Rule2026-17784
Amendments to Brake System Maintenance and Inspection Requirements
Primary source
Metadata and text below are from the Federal Register, a public-domain U.S. government work. Always verify the official published version before relying on it for any legal matter.
Published
August 31, 2026
Effective
September 30, 2026
Issuing agencies
Transportation DepartmentFederal Railroad Administration
Abstract
This rule amends mechanical equipment safety standards related to brake inspections for passenger and freight rail equipment and incorporates longstanding waivers for locomotive brake system maintenance and inspection requirements. The amendments are consistent with the mandates of the Infrastructure Investment and Jobs Act (IIJA), which require FRA to review and analyze certain longstanding waivers to determine whether incorporating the waivers into FRA's regulations is justified, and Executive Order 14219, Ensuring Lawful Governance and Implementing the President's "Department of Government Efficiency" Deregulatory Initiative.
Full Text
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<title>Federal Register, Volume 91 Issue 167 (Monday, August 31, 2026)</title>
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[Federal Register Volume 91, Number 167 (Monday, August 31, 2026)]
[Rules and Regulations]
[Pages 55779-55784]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2026-17784]
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DEPARTMENT OF TRANSPORTATION
Federal Railroad Administration
49 CFR Parts 229, 232, and 238
[Docket No. FRA-2025-0130]
RIN 2130-AD24
Amendments to Brake System Maintenance and Inspection
Requirements
AGENCY: Federal Railroad Administration (FRA), Department of
Transportation (DOT).
ACTION: Final rule.
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SUMMARY: This rule amends mechanical equipment safety standards related
to brake inspections for passenger and freight rail equipment and
incorporates longstanding waivers for locomotive brake system
maintenance and inspection requirements. The amendments are consistent
with the mandates of the Infrastructure Investment and Jobs Act (IIJA),
which require FRA to review and analyze certain longstanding waivers to
determine whether incorporating the waivers into FRA's regulations is
justified, and Executive Order 14219, Ensuring Lawful Governance and
Implementing the President's ``Department of Government Efficiency''
Deregulatory Initiative.
DATES: This rule is effective September 30, 2026.
FOR FURTHER INFORMATION CONTACT: Gary Fairbanks, Staff Director, Motive
Power & Equipment Division, FRA, telephone: (202) 230-9594, email:
<a href="/cdn-cgi/l/email-protection#abeccad9d285edcac2d9c9cac5c0d8ebcfc4df85ccc4dd"><span class="__cf_email__" data-cfemail="01466073782f4760687363606f6a7241656e752f666e77">[email protected]</span></a>; or James M. Mecone, Senior Attorney Adviser,
Office of the Chief Counsel, FRA, telephone: (202) 380-5324, email:
<a href="/cdn-cgi/l/email-protection#88c2e9e5edfba6c5edebe7e6edc8ece7fca6efe7fe"><span class="__cf_email__" data-cfemail="d399b2beb6a0fd9eb6b0bcbdb693b7bca7fdb4bca5">[email protected]</span></a>.
SUPPLEMENTARY INFORMATION:
I. Background
Consistent with Executive Order (E.O.) 14192, Unleashing Prosperity
Through Deregulation (90 FR 9065, Feb. 6, 2025), and E.O. 14219,
Ensuring Lawful Governance and Implementing the President's
``Department of Government Efficiency'' Deregulatory Initiative (90 FR
10583, Feb. 25, 2025), FRA is reviewing its regulatory requirements in
49 CFR parts 200 through 299 and repealing requirements that are
outdated and redundant.
On July 1, 2025, FRA published a notice of proposed rulemaking
(NPRM) to update brake maintenance and inspection requirements
contained in 49 CFR parts 229, 232, and 238 by codifying certain
waivers to make permanent the safety benefits of these waivers and
eliminate uncertainty about potential extensions. 90 FR 28660 (July 1,
2025).
FRA received ten comments in response to the NPRM. Sonoma Marin
Area Rail Transit,\1\ the Commuter Rail Coalition (CRC),\2\ the
American Short Line and Regional Railroad Association (ASLRRA),\3\ and
BNSF Railway Company (BNSF) \4\ commented in support of the proposed
rule, acknowledging that: codification of the provisions reflects years
of equipment testing that demonstrates improved safety and reliability
under the waivers; advancements in brake technology reduce the
opportunities for development of the types of contaminants that
presented reliability challenges for early generation brake valves; and
the proposed rule reduces uncertainty and provides cost savings to
railroads through the elimination of waiver applications required for
railroads to continue utilizing safe and efficient industry standards.
