Each locomotive in service shall be inspected at least
once during each calendar day by a qualified inspector. A written report of
the inspection shall be made on Form 2068 Locomotive Daily
Inspection Report
Completed written report on Form 2068, must not
be removed from the tablet and the tablet is to remain in the locomotive cab.
Mechanical Services employees will remove completed reports or tablets.
Locomotive engineers along with designated Mechanical
Service employees are qualified to conduct a Locomotive Daily Inspection.
Each locomotive engineer is responsible for ensuring
locomotives in their charge are inspected once each calendar day.
Note: A calendar day is a 24-hour time period
from midnight to midnight.
Example: A locomotive inspected anytime on Day
One will need to be inspected by 23:59 of Day Two.
The following forms will be completed when conducting:
·
Locomotive daily inspection: `
Locomotive Daily Inspection Report, Form 2068.
Note: Locomotive
Daily Inspection Report forms must remain in the form holder in the locomotive
cab. Mechanical Services employees will remove the forms from the locomotive.
·
Reporting locomotive malfunction:
Defect portion of the Crew to Crew Information Form, Q-8065.
·
Tagging a non-complying locomotive:
Non-Complying Tag, Form 2067.
·
Tagging a locomotive with inoperative dynamic brake:
Non-Complying Tag, Form 2067.
Unless otherwise provided, if the Locomotive Daily
Inspection Report indicates that the locomotive was inspected the previous
calendar day the engineer will complete the current daily inspection before
23:59 hours as outlined below:
·
If the engineer’s tour of duty will go beyond 23:59 hours, the
locomotive daily inspection must be completed before 23:59 hours. The
engineer must notify the train dispatcher, yardmaster or other proper
authority a daily inspection will be required.
·
If the engineer’s tour of duty will allow the engineer to reach
the final terminal or destination before 23:59 hours, the engineer must
inspect the locomotive at the final terminal or destination. This will not
apply if the locomotive will be delivered to the shop tracks where mechanical
service employees are on duty or proper authority advises the engineer the
locomotive will be inspect by 23:59 hours of the current calendar day by one
of the following:
Ø
Mechanical Services employee.
Ø
Relieving engineer.
If the Locomotive Daily Inspection Report indicates
that the locomotive was not inspected during the previous day, or if there is
no record of a daily inspection, the engineer must inspect the locomotive
before it is placed into service.
If the locomotive was not used the previous day, the
words “Not Used” will be inserted on a separate Daily Inspection Report along
with the date(s) that the locomotive was not used.
When delivering locomotive(s) en route, the engineer
must determine if a daily inspection has been performed on that locomotive for
the current calendar day. If not, the engineer must inspect the locomotive,
unless proper authority advises that one of the following employees will
inspect the locomotive before 23:59 hours of the current calendar day by:
·
Mechanical Services employee.
·
Relieving engineer.
Except as provided in rule 2.6 of this section, any
conditions that constitute non-compliance with any requirement of the
Locomotive Inspection and United States Safety Appliance Acts shall be
repaired before the locomotive is used.
A notation shall be made on the Locomotive Daily
Inspection Report indicating the nature of the repairs that have been
made. The person making the repairs shall sign the report.
The Locomotive Daily Inspection Report shall be
filed and retained for at least 92 days in the office of the carrier at the
terminal at which the locomotive is cared for. A record shall be maintained
showing the place, date and time of the previous inspection.
Inspection items listed below in Rules 2.3 through 2.6 are
non-complying items if they do not function properly during the daily
inspection.
The engineer must ensure that:
a)
FRA Form F 6180-49A (blue card) is displayed and up to date.
b)
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.
c)
Cab seats shall be securely mounted and braced.
d)
Cab doors shall be equipped with a device to secure the door.
e)
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.
f)
Floors of cabs, passageways and compartments shall be kept free from
oil, water or any obstruction that creates a slipping, tripping or fire
hazard. Floors shall be properly treated to provide secure footing.
g)
The cab shall be provided with proper ventilation and with a heating
arrangement that maintains a temperature of at least 50 degrees Fahrenheit
6 inches above the
center of each seat in the cab.
h)
All gauges used by the engineer for braking the train or locomotive
shall be located so that they may be conveniently read from the engineer's
usual position in the cab.
i)
Air gauges on the control stand may not be more than three pounds per
square inch in error.
j)
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.
k)
Each locomotive cab shall have cab lights, which will provide
sufficient illumination for the control instruments and gauges.
l)
Each controlling locomotive cab shall also have conveniently located
cab light that can be readily turned on and off by the persons operating the
locomotive and that provides sufficient illumination for them to read required
operating instructions.
m)
The following must be operational on, or from, the lead locomotive:
Front headlight.
