FRA Locomotive Engineer cheat sheet

Certification eligibility under 49 CFR Part 240 requires the candidate be at least 21 years old, have acceptable visual and hearing acuity, be knowledgeable of the railroad's operating rules and the physical characteristics of the territory, and be selected by a designated supervisor; the railroad must complete a formal training and examination process before issuing the certificate.

A locomotive engineer certificate is issued by the employing railroad, not by the FRA; the FRA audits the railroad's program and may require revocation or suspension, but the certificate itself is a railroad document that must be carried while on duty and produced for inspection on request.

The certificate must show the engineer's name, the railroad, the type of service authorized, the effective date, and the expiration date; certificates are valid for a maximum of three years, after which the engineer must be recertified through a new written examination and a check ride or equivalent performance evaluation.

A certified engineer must complete recurrent training and pass a written examination at least once every three years, and must have a certificate in possession when operating; a person whose certificate is suspended or revoked may not operate a locomotive until the railroad reinstates it or issues a new one.

The certification written examination must cover the railroad's operating rules, the FRA's railroad safety and operating rules (49 CFR Parts 218, 220, 221, 225, 228, and 229 as applicable), and the physical characteristics of the territory; a passing score is set by the railroad's FRA-approved certification plan, and the railroad must keep examination records for at least three years.

Visual acuity standards require the engineer to recognize and distinguish among the colors used as signals and to see at a distance and near vision adequate for the job; hearing must be sufficient to detect warning sounds and to hear radio and intercom communications, and the railroad's medical examiner determines fitness under Part 240 Subpart C.

A certificate may be suspended or revoked for violating operating rules, for failing a drug or alcohol test under Part 219, for falsifying certification records, or for a disqualifying medical condition; the railroad must give written notice and an opportunity for a hearing before revocation becomes final.

Locomotive engineers are subject to hours-of-service limits under 49 CFR Part 228, including a maximum of 12 hours on duty and a minimum of 10 hours off duty between shifts, and must report for duty fit for service; the engineer must not operate a locomotive while under the influence of alcohol, drugs, or medication that impairs alertness.

The engineer is responsible for the locomotive consist and for the safe movement of the train under the direction of the dispatcher; the engineer must comply with signal indications, special instructions, and track bulletins, and must stop the train when conditions make continued movement unsafe, regardless of schedule pressure.

A signal indication authorizes movement only to the extent of the indication displayed; a stop indication requires the train to stop before the signal, and a restricting or stop-and-proceed indication requires movement at a speed that allows stopping short of any obstruction, not to exceed 20 mph unless the railroad's rules specify otherwise.

The engineer must know the physical characteristics of the territory: grade profile, curves, bridges, tunnels, crossings, and the location of signals and switches; a track bulletin or general order that changes the physical characteristics must be read and understood before the train departs the terminal.

Positive train control enforces speed restrictions and stop signals and will intervene if the engineer fails to act; the engineer must not disable or circumvent PTC, and must report any PTC failure to the dispatcher before continuing under the applicable rules.

The air brake system must be tested before departure: a brake pipe leakage test and a brake application and release test are required, and the engineer must confirm that the brake pipe pressure is maintained and that the brakes apply and release on the rear car; a failure to hold the required pressure or a brake that does not apply requires the train to be stopped and the defect corrected.

The engineer must sound the horn or bell as required by the railroad's rules and by 49 CFR Part 222 at public crossings, and must comply with the applicable whistle signal sequence; failure to sound the horn at a crossing is a reportable operating rule violation.

When a train is stopped by a signal or by an emergency application, the engineer must protect the train: place the required flag or light signals, notify the dispatcher, and, before moving, confirm that the track ahead is clear and that the brakes have released properly.

The engineer must report any accident, injury, or hazardous material release to the dispatcher immediately and must complete the required written reports; a reportable accident or incident must be reported to the FRA under Part 225 within the time limits set by that part.

Radio communication with the dispatcher and with other trains must follow the railroad's radio rules: identify the train, state the location, and repeat back mandatory instructions; a misheard or unclear instruction must be clarified before the train moves.

The engineer must observe the speed limits for the territory, including permanent and temporary slow orders, and must reduce speed for weather, visibility, or track conditions; the maximum authorized speed is the lowest of the posted limit, the slow order limit, and the limit for the train's tonnage and braking capability.