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\1\ <a href="https://www.regulations.gov/comment/FRA-2025-0130-0009">https://www.regulations.gov/comment/FRA-2025-0130-0009</a>.
\2\ <a href="https://www.regulations.gov/comment/FRA-2025-0130-0007">https://www.regulations.gov/comment/FRA-2025-0130-0007</a>.
\3\ <a href="https://www.regulations.gov/comment/FRA-2025-0130-0010">https://www.regulations.gov/comment/FRA-2025-0130-0010</a>.
\4\ <a href="https://www.regulations.gov/comment/FRA-2025-0130-0011">https://www.regulations.gov/comment/FRA-2025-0130-0011</a>.
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[[Page 55780]]
The Brotherhood of Locomotive Engineers and Trainmen (BLET),\5\ the
Transportation Trades Department, AFL-CIO (TTD),\6\ the Transportation
Division of the International Association of Sheet Metal, Air, Rail and
Transportation Workers (SMART-TD),\7\ and the Brotherhood Railway
Carmen Division of the Transportation Communications Union and IAM
District 19 (BRC) \8\ filed comments in opposition to the proposed
rule. BLET focused its opposition on (1) the proposed extension of the
air flow method (AFM) indicator calibration interval from 92 days to
184 days; and (2) the proposed extension of the periodic brake system
inspection period interval for electronic air brake (EAB) systems
manufactured by New York Air Brake (NYAB) and Wabtec from 1,472 days to
3,680 days, based on BLET's assertion that there is insufficient data
and labor input to support the safety of these interval extensions and
BLET's allegation of a reduced inspection capability for the railroad
industry. BLET also expressed concerns about the proposed removal of
requirements to record the date of AFM indicator calibration on Form
FRA F 6180-49A (the blue card), citing an alleged lack of alternate or
redundant methods for air pressure measurement on trains without an
end-of-train (EOT) device and the lack of self-calibration capability
for AFM indicators with needle gauges.
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\5\ <a href="https://www.regulations.gov/comment/FRA-2025-0130-0003">https://www.regulations.gov/comment/FRA-2025-0130-0003</a>.
\6\ <a href="https://www.regulations.gov/comment/FRA-2025-0130-0006">https://www.regulations.gov/comment/FRA-2025-0130-0006</a>.
\7\ <a href="https://www.regulations.gov/comment/FRA-2025-0130-0008">https://www.regulations.gov/comment/FRA-2025-0130-0008</a>.
\8\ <a href="https://www.regulations.gov/comment/FRA-2025-0130-0004">https://www.regulations.gov/comment/FRA-2025-0130-0004</a>.
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In addition, TTD commented that the proposed rule faced an
insufficient level of scrutiny from Federal transportation advisory
committees, and TTD and SMART-TD objected to the advancement of the
proposed rule without approval by a Federal transportation committee
like the Railroad Safety Advisory Committee (RSAC). Further, SMART-TD
asserted that the use of longer, heavier, and faster trains justifies
more frequent maintenance and inspection, and reduced maintenance and
inspection intervals, and BRC alleged that, even under current
maintenance and inspection intervals, brake systems sustain a number of
defects that require repair for proper functioning of the brake system.
Multiple other commenters suggested revisions to the proposed rule.
The American Public Transportation Association (APTA) \9\ and CRC
contended that many locomotives have no capability to self-test the
condition of an EAB system, and that the cost analysis in the NPRM
failed to account for the increased cost of retrofitting these
locomotives with a self-test feature. To address the issue, APTA
proposed a revision that limits the applicability of the self-testing
requirements to locomotives that possess a self-test feature, and CRC
proposed permitting compliance through testing methods other than self-
testing. CRC also requested that FRA consider an established process
for more efficient review and approval of new brake system design
variants without the need for a special approval or waiver. Finally,
BNSF suggested revising proposed Sec. 232.205(c)(1)(iii) to reflect
language recommended by the test waiver committee \10\ on August 28,
2025, and NYAB suggested replacing ``EE-26 (26-C emulation brake
system)'' with ``EP-60/26 Electro-Pneumatic Brake System'' in proposed
Sec. 238.309(d).
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\9\ <a href="https://www.regulations.gov/comment/FRA-2025-0130-0005">https://www.regulations.gov/comment/FRA-2025-0130-0005</a>.
\10\ <a href="https://www.regulations.gov/document/FRA-2016-0086-0044">https://www.regulations.gov/document/FRA-2016-0086-0044</a>.
Conditions 2, 6, 9, and 10 outline the functions of the test
committee.
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FRA appreciates support for RSAC from TTD and SMART-TD and agrees
that RSAC is often a useful forum for the agency's various stakeholders
to exchange information relating to the safety of rail operations.