Rear headlight when the locomotive is used in yard service,
or in road service and is regularly required to run backwards for any portion
of its trip other than to pick up a portion of its train or to make terminal
movements.
Auxiliary lights.
Horn.
Bell.
Both sides of each locomotive must be inspected to
ensure:
a)
Walkways and walk-in compartments (car body-type locomotives) are clear
of debris, tools, and accumulated oil or grease.
b)
Handrails, handholds, steps, ladders, safety chains, and guards are
secured and ready for service. Inspect for broken, bent, damaged, or loose
equipment. Make sure safety chains are connected high enough for safe passage.
c)
All electrical and rotating equipment guards are in place.
d)
The diesel engine has no apparent exhaust, oil, water, or fuel leaks.
e)
The hand brake is operational.
f)
Similar 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 a car body locomotive.
g)
Locomotives with open platforms not coupled to another locomotive must
have a continuous barrier across the full width of the end of a locomotive.
h)
Locomotive with an open platform coupled to another locomotive without
an open platform must have a continuous barrier between locomotives.
i)
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.
j)
Each vertical handhold must provide at least two and one-half inches of
usable hand clearance throughout its entire length.
k)
Each horizontal end handhold must provide at least two inches of usable
hand clearance throughout its entire length.
Both sides of the engine must be inspected to insure
that:
a)
Sand is deposited on the rail in front of the lead powered axles of
each locomotive in consist.
b)
Fuel tank is not leaking.
c)
No defects such as cracks, broken or missing parts are on the:
·
Locomotive trucks
·
Wheels
·
Gear cases
·
Draft gears
d)
Brake cylinder piston travel must be as follows:
1.
Minimum: Sufficient to provide brake shoe clearance when the
brakes are released.
2.
Maximum: 1-1/2 inches less than the travel entered on FRA
Form F6180-49A (blue card located in the locomotive cab).
e)
Foundation brake rigging does not bind or foul.
f)
Brake shoes are secured and approximately in line with the tread of the
wheel. Shoe must not have obvious lips or overhangs.
g)
Locomotive brake shoes do not have a minimum thickness measurement
requirement. Brake shoes must have sufficient thickness to last to the next
maintenance point or through the shift in yard service.
h)
No part of the electrical jumper cable is lying on the coupler.
i)
Electrical jumper cables may not hang with one end free. Cable and
cable connections between locomotives may not have broken or badly chafed
insulation, broken plugs, receptacles or terminals, or broken or protruding
strands of wire.
j)
Unused electrical cables must be stowed properly or the disconnected
ends placed into a dummy receptacle or a multiple-unit cable holder.
k)
A coupler may not have a crack or break in the pulling face of the
knuckle.
l)
Safety hangers shall be provided to prevent spring planks, spring
seats, or bolsters from dropping to the track structure in event of a hanger
or spring failure.
m)
An elliptical spring may not have its top (long) leaf broken or any
other three leaves broken, except when that spring is part of a nest of three
or more springs and none of the other springs in the nest has its top leaf or
any other three leaves broken.
n)
An outer coil spring or saddle may not be broken.
o)
An equalizer, hanger, bolt, gib, or pin may not be cracked or broken.
p)
A coil spring may not be fully compressed when the locomotive is at
rest.
q)
A shock absorber may not be broken or leaking clearly formed droplets
of oil or other fluid.
r)
Each locomotive shall have a device or securing arrangements to prevent
the truck and locomotive body from separating in case of derailment.
s)
A truck may not have a loose tie bar or a cracked or broken center
casing, motor suspension lug, equalizer, hanger, gib or pin.
t)
Friction side bearings may not be run in contact unless designed to
carry weight.
u)
No part or appliance of a locomotive except the wheels, flexible
nonmetallic sand pipe extension tips, and trip cock arms may be less than 2
1/2 inches above the top of rail.
v)
Wheels must not have a single flat spot that is 2 1/2 inches or more in
length or two adjoining flat spots that are each two or more inches in length.
w)
Wheels and tires may not have any of the following conditions:
·
A gouge or chip in the flange more than 1 1/2 inches in length
and 1/2 inch in width.