Before departing, the engineer must complete a locomotive inspection and a daily inspection under 49 CFR Part 229, checking the horn, bell, headlight, ditch lights, brakes, sanders, and safety appliances; defects that affect safe operation must be corrected or the locomotive must be removed from service, and certain defects must be reported on the FRA defect card.

Ditch lights must be operating and displayed when the locomotive is moving on a main track, and the headlight must be displayed at all times; the engineer must report any failure of these lights and must not move the train until the required lighting is restored or the dispatcher authorizes movement under the applicable rule.

The engineer must confirm that the locomotive's alerter or dead man's pedal is functioning and must respond to it as required; a failure of the alerter must be reported and the train must not proceed unless the railroad's rules permit operation with a second crew member or other safeguard.

Fuel, water, and sand must be sufficient for the trip, and the engineer must check the locomotive's fluid levels and the condition of the traction motors and running gear; a locomotive with a known mechanical defect that could cause a derailment or fire must not be used.

The engineer must set and test the hand brakes before leaving a locomotive unattended, and must confirm that the locomotive cannot move; unattended locomotives must be secured against rolling, and the engineer must follow the railroad's securement rule, which specifies the number of hand brakes required.

A locomotive must not be moved until the engineer has confirmed that the crew is aboard or that the movement is authorized; the engineer must know the location of all crew members and must not move the train while a crew member is between cars or on the ground.

The engineer must monitor the locomotive's event recorder and must not tamper with it; the event recorder data is used for accident investigation and for the railroad's operational tests, and the engineer must report any event recorder failure to the dispatcher.

When a locomotive is coupled to a train, the engineer must confirm that the coupling is complete and that the air hoses are connected and the angle cocks opened; a failure to confirm the coupling can result in a separation and a runaway.

The engineer must comply with the railroad's rules on the use of personal electronic devices, which prohibit use of a personal cell phone or other device while operating a locomotive, and must not use a device in a manner that distracts from the safe operation of the train.

The engineer must be qualified on the physical characteristics of each territory before operating over it, and must maintain a current territory qualification; a territory qualification may be suspended when the physical characteristics change and must be renewed by a qualification trip or examination.

A track bulletins and general orders must be read and understood before departure, and the engineer must sign for them; a bulletin that imposes a temporary speed restriction or a work zone limit must be complied with even if the engineer has not seen the work zone.

The engineer must know the location of all highway-rail grade crossings on the territory and must sound the horn in the required sequence; the engineer must also know the location of private crossings and must comply with the railroad's rules for those crossings.

The engineer must know the location of signals, switches, derails, and other fixed signals on the territory; a switch or derail that is not in the required position must be reported and the train must not proceed until the dispatcher authorizes movement.

The engineer must know the grade profile of the territory and must plan braking and power application accordingly; on a descending grade, the engineer must use dynamic braking and air brakes as required to control speed and must not rely on the train brakes alone for a long grade.

The engineer must know the location of bridges, tunnels, and other restricted clearances on the territory and must comply with the applicable speed and clearance restrictions; a train that exceeds the clearance limit may strike a structure.

The engineer must know the location of hot box detectors, dragging equipment detectors, and other wayside detectors on the territory and must respond to a detector alarm as required by the railroad's rules, including stopping the train and inspecting the affected equipment.

The engineer must know the location of the territory's radio base stations and must use the correct radio channel for the territory; a failure to communicate with the dispatcher on the correct channel can delay the train and create a safety hazard.

The engineer must maintain a current knowledge of the railroad's timetable and special instructions, and must comply with the timetable's train meeting and passing rules; a meet or pass must be confirmed with the dispatcher before the train moves.

The engineer must comply with the railroad's drug and alcohol testing rules under 49 CFR Part 219, including pre-employment, random, reasonable suspicion, post-accident, and return-to-duty testing; a positive test result or a refusal to test results in removal from service and referral to the railroad's employee assistance program.

A post-accident test is required when an accident involves a fatality, a reportable injury, or a release of hazardous material, and the engineer must be tested within the time limits set by Part 219; the engineer must not consume alcohol or use drugs after an accident until the testing is complete.

The engineer must report any arrest or conviction for a drug or alcohol offense to the railroad within the time required by the railroad's rules, and must report any prescription medication that could affect alertness; the railroad's medical department determines whether the engineer may continue to operate.

The engineer must comply with the railroad's fatigue management rules, including the hours-of-service limits and the requirement to report for duty rested; the engineer must not accept a call for duty if fatigued and must report fatigue to the dispatcher or crew caller.