However, FRA notes that the proposed rule, including the proposed
maintenance interval extensions, reflects the conditions of
longstanding waivers--waivers that have been in place for approximately
15 years and have been subject to extensive scrutiny and testing.
Further, test committees organized similar to RSAC working groups,
comprised of labor organizations,\11\ industry, and government
representatives, performed oversight of these waivers and collected and
reviewed data over a 15-year period. For example, over a 12-year
period, one test committee tested six locomotives and disassembled two
locomotives' air brake systems every six months and examined the brake
system components for degradation and loss of functionality.
Representatives of labor organizations and brake system manufacturers
observed and participated in these inspections, and, as part of the
test committee process, had an opportunity to object to continuation of
the waivers and the extended inspection intervals based on the results
of these inspections and other data collected by each test committee.
During each test committee meeting, committee members had the
opportunity to discuss the results of the inspections conducted and the
testing only progressed to next interval if consensus was reached among
all participating test committee members.
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\11\ At least 15 individuals representing BLET, TTD, and other
labor organizations served as members of the test committee.
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FRA also notes that other comments presented by the labor
organizations appear to overlook technological advancements and the
benefits of distributed power, particularly as they apply to longer,
heavier, and faster trains, and also the current, and continuing,
presence of an AFM indicator calibration recording requirement for Form
FRA F 6180-49A (the blue card) in Sec. 232.205(c)(1)(iv) and the
existing process addressing the introduction of new brake system
technology in part 232, subpart F. The comments also provide a generic
list of potential brake defects without offering any specific instances
of significant brake defects discovered on equipment operated under the
current, longer maintenance and inspection intervals.
With respect to comments Industry members raised about the
application of self-testing requirements, the NPRM states repeatedly
that the self-testing requirements of Sec. Sec. 229.205 and 238.307
would apply only to equipment with EAB systems, which, in most cases,
include a self-diagnostic capability. FRA is adopting this approach in
the final rule but welcomes interested parties to approach FRA, on a
case-by-case basis, should they have questions or concerns about
application of the rule to any exceptional equipment with EAB systems
that do not have self-diagnostic capability.
In response to BNSF's comments, FRA is incorporating the test
waiver committee's recommended language for Sec. 232.205(c)(1)(iii),
finding that this language provides clarification, and avoids potential
confusion, without impacting the intended purposes of the regulatory
revision.
Finally, concerning the proposal to replace ``EE-26 (26-C emulation
brake system)'' with ``EP-60/26 Electro-Pneumatic Brake System'' in
proposed Sec. 238.309(d), FRA notes that the current reference (EE-26)
is broader and more inclusive, and encompasses the EP-60/26 Electro-
Pneumatic Brake System. Passenger electronically controlled pneumatic
(ECP) braking is an emerging technology; as future hardware is
developed FRA will consider providing a list of the brake valves
covered by Sec. 238.309(d).
[[Page 55781]]
II. Section-by-Section Analysis
Part 229--Locomotive Safety Standards
Section 229.5 Definitions
In this final rule, FRA is adding the abbreviation ``EAB'' to the
existing definition of ``electronic air brake'' in part 229 for
consistency with the adoption of this same definition in parts 232 and
238, as proposed in the NPRM. The definition is intended to be
identical in each of these CFR Parts.
Section 229.29 Air Brake System Calibration, Maintenance, and Testing
With one exception, FRA has adopted the rule text as proposed in
the NPRM without substantive change. The one exception is the addition
of paragraph (h) to Sec. 229.29. That paragraph, consistent with
paragraphs (f) and (g), reflects a critical condition of the existing
waiver, requiring the execution and passing of a self-test of all EAB
systems as part of a locomotive's periodic mechanical inspection. This
new paragraph (h) is consistent with paragraph (b)(1) of Sec. 229.29
proposed in the NPRM and adopted in this final rule and paragraph
(d)(4) of Sec. 238.307 proposed in the NPRM and adopted in this final
rule. Accordingly, please refer to the discussion of this section in
the NPRM's Section-by-Section Analysis. 90 FR 28660, 28661.
Part 232--Brake System Safety Standards for Freight and Other Non-
Passenger Trains and Equipment; End-of-Train Devices
Section 232.205 Class I Brake Test-Initial Terminal Inspection
The test committee for the AFM waiver (Docket No. FRA-2016-0086)
met on August 28, 2025, and by consensus, voted to support the proposed
rule change with a clarification that an AFM must be ``verified'' and a
digital AFM must also have ``auto calibrating functionality'' to extend
to 184 days between mandatory inspections.\12\ The additional wording
was proposed to ensure that, to receive 184-day consideration, a
digital AFM must be equipped to the latest standard calibration
software, as was developed through the test committee. FRA accepts the
modifications proposed by the test committee in whole.