·
A broken rim, if the tread, when measured from the flange at a
point five-eight’s inch above the tread, is less than 3 3/4 inches in width.
·
A shelled-out spot 2 1/2 inches or more in length, or two
adjoining spots that are each two or more inches in length.
·
A seam running lengthwise that is within 3 3/4 inches of the
flange.
·
Flange worn to a 7/8-inch thickness or less, gauged at a point
3/8 inch above the tread.
·
A tread worn hollow 5/16 inch or more on a locomotive in road
service, or 3/8 inch or more on a locomotive in switching service.
·
A flange height of 1 1/2 inches or more measured from tread to
the top of the flange.
·
Rims less than
1 inch thick on a
locomotive in road service or less than 3/4 inch on a locomotive in yard
service.
·
A crack or break in the flange, tread, rim, plate or hub.
·
A loose wheel or tire.
Definition.
Sanitary means lacking any condition in which any
significant amount of filth, trash, or human waste is present is such a manner
that a reasonable person would believe that the condition might constitute a
health hazard; or of strong persistent, chemical or human waste odors
sufficient to deter use of the toilet facility.
The engineer will ensure the following when conducting a
daily inspection:
a)
General Requirements
Except for locomotives
engaged in transfer and switching service on which employees have ready access
to railroad-provided sanitation facilities outside of the locomotive, all lead
locomotives in use shall be equipped with a sanitation compartment. Each
sanitation compartment shall be:
·
Ventilated;
·
Equipped with a door that closes;
·
After October 4, 2003, possess a modesty lock;
·
All mechanical systems on the toilet shall function properly
(example, flushing device, toilet seat);
·
Water shall be present in sufficient quantity to permit
flushing;
Crews will be
provided with toilet paper, trash bag or receptacle and a means to wash hands.
b)
Defective, Unsanitary Locomotive Toilet
A lead locomotive with a
defective or unsanitary toilet facility at the time of the daily inspection
only may continue to be used as a lead locomotive only where all of the
following conditions are met:
1)
The unsanitary or defective conditions discovered at a location where
there are no other suitable locomotives available, i.e., where it is not
possible to switch another locomotive into the lead position, or the location
is not equipped to clean the sanitation compartment if unsanitary or repair
the toilet facility if defective.
2)
The locomotive while noncompliant, did not pass through a location
where it could have been cleaned if unsanitary, repaired if defective, or
switched with another compliant locomotive, since its last daily inspection;
3)
Upon reasonable request of a locomotive crew member, crew member
may seek access to a toilet facility out side of the locomotive.
4)
If the sanitation compartment is unsanitary, the sanitation compartment
door shall be closed and adequate ventilation shall be provided.
5)
The locomotive shall not continue in service in the lead position
beyond a location where the defective or unsanitary condition can be corrected
or replaced with another compliant locomotive or next daily inspection.
c)
Defective, Unsanitary Toilet – Locomotive in Trailing Position
If it is determine during the
daily inspection a locomotive toilet is defective or unsanitary or both, the
locomotive may be used in a trailing position. Such locomotive shall not be
used to haul employees in the unit unless sanitation compartment is made
sanitary. If the toilet is defective and sanitary and the unit is occupied,
the toilet facility shall be clearly marked showing the defective toilet is
unavailable for use.
d)
Defective, Sanitary Toilet – Locomotive in Switching or Transfer
Service
If it is determine during the
daily inspection a locomotive toilet is defective but sanitary, the locomotive
may be used in switching and transfer service for a period not exceeding 10
days. In this instance, the toilet facility shall be marked or tagged as
unavailable for use.
Once each day, water, oil and foreign matter must be drained manually from all
reservoirs, intercoolers, after coolers, filters, dirt collectors and all
other air brake components equipped with manual drains.
