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(a)Operating personnel. Training provided under this subpart for any locomotive engineer or other person who participates in the operation of a train in train control territory shall be defined in the PTCDP as well as the PTCSP. The following elements shall be addressed:

(1) Familiarization with train control equipment onboard the locomotive and the functioning of that equipment as part of the system and in relation to other onboard systems under that person's control;

(2) Any actions required of the onboard personnel to enable, or enter data to, the system, such as consist data, and the role of that function in the safe operation of the train;

(3) Sequencing of interventions by the system, including pre-enforcement notification, enforcement notification, penalty application initiation and post-penalty application procedures;

(4) Railroad operating rules and testing (part 217) applicable to the train control system, including provisions for movement and protection of any unequipped trains, or trains with failed or cut-out train control onboard systems and other on-track equipment;

(5) Means to detect deviations from proper functioning of onboard train control equipment and instructions regarding the actions to be taken with respect to control of the train and notification of designated railroad personnel; and

(6) Information needed to prevent unintentional interference with the proper functioning of onboard train control equipment.

(b)Locomotive engineer training. Training required under this subpart for a locomotive engineer, together with required records, shall be integrated into the program of training required by part 240 of this chapter.

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(c)Full automatic operation. The following special requirements apply in the event a train control system is used to effect full automatic operation of the train:

(1) The PTCDP and PTCSP shall identify all safety hazards to be mitigated by the locomotive engineer.

(2) The PTCDP and PTCSP shall address and describe the training required with provisions for the maintenance of skills proficiency. As a minimum, the training program must:

(i) As described in § 236.1043(a)(2), develop failure scenarios which incorporate the safety hazards identified in the PTCDP and PTCSP including the return of train operations to a fully manual mode;

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(ii) Provide training, consistent with § 236.1047(a), for safe train operations under all failure scenarios and identified safety hazards that affect train operations;

(iii) Provide training, consistent with § 236.1047(a), for safe train operations under manual control; and

(iv) Consistent with § 236.1047(a), ensure maintenance of manual train operating skills by requiring manual starting and stopping of the train for an appropriate number of trips and by one or more of the following methods:

(A) Manual operation of a train for a 4-hour work period;

(B) Simulated manual operation of a train for a minimum of 4 hours in a Type I simulator as required; or

(C) Other means as determined following consultation between the railroad and designated representatives of the affected employees and approved by FRA. The PTCDP and PTCSP shall designate the appropriate frequency when manual operation, starting, and stopping must be conducted, and the appropriate frequency of simulated manual operation.

(d)Conductor training. Training required under this subpart for a conductor, together with required records, shall be integrated into the program of training required under this chapter.

A control stand is a diesel-electric locomotive subsystem which integrates engine functional controls and brake functional controls,^[1] whereby all functional controls are 'at hand' (generally, within the operational radius of the locomotive engineer's left forearm from his/her customary seating position, facing forward at all times).^[2]

Normally, a control stand is oriented in the direction labeled 'F' (front of the locomotive). Although front is usually the 'short hood,' a seldom-used alternate designates the 'long hood' as front. Where operations in both directions are required, two control stands ('dual control stands') may be provided.^[3]

The early control stands were designed to Association of American Railroads (AAR) standards. The traditional AAR control stand is still preferred by some railroads. Current control stands may employ multiple displays and electronic actuation of operational controls from an all-electronic desktop.^[4][5][6]

See also[edit]

References[edit]

1. ^Norfolk Southern Railroad (February 2006). 'Locomotive Engineer Training Handbook'(PDF). Retrieved August 2, 2015.
2. ^'Diesel Locomotive Technology'. Railway Technical Web Pages. Archived from the original on September 1, 2015. Retrieved August 2, 2015.
3. ^Moller, Jeffrey (October 2013). 'The Future North American Locomotive Cab'(PDF). Association of American Railroads. Archived from the original(PDF) on September 24, 2015. Retrieved August 2, 2015.
4. ^Loumiet, James R.; Jungbauer, William G. (2005). Train Accident Reconstruction and FELA and Railroad Litigation (fourth ed.). Tucson, AZ: Lawyers & Judges Publishing Company. p. 91. ISBN978-1-930056-93-0.
5. ^CSX Transportation. 'Railroad Dictionary'. Archived from the original on August 1, 2015. Retrieved August 2, 2015.
6. ^DiFiore, Amanda; Zaouk, Abdullatif; Punwani, S. K. (John) (October 2012). 'ASME Proceedings, Rail Transportation Division: Next Generation Locomotive Cab'. American Society of Mechanical Engineers. Retrieved August 2, 2015.