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\12\ <a href="https://downloads.regulations.gov/FRA-2016-0086-0046/attachment_1.pdf">https://downloads.regulations.gov/FRA-2016-0086-0046/attachment_1.pdf</a>.
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Part 238--Passenger Equipment Safety Standards
Section 238.307 Periodic Mechanical Inspection of Passenger Cars and
Unpowered Vehicles Used in Passenger Trains
FRA has adopted the rule text as proposed in the NPRM without
substantive change, making only conforming changes to this section's
punctuation due to the addition of new paragraph (d). Please refer to
the discussion of this section in the NPRM's Section-by-Section
Analysis. 90 FR 28660, 28661-28662.
Section 238.309 Periodic Brake Equipment Maintenance
FRA has adopted the rule text as proposed in the NPRM without
substantive change. Accordingly, please refer to the discussion of this
section in the NPRM's Section-by-Section Analysis. 90 FR 28660, 28662-
28663.
III. Regulatory Impact and Notices
A. Executive Order 12866 (Regulatory Planning and Review) and DOT
Regulatory Policies and Procedures
FRA has considered the impact of this final rule under E.O. 12866
(58 FR 51735, Oct. 4, 1993), Regulatory Planning and Review, and DOT
Regulatory Policies and Procedures.\13\ The Office of Information and
Regulatory Affairs within the Office of Management and Budget (OMB)
determined that this final rule is not a significant regulatory action
under section 3(f) of E.O. 12866.
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\13\ 49 CFR part 5; see also DOT Order 2100.6B, Policies and
Procedures for Rulemakings, available at <a href="https://www.transportation.gov/regulations/dot-order-21006b-policies-and-procedures-rulemakings">https://www.transportation.gov/regulations/dot-order-21006b-policies-and-procedures-rulemakings</a>; DOT Order 2100.7, Ensuring Reliance Upon
Sound Economic Analysis in Department of Transportation Policies,
Programs, and Activities, available at <a href="https://www.transportation.gov/mission/ensuring-reliance-upon-sound-economic-analysis-department-transportation-policies-programs">https://www.transportation.gov/mission/ensuring-reliance-upon-sound-economic-analysis-department-transportation-policies-programs</a>.
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FRA expects that this final rule will result in cost savings to the
industry as it will codify longstanding waivers and save railroads the
need to submit waiver petitions (and repeated requests for extensions
of those waivers every five years) to FRA for continued relief of
various applicable regulations. It will likewise eliminate the burden
on the Federal Government to review the individual waiver petitions and
extension requests. This final rule will also provide clarity to
railroads regarding regulatory maintenance and inspection requirements.
B. Executive Order 14192 (Unleashing Prosperity Through Deregulation)
E.O. 14192, Unleashing Prosperity Through Deregulation, requires
that for ``each new [E.O. 14192 regulatory action] issued, at least ten
prior regulations be identified for elimination.'' \14\ Implementation
guidance for E.O. 14192 issued by OMB (Memorandum M-25-20, Mar. 26,
2025) defines two different types of E.O. 14192 actions: an E.O. 14192
deregulatory action, and an E.O. 14192 regulatory action.\15\
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\14\ Executive Office of the President, Executive Order 14192 of
January 31, 2025, Unleashing Prosperity Through Deregulation, 90 FR
9065-9067 (Feb. 6, 2025).
\15\ Executive Office of the President, Office of Management and
Budget, Guidance Implementing Section 3 of Executive Order 14192,
Titled ``Unleashing Prosperity Through Deregulation.'' Memorandum M-
25-20, (Mar. 26, 2025).
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An E.O. 14192 deregulatory action is defined as ``an action that
has been finalized and has total costs less than zero.'' This final
rule will have total costs less than zero and therefore is considered
an E.O. 14192 deregulatory action.
C. Regulatory Flexibility Act
The Regulatory Flexibility Act (5 U.S.C. 601 et seq.), as amended
by the Small Business Regulatory Enforcement Fairness Act of 1996,\16\
requires Federal agencies to consider the effects of the regulatory
action on small business and other small entities and to minimize any
significant economic impact. Accordingly, DOT policy requires an
analysis of the impact of all regulations on small entities, and
mandates that agencies strive to lessen any adverse effects on these
businesses. The term ``small entities'' comprises small businesses and
not-for-profit organizations that are independently owned and operated
and are not dominant in their fields, and governmental jurisdictions
with populations of less than 50,000 (5 U.S.C. 601(6)).