During the locomotive daily inspection if one or more
non-complying, FRA defects exist, a locomotive may be moved if it is
determined by a qualified person the locomotive is safe to move. If the
locomotive is safe to move it may only be moved if it is:
·
A single unit under power not attached to cars or
·
A locomotive consist not attached to cars or
·
Is isolated or shut down when attached to cars.
Note: Locomotives with inoperative headlights, auxiliary lights or
speed indicator may be operated under power in trail position.
a)
Complete Non-Complying Tag and attach it to the isolation switch
of the non-complying locomotive. The tag must include the following
information:
·
“Non-complying locomotive” written on the tag.
·
Locomotive initials and number.
·
Name of the inspecting railroad.
·
Inspection location and date.
·
Nature of the defect.
·
Movement restrictions, if any.
·
Destination.
·
Signature of the employee making the inspection.
If a Non-Complying Tag is unavailable, a notice bearing the words
"non-complying locomotive" and containing the above information, must be
securely attached to the engine starting control or isolation switch.
b)
Secure a copy of the non-complying tag on the control stand of the
controlling locomotive.
c)
Engineer in charge of the locomotive movement must receive written
notification of the non-complying locomotive (a copy of a Non-Complying Tag
meets this requirement). The engineer must inform all other crew members of
the non-complying locomotive and of any restrictions.
If a locomotive is not safe to move:
a)
Dispatcher, yardmaster or other proper authority must be notified.
b)
A Non-Complying Tag must be completed and attached to the isolation
switch of the non-complying locomotive. The tag must include the following
information:
·
“Non-complying locomotive” written on the tag.
·
Locomotive initials and number.
·
Name of the inspecting railroad.
·
Inspection location and date.
·
Nature of the defect.
·
Signature of the employee making the inspection.
A locomotive that develops a non-complying condition en
route may continue operating if the engineer or other qualified employee
determines that the locomotive is safe to move and the engineer or other
qualified employee completes the Non-Complying Tag and “Defects”
portion of the Crew to Crew Information Form. The locomotive may then
be operated until the next daily inspection is due or until it reaches the
nearest repair point, whichever is first.
The engineer must:
a)
Report any non-complying conditions on the Crew to Crew Information
Form.
b)
Leave the completed Crew to Crew Information Form with the
non-complying locomotive unless otherwise instructed.
c)
Report non-complying conditions to the dispatcher and Central
Locomotive Specialist as soon as possible
(1-800-308-6426).
d)
Notify the relieving engineer of any non-complying conditions.
e)
Apply a Non-Complying Tag to the isolation switch on the non-complying
locomotive and leave a copy of the Non-Complying Tag on the controlling
locomotive.
f)
Both copies of the Non-Complying Tag must be placed on the
non-complying locomotive if it is set off.
A non-complying locomotive may be moved either by
itself or dead within a yard at speeds not in excess of
10 miles per hour,
without applying a Non-Complying Tag if the movement is solely for the purpose
of repair and the movement can be made safely.
A dead locomotive may continue to be used as the
controlling locomotive on the head end of a train if the locomotive does
not have a FRA defect. If the controlling locomotive has a FRA defect, it
may continue to be used as a controlling locomotive, if it is safe to do so,
until its next daily inspection or forward point where repairs can be made.
A locomotive is still considered a locomotive even
though its propelling motor or motors are inoperative or its control jumper
cables are not connected.
A locomotive cannot be moved if an FRA Inspector has
placed on the locomotive an FRA Special Notice for Repair form unless the
movement is made in accordance with the restrictions contained in the notice.
If a condition is found en route and it is NOT an FRA
non-complying defect, the following will apply:
a)
Complete a Crew to Crew Information Form for each locomotive in consist
with a condition.
b)
Notify Central Locomotive Specialist.
c)
Leave report in the cab of the locomotive with the condition.
Note: The
following are examples of Non-FRA conditions:
·
One of two head light bulbs is burned out.
·
Ground relay is tripped.
·
Safety valve on the air compressor or main reservoir is popping
off.
If a locomotive develops a major internal mechanical
failure:
a)
Isolate the locomotive.
b)
Shut down the diesel engine immediately if noise indicates an internal
mechanical defect in:
·
Diesel engine.
·
Turbocharger, or
·
Auxiliary components related to the above.
c)
If it is necessary to shut down the engine, do not restart the engine
until the equipment has been inspected and can be operated without damaging
the locomotive.
d)
Fill out a Non-Complying Tag and Crew to Crew Information Form.