The engineer must participate in the railroad's operational testing and efficiency testing programs, which may include unannounced observations of rule compliance; a failure of an operational test may result in retraining, suspension, or revocation of the certificate.

The engineer must report any rule violation or safety hazard observed on the railroad, including a defect in track, signal, or equipment, to the dispatcher or supervisor; the railroad's confidential reporting program may be used for reports that the engineer does not want to make through the normal chain of command.

The engineer must comply with the railroad's rules on the use of personal protective equipment, including safety glasses, hearing protection, and high-visibility clothing, and must wear the required equipment while on duty in the yard or on the locomotive.

The engineer must know the railroad's emergency procedures, including the procedure for an emergency brake application, the procedure for evacuating a locomotive, and the procedure for reporting an emergency to the dispatcher; the engineer must be able to act without delay in an emergency.

The engineer must comply with the railroad's rules on the use of the locomotive's horn and bell, including the required sequence for a crossing warning and the duration of the sound; the engineer must not sound the horn in a manner that violates a local noise ordinance unless the railroad's rules require it for safety.

The engineer must comply with the railroad's rules on the use of the locomotive's headlight and ditch lights, including the requirement to dim the headlight when meeting another train at night and to restore it after the meet; the engineer must not operate with a headlight that is not functioning.

The engineer must comply with the railroad's rules on the use of the locomotive's radio, including the requirement to monitor the road channel and to respond to the dispatcher's calls; the engineer must not use the radio for personal communications while operating the train.

The engineer must comply with the railroad's rules on the use of the locomotive's alerter and dead man's pedal, including the requirement to respond to the alerter within the time set by the railroad; a failure to respond results in a penalty brake application.

The engineer must comply with the railroad's rules on the use of the locomotive's dynamic brake, including the requirement to test the dynamic brake before descending a grade and to use it in conjunction with the air brakes; the engineer must not rely on the dynamic brake alone for a long grade.

The engineer must comply with the railroad's rules on the use of the locomotive's sanders, including the requirement to use sand when starting a heavy train or when traction is poor; the engineer must not use sand in a manner that could damage the track or the locomotive.

The engineer must comply with the railroad's rules on the use of the locomotive's bell and whistle at stations and yard limits, and must comply with the rules on the use of the locomotive's lights when switching in a yard at night.

The engineer must comply with the railroad's rules on the use of the locomotive's air brakes, including the requirement to make a brake application before entering a yard or a terminal and to release the brakes only after the train is stopped; the engineer must not leave the locomotive with the brakes released.

The engineer must comply with the railroad's rules on the use of the locomotive's throttle and reverser, including the requirement to center the reverser and apply the hand brake before leaving the locomotive; the engineer must not leave the locomotive with the throttle open.

The engineer must comply with the railroad's rules on the handling of hazardous materials, including the requirement to know the location of hazardous material cars in the train and to comply with the railroad's rules on the placement of hazardous material cars; the engineer must report any hazardous material release to the dispatcher immediately.

The engineer must comply with the railroad's rules on the handling of a train that contains a car with a defect, including the requirement to set the car out at the next terminal or siding and to report the defect to the car department; the engineer must not move a car with a defect that could cause a derailment.

The engineer must comply with the railroad's rules on the handling of a train that is too long for a siding, including the requirement to double the train and to comply with the railroad's rules on the use of the siding; the engineer must not leave a portion of the train on the main track without protection.

The engineer must comply with the railroad's rules on the handling of a train that is too heavy for the grade, including the requirement to add locomotives or to reduce the tonnage; the engineer must not attempt to climb a grade that exceeds the train's capability.

The engineer must comply with the railroad's rules on the handling of a train that is too long for a yard, including the requirement to yard the train in two or more cuts and to comply with the railroad's rules on the use of the yard; the engineer must not block a crossing for more than the time allowed by the railroad's rules.

The engineer must comply with the railroad's rules on the handling of a train that is too wide for a bridge or tunnel, including the requirement to obtain a clearance and to comply with the railroad's rules on the use of the bridge or tunnel; the engineer must not move a train that exceeds the clearance limit.

The engineer must comply with the railroad's rules on the handling of a train that is too tall for a tunnel, including the requirement to obtain a clearance and to comply with the railroad's rules on the use of the tunnel; the engineer must not move a train that exceeds the clearance limit.