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\16\ Public Law 104-121, 110 Stat. 857 (Mar. 29, 1996).
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In the NPRM, FRA certified that this rule would not have a
significant economic impact on a substantial number of small entities.
No comments were received on this certification.
This final rule will not preclude small entities from continuing
practices that comply with parts 229, 232, or 238; it merely offers
flexibilities that will result in cost savings, if a small entity or
other regulated entity chooses to utilize those flexibilities. By
extending this regulatory relief, many regulated entities, including
small entities, will
[[Page 55782]]
experience benefits. FRA does not expect these impacts to be
significant. Consequently, FRA holds to its previous certification that
the final rule will not have a significant economic impact on a
substantial number of small entities.
D. Paperwork Reduction Act
This final rule offers regulatory flexibilities, and it contains no
new information collection requirements in accordance with the
Paperwork Reduction Act of 1995 (44 U.S.C. 3501-3520); therefore, an
information collection submission to OMB is not required.
E. Environmental Assessment
FRA has analyzed this rule for the purposes of the National
Environmental Policy Act of 1969 (NEPA). In accordance with 42 U.S.C.
4336 and DOT NEPA Order 5610.1D, FRA has determined that this rule is
categorically excluded pursuant to 23 CFR 771.116(c)(15). This
rulemaking is not anticipated to result in any environmental impacts,
and there are no unusual or extraordinary circumstances present in
connection with this rulemaking.
F. Federalism Implications
This final rule will not have a substantial effect on the States,
on the relationship between the national government and the States, or
on the distribution of power and responsibilities among the various
levels of government. Thus, in accordance with E.O. 13132, Federalism
(64 FR 43255, Aug. 10, 1999), preparation of a Federalism Assessment is
not warranted.
G. Unfunded Mandates Reform Act of 1995
This final rule will not result in the expenditure, in the
aggregate, of $100,000,000 or more, adjusted for inflation, in any one
year by State, local, or Indian Tribal Governments, or the private
sector. Thus, consistent with section 202 of the Unfunded Mandates
Reform Act of 1995 (Pub. L. 104-4, 2 U.S.C. 1532), FRA is not required
to prepare a written statement detailing the effect of such an
expenditure.
H. Energy Impact
E.O. 13211, Actions Concerning Regulations That Significantly
Affect Energy Supply, Distribution, or Use (66 FR 28355, May 22, 2001),
requires Federal agencies to prepare a Statement of Energy Effects for
any ``significant energy action.'' \17\ FRA has evaluated this final
rule in accordance with E.O. 13211 and determined that this final rule
is not a ``significant energy action'' within the meaning of E.O.
13211.
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\17\ 66 FR 28355 (May 22, 2001).
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I. Executive Order 13175 (Tribal Consultation)
FRA has evaluated this final rule in accordance with the principles
and criteria contained in E.O. 13175, Consultation and Coordination
With Indian Tribal Governments (65 FR 67249, Nov. 6, 2000). The final
rule will not have a substantial direct effect on one or more Indian
tribes, will not impose substantial direct compliance costs on Indian
Tribal Governments, and will not preempt tribal laws. Therefore, the
funding and consultation requirements of E.O. 13175 do not apply, and a
tribal summary impact statement is not required.
J. International Trade Impact Assessment
The Trade Agreement Act of 1979 prohibits Federal agencies from
engaging in any standards or related activities that create unnecessary
obstacles to the foreign commerce of the United States. Legitimate
domestic objectives, such as safety, are not considered unnecessary
obstacles. The statute also requires consideration of international
standards and, where appropriate, that they be the basis for U.S.
standards. This final rule is purely domestic in nature and is not
expected to affect trade opportunities for U.S. firms doing business
overseas or for foreign firms doing business in the United States.
List of Subjects
49 CFR Part 229
Locomotives, Railroad safety, Remote control locomotives.
49 CFR Part 232
Power brakes, Railroad safety, Securement, Two-way end-of-train
devices.
49 CFR Part 238
Fire prevention, Passenger equipment, Penalties, Railroad safety,
Reporting and recordkeeping requirements.
The Final Rule
For the reasons discussed in the preamble, FRA amends parts 229,
232, and 238 of chapter II, subtitle B of title 49, Code of Federal
Regulations as follows:
PART 229--RAILROAD LOCOMOTIVE SAFETY STANDARDS
0
1. The authority citation for part 229 continues to read as follows:
Authority: 49 U.S.C. 20103, 20107, 20133, 20137-38, 20143,
20168, 20701-03, 21301-02, 21304; 28 U.S.C. 2461 note; and 49 CFR
1.89.
