FRA Locomotive Engineer flashcards

32 cards. Read the term and the definition here. The deck at the top of this page is optional.

Certification age minimum

A candidate for locomotive engineer certification must be at least 21 years old under 49 CFR Part 240, in addition to meeting the visual, hearing, and knowledge requirements set by the railroad's FRA-approved certification plan.

Certificate validity period

A locomotive engineer certificate is valid for a maximum of three years from its effective date, after which the engineer must be recertified through a new written examination and a performance evaluation before continuing to operate.

Who issues the certificate

The employing railroad issues the locomotive engineer certificate, not the FRA; the FRA audits the railroad's certification program and may require suspension or revocation, but the certificate remains a railroad document carried on duty.

Recurrent training interval

Certified engineers must complete recurrent training and pass a written examination at least once every three years, and the railroad must retain the examination and training records for at least three years for FRA inspection.

Hours of service limit

Under 49 CFR Part 228, a locomotive engineer may remain on duty no more than 12 hours and must have at least 10 hours off duty between shifts before reporting for the next tour of duty.

Stop indication rule

A stop signal indication requires the train to stop before the signal, and the engineer may not proceed until the signal is changed or the dispatcher gives explicit authority to pass under the railroad's rules.

Restricting signal speed

A restricting or stop-and-proceed indication authorizes movement at a speed that allows stopping short of any obstruction, typically not exceeding 20 mph unless the railroad's rules specify a different maximum.

PTC intervention

Positive train control enforces speed restrictions and stop signals and will apply the brakes if the engineer fails to act; the engineer must not disable or circumvent PTC and must report any failure to the dispatcher.

Initial brake test

Before departure the engineer must perform a brake pipe leakage test and a brake application and release test, confirming that brake pipe pressure holds and that the brakes apply and release on the rear car.

Crossing horn requirement

The engineer must sound the horn at public highway-rail crossings in the sequence required by the railroad's rules and 49 CFR Part 222, and failure to sound the horn is a reportable operating rule violation.

Daily locomotive inspection

Under 49 CFR Part 229, the engineer must inspect the locomotive before departure, checking horn, bell, headlight, ditch lights, brakes, sanders, and safety appliances, and must remove from service any locomotive with a defect affecting safe operation.

Ditch light requirement

Ditch lights must be operating and displayed when the locomotive is moving on a main track, and the engineer must report any failure and must not move the train until the lighting is restored or the dispatcher authorizes movement.

Alerter response

The engineer must respond to the locomotive's alerter or dead man's pedal within the time set by the railroad; failure to respond results in a penalty brake application, and an alerter failure must be reported before proceeding.

Unattended locomotive securement

Before leaving a locomotive unattended, the engineer must set and test the hand brakes, confirm the locomotive cannot move, and follow the railroad's securement rule specifying the number of hand brakes required.

Coupling confirmation

When coupling to a train, the engineer must confirm the coupling is complete, the air hoses are connected, and the angle cocks are open, because a failure to confirm can cause a separation or a runaway.

Territory qualification

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

Track bulletin compliance

Track bulletins and general orders must be read, understood, and signed for before departure, and a temporary speed restriction or work zone limit in a bulletin must be complied with even if the work zone is not visible.

Grade braking plan

On a descending grade the engineer must use dynamic braking together with air brakes as required to control speed, and must not rely on the train brakes alone for a long grade.

Wayside detector alarm

When a hot box, dragging equipment, or other wayside detector alarms, the engineer must respond as required by the railroad's rules, including stopping the train and inspecting the affected equipment before continuing.

Post-accident testing

A post-accident drug and alcohol test is required when an accident involves a fatality, a reportable injury, or a hazardous material release, and the engineer must be tested within the time limits of 49 CFR Part 219.

Fatigue reporting duty

The engineer must report for duty rested under the railroad's fatigue management rules and must not accept a call for duty if fatigued, reporting the condition to the dispatcher or crew caller instead.

Operational test failure

A failure of an unannounced operational or efficiency test of rule compliance may result in retraining, suspension, or revocation of the certificate, depending on the railroad's FRA-approved certification plan.

Hazardous material reporting

The engineer must know the location of hazardous material cars in the train, comply with placement rules, and report any hazardous material release to the dispatcher immediately so that emergency response can begin.

Headlight dimming meet

When meeting another train at night, the engineer must dim the headlight as required by the railroad's rules and restore it after the meet, and must not operate with a headlight that is not functioning.

Dynamic brake test

Before descending a grade, the engineer must test the dynamic brake and use it together with the air brakes, and must not rely on the dynamic brake alone to control a long descending grade.

Sander use

The engineer must use sand when starting a heavy train or when traction is poor, as required by the railroad's rules, and must not use sand in a manner that could damage the track or the locomotive.

Reverser centering

Before leaving the locomotive, the engineer must center the reverser, apply the hand brake, and close the throttle, and must not leave the locomotive with the throttle open or the brakes released.

Hazardous material car placement

The engineer must comply with the railroad's rules on the placement of hazardous material cars in the train and must report any defect in such a car so that it can be set out at the next terminal or siding.

Defective car handling

A car with a defect that could cause a derailment must be set out at the next terminal or siding and reported to the car department, and the engineer must not move the car until the defect is corrected.

Doubling a long train

When a train is too long for a siding, the engineer must double the train under the railroad's rules and must not leave any portion of the train on the main track without protection.

Tonnage versus grade

When a train's tonnage exceeds the grade capability of the locomotives, the engineer must add locomotives or reduce the tonnage rather than attempt to climb a grade that exceeds the train's capability.

Coupler and drawbar limits

The engineer must not attempt to move a train whose tonnage exceeds the strength of its couplers, drawbars, or knuckles, and must reduce the tonnage or add locomotives before attempting the movement.