.

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Event RecorderAccidents Reported to FRA

	If any locomotive equipped with an event recorder is involved in an accident that is required to be reported to FRA, the railroad using the locomotive shall, to the extent possible, and to the extent consistent with the safety of life and property, preserve the data recorded by the device for analysis by FRA. This preservation requirement permits the railroad to extract and analyze such data; provided the original or a first-order accurate copy of the data shall be retained in secure custody and shall not be utilized for analysis or any other purpose except by direction of FRA or the National Transportation Safety Board. This preservation requirement shall expire 30 days after the date of the accident unless FRA or the Board notifies the railroad in writing that the data are desired for analysis. 

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Event RecordersPending Rulemaking

	Rulemaking under way that may will require:
        - New locomotives (new date undetermined), to have crashworthy memory module.
        - Memory module to capture up to 26 events.
        - Event recorders that use magnetic tape to be replaced with conforming units.
        - Make distinction between conventional locomotives and MU locomotives, passenger and freight.   

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Cab Sanitation

	Applies to:
        - Class I railroads, both passenger and freight with some exceptions.
        - All lead locomotives.

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Cab SanitationOtherwise Applicable Sanitation Standards?
        - In the context of cab sanitation, the term above means instances where a railroad provided alternate sanitation facility such as a yard office or office building along the right-of-way that meets OSHA standards concerning the presence and condition of toilet and washing facilities.
        - FRA will not intervene where OSHA has jurisdiction.
        - FRA will not enforce “Otherwise Applicable Sanitation Standards”.

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Cab SanitationDaily Inspection & Reporting

	Repairs made to locomotives for conditions that do not comply with either  Parts 229.137 and Part 229.139 may entered on the daily inspection report or in electronic form.

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Cab Sanitation Equipped Locomotives Retention & Maintenance
        - Railroads may remove the toilet facility on downgraded locomotives e.g., (locomotive(s) placed in booster or slug service), provided the cab is not intended to be occupied.
        - Railroad are not permitted to remove the toilet facilities on all other locomotives regardless of service except downgraded locomotives as of June 3, 2002.
        - Railroad shall also retain and maintain the toilet facilities in all locomotives beginning June 3, 2002.

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Cab SanitationNew Locomotives
        - All locomotives built after June 3, 2003 except locomotives designed and built exclusively for switching operations and commuter service shall be equipped with a sanitation compartment accessible to cab employees without exiting the out-of-doors for use.
        - Railroads are prohibited from using locomotives built after June 3, 2003 that do not comply.  

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Cab SanitationSanitation, Servicing Requirements
        - The lead locomotive cab in use shall be sanitary with all components within the sanitary compartment functioning as intended.
        - Water shall be present in sufficient quantity to permit flushing.
        - Toilet systems that use chemicals for the treatment of waste shall be present and there shall be no blockage that prevents waste from evacuating the bowl.
        - All occupied trailing, switcher and transfer  locomotives cabs shall be sanitary. 

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Cab Sanitation

	See cab sanitation matrices for further discussion.

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End of Module 4

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