0
2. Amend Sec. 229.5 by revising the definition of ``Electronic air
brake'' to read as follows:
Sec. 229.5 Definitions.
* * * * *
Electronic air brake (EAB) means a brake system controlled by a
computer which provides the means for control of the locomotive brakes
or train brakes or both.
* * * * *
0
3. Revise and republish Sec. 229.29 to read as follows:
Sec. 229.29 Air brake system calibration, maintenance, and testing.
(a) A locomotive's air brake system shall receive the calibration,
maintenance, and testing as prescribed in this section. The level of
maintenance and testing and the intervals for receiving such
maintenance and testing of locomotives with various types of air brake
systems shall be conducted in accordance with paragraphs (c) through
(e) of this section. Records of the maintenance and testing required in
this section shall be maintained in accordance with paragraph (h) of
this section.
(b) Except for DMU or MU locomotives covered under Sec. 238.309 of
this chapter, the extent of air brake system maintenance and testing
that is required on a locomotive shall be in accordance with the
following levels:
(1) Level one. Locomotives shall have the filtering devices or dirt
collectors located in the main reservoir supply line to the air brake
system cleaned, repaired, or replaced. Locomotives equipped with EAB
control valves must execute and pass a self-test of the operational
health of the brake system.
(2) Level two. Locomotives shall have the following components
cleaned, repaired, and tested: brake cylinder relay valve portions;
main reservoir safety valves; brake pipe vent valve portions; and feed
and reducing valve portions in the air brake system (including related
dirt collectors and filters).
(3) Level three. Locomotives shall have the components identified
in this paragraph removed from the locomotive and disassembled, cleaned
and lubricated (if necessary), and tested. In addition, all parts of
such components
[[Page 55783]]
that can deteriorate within the inspection interval as defined in
paragraphs (c) through (e) of this section shall be replaced and
tested. The components include: all pneumatic components of the
locomotive equipment's brake system that contain moving parts and are
sealed against air leaks; all valves and valve portions; electric-
pneumatic master controllers in the air brake system; and all air brake
related filters and dirt collectors.
(c) Except for MU locomotives covered under Sec. 238.309 of this
chapter, all locomotives shall receive level one air brake maintenance
and testing as described in this section at intervals that do not
exceed 368 days.
(d) Locomotives equipped with an air brake system not specifically
identified in paragraphs (e)(1) through (6) of this section shall
receive level two air brake maintenance and testing as described in
this section at intervals that do not exceed 368 days, and level three
air brake maintenance and testing at intervals that do not exceed 736
days.
(e) Level two and level three air brake maintenance and testing
shall be performed on each locomotive identified in this paragraph in
accordance with the following:
(1) At intervals that do not exceed 1,104 days for locomotives
equipped with PS-68, 26-C, 26-L, PS-90, CS-1, RT-2, RT-5A, GRB-1, CS-2,
or 26-R brake systems (26 type brake systems) (This listing of brake
system types is intended to subsume all brake systems using 26 type,
6N, MC30, ABD, or ABDW control valves and PS68, PS-90, 26B-1, 26C,
26CE, 26-B1, 30CDW, or 30ECDW engineer's brake valves.);
(2) At intervals that do not exceed 1,472 days for locomotives
equipped with an air dryer and a 26 type brake system and for
locomotives not equipped with an air compressor and that are semi-
permanently coupled and dedicated to locomotives with an air dryer;
(3) At intervals that do not exceed 1,840 days for locomotives
equipped with KB-HL1, KB-HS1, or EPIC 1 (formerly EPIC 3102) brake
systems;
(4) At intervals that do not exceed 2,944 days for locomotives
equipped with EPIC 3102(D2) or EPIC 2 brake systems;
(5) At intervals that do not exceed 3,128 days for locomotives
equipped with CCB-1 brake systems; or
(6) At intervals that do not exceed 3,680 days for locomotives
equipped with CT-1, CCB-2, CCB-26, or Fastbrake brake systems.
(f) All systems for the discharge or removal of moisture, such as
automatic drain valves and air dryers, must be maintained to function
as intended.
(g) The air compressor (if equipped) must be maintained to function
as intended with emphasis on detection and elimination of oil
contamination of the main reservoir air.
(h) For locomotives equipped with an EAB system, a self-test of the
operational health of the brake system must be performed and
successfully passed as part of the periodic mechanical inspection.
(i) Records of the air brake system maintenance and testing
required by this section shall be generated and maintained in
accordance with the following:
(1) The date and place of the cleaning, repairing and testing
required by this section shall be recorded on Form FRA F 6180-49A, and
the work shall be certified. A record of the parts of the air brake
system that are cleaned, repaired, and tested shall be kept in the
railroad's files or in the cab of the locomotive.