·
Attach the tag to the engine start switch.
·
Remove the tag only after repairs have been made.
·
Leave Crew to Crew Information Form in locomotive cab.
Set out a locomotive with a major defect only if the
defect requires that the locomotive be set out. Dispatcher MUST be notified
prior to setting out locomotive.
To set out the locomotive:
a)
Leave the locomotive where maintenance personnel can access it.
b)
Leave a Crew to Crew Information Form, indicating the defect, in the
locomotive cab. Secure locomotive(s).
See Section 7.
The following will apply when measuring locomotive
wheels:
a)
Measure the length of the flat spot or shell spot.
b)
Report measurements on Crew to Crew Information Form.
c)
On road locomotives, if the length of the flat spot or shell spots on a
wheel is more than
1 inch, notify:
·
Central Locomotive Specialist and
·
Train Dispatcher.
d)
In yards and terminals report flat spot(s) or shell spots to:
·
Diesel house supervisor or
·
Yardmaster or
·
Local supervisor.
A locomotive with single or adjoining flat spots or
shell spots may be handled at speeds listed in the table below.
Flat Wheels & Shell Spots
|
Locomotive Speed Permitted for Flat Wheels and Shells Spots |
|
Length of Single Spots |
Length of Two Adjoining Spots Less Than
1-1/2” Apart |
Maximum Speed |
|
1” or less |
1” or less |
Normal Speed |
|
1” to 1½” |
1” to 1½” |
40 MPH |
|
Over 1½ to
2” |
Over 1½” to
2” |
25 MPH |
|
Over
2” |
Over
2” |
10 MPH; set
out locomotive at first available point but not before reporting to train
dispatcher |
Locomotives discovered
with inoperative dynamic brakes shall have a tag bearing the words
“inoperative dynamic brake” securely attached and displayed in a conspicuous
location in the cab of the locomotive. Inoperative dynamic brake information
may also be provided to the locomotive engineer by electronic means on the
train consist list which will show whether locomotive dynamic brake in
“operative”.
Locomotive engineers will use Non-Complying Tag, Form 2067 to satisfy
this requirement. The tag shall contain the following information:
a)
Locomotive number
b)
Name of railroad
c)
Location and date where condition was discovered
d)
Signature of the person discovering the condition.
The requirement to identify inoperative dynamic brakes
only includes dynamic brakes that are defective or ineffective due to
malfunction and does not include tagging dynamic brake that are simply cut out
to comply with dynamic brake factor limitations. Dynamic brake factor will be
reported on Crew to Crew Information Form.
Locomotive engineers will make report of inoperative
dynamic brake on Crew to Crew Information Form and notify Central Locomotive
Specialist.
Locomotive with an inoperative dynamic brake shall be
repaired within 30 calendar days of becoming inoperative or at the
locomotive’s next periodic inspection which ever occurs first.
A railroad may deactivate dynamic brake, or permanently
disable a locomotive dynamic brake, without removing the dynamic brake
components from the locomotive. A locomotive with a permanently disabled
dynamic brake will be:
a)
Clearly marked with the words “permanently disabled dynamic brake”
conspicuously located in the cab of the locomotive; and
b)
Incapable of utilizing dynamic brake effort.
A locomotive with a permanently disabled dynamic brake
will have a dynamic brake factor of zero.
The conductor or engineer will use the Crew to Crew
Information Form to record dynamic brake status in the box labeled “Dynamic
Brake Status Chart.”
In the first column, conductor or engineer will record
the locomotive number for each unit in the consist, then mark or check the
applicable column to the right of the locomotive number showing whether the
locomotive’s dynamic brake is cut-out, in-operative or permanently disabled.
If the locomotive’s dynamic brake is operative, show its dynamic brake factor
in the column labeled “DB Factor”.
If a locomotive consist is intended to have its dynamic
brake used in transit, the lead controlling locomotive must be equipped with:
a)
An operative dynamic brake;
Or
b)
The lead locomotive shall have the capability to control the dynamic
brake effort in trailing locomotives that are so equipped;
Or
c)
A display showing deceleration rate of the train.
Note: Yard and
transfer movements are not intended to have dynamic brakes in the consist.
