Brake System Safety Standards for Freight

Subpart E - End-of-Train Devices 

Subpart F – Introduction of New Brake System Technology

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Module Objectives
        - Recognize proper installation, inspection and testing of End of Train devices

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Subpart E
        - Scope – 232.401
        - Design standards 1-way end-of-train devices – 232.403
        - Design and performance standards for two-way end-of-train devices – 232.405
        - Operations requiring use of two-way end-of-train devices; prohibition on purchase of nonconforming devices – 232.407
        - Inspection and testing of end-of-train devices – 232.409

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Scope

	Subpart E applies to all trains, freight and passenger, operating on the general system of transportation, unless expressly excepted.

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Design and performance 2-waySignificant changes
        - Permits the manually “emergency” operated switch to be either located on the front device itself or on the locomotive control stand.
        - Requires locomotives ordered on or after 8/1/01, or placed in service for the first time on or after 8/1/03, to automatically activate emergency feature on EOT when engineer places train in emergency with automatic brake valve.  In other words the emergency application of brakes must propagate not only from the head-end, but from the rear-end of the train as well.
        - Regardless of built date, each controlling locomotive must be equipped with a manually “emergency” operated switch as discussed above in the first bullet.

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Operations requiring useFlowchart review

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Operations requiring useSignificant changes
        - Dispatching of trains with unarmed 2-way EOT’s due to “dead spots” is permitted at certain locations provided train operates at restricted speed for distance not to exceed one mile in order to establish communication.
        - Incorporation of Safety Advisory 98-2 recommendation requiring activation the 2-way EOT emergency activation switch whenever it becomes necessary to initiate and emergency application of air brake using either the automatic brake valve or conductor’s emergency brake valve. 

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Two-way EOTDiscussion
        - See matrices

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Two-Way EOT Inspection & TestingSignificant changes

	Requires:

Record of functional capability test provided to engineer at point of installation or initial terminal if function test is conducted by person other than member of the train crew.

The record can be written or electronic, containing the date, time, location and name of person conducting test, and maintained in the cab of the controlling locomotive.

Calibration of both front and rear units in accordance with manufactures specifications.

Calibration information sticker to be affixed on the device where both FRA and railroad personnel can easily access the information. 

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Two-Way EOT Inspection & TestingSignificant changes continues

	Permits:

An extension from 365 days between EOT calibration to 368 days.

Shelf life (calibration) of up to 92 days for front unit.

Documenting calibration of front unit on 49A card provided serial number of unit is included.

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Testing
        - Each device that will be used on the train (front & rear), must be armed and tested at the point of installation or initial terminal before the train departs.
        - Testing includes the following:

Charging BP and comparing quantitative values.

Initiating a emergency application from the rear by activating the emergency function switch on the front unit.

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Bench testing

	Bench testing is acceptable provided tests are performed in accordance with MP&E TB 98-63. 

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Two-Way EOTDiscussion

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Subpart F
        - Scope – 232.501
        - Process to introduce new brake system technology – 232.503
        - Pre-revenue service acceptance testing plan – 232.505

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Subpart F Overview

	A new section that essentially permits railroad to introduce new brake system technologies or major upgrades to existing air brake systems which the current regulation do not address.

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New brake system technologiesThe process

	Filing a petition with FRA Associate Administrator for Safety in accordance with the procedures outlined in §232.17 (Special approval procedure), and submission of Pre-revenue service acceptance testing plan prior to placing the equipment in revenue service.

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New brake system technologiesExceptions

	For brake system technologies that have previously been used in revenue service in the United States, the railroad shall test the equipment on its system, prior to placing it in revenue service, to ensure the compatibility of the equipment with the operating system (track, signals, etc.) of the railroad. A description of such testing shall be retained by the railroad and made available to FRA for inspection and copying upon request.

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End of Module 5

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