(2) At its option, a railroad may fragment the work required by
this section. In that event, a separate record shall be maintained
under a transparent cover in the cab. The air record shall include: the
locomotive number; a list of the air brake components; and the date and
place of the inspection and testing of each component. The signature or
unique employee identifier of the person performing the work and the
signature or unique employee identifier of that person's supervisor
shall be included for each component. A duplicate record shall be
maintained in the railroad's files.
PART 232--BRAKE SYSTEM SAFETY STANDARDS FOR FREIGHT AND OTHER NON-
PASSENGER TRAINS AND EQUIPMENT; END-OF-TRAIN DEVICES
0
4. The authority citation for part 232 continues to read as follows:
Authority: 49 U.S.C. 20102-20103, 20107, 20133, 20141, 20301-
20303, 20306, 21301-20302, 21304; 28 U.S.C. 2461 note; and 49 CFR
1.89.
0
5. Amend Sec. 232.5 by adding, in alphabetical order, the definition
of ``Electronic air brake (EAB)'' to read as follows:
Sec. 232.5 Definitions.
* * * * *
Electronic air brake (EAB) means a brake system controlled by a
computer which provides the means for control of the locomotive brakes
or train brakes or both.
* * * * *
0
6. Amend Sec. 232.205 by revising paragraph (c)(1)(iii) to read as
follows:
Sec. 232.205 Class I brake test-initial terminal inspection.
* * * * *
(c) * * *
(1) * * *
(iii) AFM indicators must be accurate to within <plus-minus>3
standard cubic feet per minute (CFM) at 60 CFM air flow. An analog AFM
indicator must be verified for accuracy at periodic intervals not to
exceed 92 days. A digital AFM indicator with auto-calibrating
functionality must be verified for accuracy at periodic intervals not
to exceed 184 days. Any AFM indicator found out of tolerance must be
calibrated. AFM indicators and all test orifices must be calibrated at
temperatures of not less than 20 [deg]F.
* * * * *
PART 238--PASSENGER EQUIPMENT SAFETY STANDARDS
0
7. The authority citation for part 238 continues to read as follows:
Authority: 49 U.S.C. 20103, 20107, 20133, 20141, 20302-20303,
20306, 20701-20702, 21301-21302, 21304; 28 U.S.C. 2461 note; and 49
CFR 1.89.
0
8. Amend Sec. 238.5 by adding, in alphabetical order, the definition
of ``Electronic air brake (EAB)'' to read as follows:
Sec. 238.5 Definitions.
* * * * *
Electronic air brake (EAB) means a brake system controlled by a
computer which provides the means for control of the locomotive brakes
or train brakes or both.
* * * * *
0
9. Amend Sec. 238.307 by adding paragraph (d)(4) to read as follows:
Sec. 238.307 Periodic mechanical inspection of passenger cars and
unpowered vehicles used in passenger trains.
* * * * *
(d) * * *
(4) For passenger equipment equipped with an EAB system, a self-
test of the operational health of the brake system must be performed
and successfully passed as part of the periodic mechanical inspection.
* * * * *
0
10. Amend Sec. 238.309 by:
0
a. Revising paragraphs (b), (d), and (e);
0
b. Redesignating paragraph (f) as paragraph (h);
0
c. Adding a new paragraph (f) and paragraph (g); and
0
d. Revising newly redesignated paragraph (h).
[[Page 55784]]
The revisions and additions read as follows:
Sec. 238.309 Periodic brake equipment maintenance.
* * * * *
(b) DMU and MU locomotives. The brake equipment and brake cylinders
of each DMU or MU locomotive shall be cleaned, repaired, and tested,
and the filtering devices or dirt collectors located in the main
reservoir supply line to the air brake system cleaned, repaired, or
replaced in accordance with the following schedule:
(1) At intervals that do not exceed 736 days if the DMU or MU
locomotive is part of a fleet that is not 100 percent equipped with air
dryers;
(2) At intervals that do not exceed 1,104 days if the DMU or MU
locomotive is part of a fleet that is 100 percent equipped with air
dryers and is equipped with a brake system not listed in paragraphs
(b)(3) through (7) of this section;
(3) At intervals that do not exceed 1,472 days if the DMU or MU
locomotive is part of a fleet that is 100 percent equipped with air
dryers and is equipped with a PS-68, 26-C, 26-L, PS-90, CS-1, RT-2, RT-
5A, GRB-1, CS-2, or 26-R brake system (26 type brake system) (This
listing of brake system types is intended to subsume all brake systems
using 26 type, 6N, MC30, ABD, or ABDW control valves and PS68, PS-90,
26B-1, 26C, 26CE, 26-B1, 30CDW, or 30ECDW engineer's brake valves.);
(4) At intervals that do not exceed 1,840 days if the DMU or MU
locomotive is equipped with a KB-HL1, KB-HS1, or EPIC 1 (formerly EPIC
3102) brake system;
(5) At intervals that do not exceed 2,944 days if the DMU or MU
locomotive is equipped with an EPIC 3102(D2) or EPIC 2 brake system;
(6) At intervals that do not exceed 3,128 days if the DMU or MU
locomotive is equipped with a CCB-1 brake system; or
(7) At intervals that do not exceed 3,680 days if the DMU or MU
locomotive is equipped with a CT-1, CCB-2, CCB-26, or Fastbrake brake
system.