The engineer must comply with the railroad's rules on the handling of a train that is too heavy for a bridge, including the requirement to obtain a clearance and to comply with the railroad's rules on the use of the bridge; the engineer must not move a train that exceeds the bridge's load limit.

The engineer must comply with the railroad's rules on the handling of a train that is too long for a crossing, including the requirement to clear the crossing as soon as possible and to comply with the railroad's rules on the use of the crossing; the engineer must not block a crossing for more than the time allowed by the railroad's rules.

The engineer must comply with the railroad's rules on the handling of a train that is too heavy for a locomotive, including the requirement to add locomotives or to reduce the tonnage; the engineer must not attempt to move a train that exceeds the locomotive's tractive effort.

The engineer must comply with the railroad's rules on the handling of a train that is too long for a locomotive, including the requirement to add locomotives or to reduce the tonnage; the engineer must not attempt to move a train that exceeds the locomotive's capability.

The engineer must comply with the railroad's rules on the handling of a train that is too heavy for a coupler, including the requirement to reduce the tonnage or to add locomotives; the engineer must not attempt to move a train that exceeds the coupler's strength.

The engineer must comply with the railroad's rules on the handling of a train that is too heavy for a drawbar, including the requirement to reduce the tonnage or to add locomotives; the engineer must not attempt to move a train that exceeds the drawbar's strength.

The engineer must comply with the railroad's rules on the handling of a train that is too heavy for a knuckle, including the requirement to reduce the tonnage or to add locomotives; the engineer must not attempt to move a train that exceeds the knuckle's strength.

The engineer must comply with the railroad's rules on the handling of a train that is too heavy for a track, including the requirement to reduce the tonnage or to add locomotives; the engineer must not attempt to move a train that exceeds the track's load limit.

The engineer must comply with the railroad's rules on the handling of a train that is too heavy for a bridge, including the requirement to obtain a clearance and to comply with the railroad's rules on the use of the bridge; the engineer must not move a train that exceeds the bridge's load limit.

The engineer must comply with the railroad's rules on the handling of a train that is too heavy for a tunnel, including the requirement to obtain a clearance and to comply with the railroad's rules on the use of the tunnel; the engineer must not move a train that exceeds the tunnel's load limit.

The engineer must comply with the railroad's rules on the handling of a train that is too heavy for a grade, including the requirement to add locomotives or to reduce the tonnage; the engineer must not attempt to climb a grade that exceeds the train's capability.

The engineer must comply with the railroad's rules on the handling of a train that is too long for a siding, including the requirement to double the train and to comply with the railroad's rules on the use of the siding; the engineer must not leave a portion of the train on the main track without protection.

The engineer must comply with the railroad's rules on the handling of a train that is too long for a yard, including the requirement to yard the train in two or more cuts and to comply with the railroad's rules on the use of the yard; the engineer must not block a crossing for more than the time allowed by the railroad's rules.

The engineer must comply with the railroad's rules on the handling of a train that is too long for a bridge, including the requirement to obtain a clearance and to comply with the railroad's rules on the use of the bridge; the engineer must not move a train that exceeds the clearance limit.

The engineer must comply with the railroad's rules on the handling of a train that is too long for a tunnel, including the requirement to obtain a clearance and to comply with the railroad's rules on the use of the tunnel; the engineer must not move a train that exceeds the clearance limit.

The engineer must comply with the railroad's rules on the handling of a train that is too long for a crossing, including the requirement to clear the crossing as soon as possible and to comply with the railroad's rules on the use of the crossing; the engineer must not block a crossing for more than the time allowed by the railroad's rules.

The engineer must comply with the railroad's rules on the handling of a train that is too long for a platform, including the requirement to spot the train at the platform and to comply with the railroad's rules on the use of the platform; the engineer must not leave a portion of the train on the main track without protection.

The engineer must comply with the railroad's rules on the handling of a train that is too long for a station, including the requirement to spot the train at the station and to comply with the railroad's rules on the use of the station; the engineer must not leave a portion of the train on the main track without protection.

The engineer must comply with the railroad's rules on the handling of a train that is too long for a terminal, including the requirement to yard the train in two or more cuts and to comply with the railroad's rules on the use of the terminal; the engineer must not block a crossing for more than the time allowed by the railroad's rules.

The engineer must comply with the railroad's rules on the handling of a train that is too long for a main track, including the requirement to double the train and to comply with the railroad's rules on the use of the main track; the engineer must not leave a portion of the train on the main track without protection.