* * * * *
(d) Passenger coaches and other unpowered vehicles. The brake
equipment on each passenger coach and each unpowered vehicle used in a
passenger train shall be cleaned, repaired, and tested in accordance
with following schedule:
(1) At intervals that do not exceed 1,104 days for a coach or
vehicle equipped with a brake system not specifically identified in
paragraphs (d)(2) through (4) of this section;
(2) At intervals that do not exceed 1,472 days for a coach or
vehicle equipped with a 26 type brake system listed in paragraph (b)(3)
of this section or equivalent brake system;
(3) At intervals that do not exceed 2,208 days for a coach or
vehicle equipped with an AB type brake system;
(4) At intervals that do not exceed 2,944 days for a coach or
vehicle equipped with EE-26 (26-C emulation brake system) or any
locomotive EAB control valve listed in paragraphs (b)(5) through (7) of
this section when used for brake cylinder control only; or
(5) At intervals that do not exceed 3,680 days for a coach or
vehicle equipped with EE-26 (26-C emulation brake system), or any
locomotive EAB control valve listed in paragraphs (b)(5) through (7) of
this section when used for brake cylinder control only and operated in
a fleet where continuous brake operational health information is
displayed to the train operator.
(e) Cab cars. The brake equipment of each cab car shall be cleaned,
repaired, and tested in accordance with the following schedule:
(1) At intervals that do not exceed 736 days for all types of a cab
car brake system not specifically identified in paragraphs (e)(2)
through (6) of this section;
(2) At intervals that do not exceed 1,472 days for a cab car brake
system equipped with 26 type brake valves listed in paragraph (b)(3) of
this section;
(3) At intervals that do not exceed 1,840 days for a cab car
equipped with a KB-HL1, KB-HS1, KB-CT1, or EPIC 1 (formerly EPIC 3102)
brake system;
(4) At intervals that do not exceed 2,944 days for a cab car
equipped with an EPIC 3102(D2) or EPIC 2 brake system;
(5) At intervals that do not exceed 3,128 days for a cab car
equipped with a CCB-1 brake system; or
(6) At intervals that do not exceed 3,680 days for a cab car
equipped with a CT-1, CCB-2, CCB-26, or Fastbrake brake system.
(f) Moisture discharge or removal system maintenance. Automatic
drain valve and air dryer maintenance. All systems for the discharge or
removal of moisture, such as automatic drain valves and air dryers,
must be maintained to function as intended.
(g) Air compressor maintenance. The air compressor (if equipped)
must be maintained to function as intended with emphasis on detection
and elimination of oil contamination of the main reservoir air.
(h) Records of periodic maintenance. (1) The date and place of the
cleaning, repairing, and testing required by this section shall be
recorded on Form FRA 6180-49A or a similar form developed by the
railroad containing the same information, and the person performing the
work and that person's supervisor shall sign or mark the form with a
unique employee identifier, if possible. Alternatively, the railroad
may stencil the vehicle with the date and place of the cleaning,
repairing, and testing and maintain an electronic record of the person
performing the work and that person's supervisor.
(2) A record of the parts of the air brake system that are cleaned,
repaired, and tested shall be kept in the railroad's files, the cab of
the locomotive, or a designated location in the passenger car until the
next such periodic test is performed.
Issued in Washington, DC, under authority delegated in 49 CFR
1.89.
David A. Fink,
Administrator.
[FR Doc. 2026-17784 Filed 8-28-26; 8:45 am]
BILLING CODE 4910-06-P
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</html>Indexed from Federal Register on August 31, 2026.
This is legal information, not legal advice. Laws vary by jurisdiction and change frequently. Always verify current law with official sources and consult a licensed attorney in your jurisdiction for advice on your specific situation.