 |
The changes are more restricted than claimed
Author: LULZ at lying liberal LOL
Date: 03-29-2020 - 12:07
You misrepresent. You do that a lot. Because you are a political mouth. People should read it for themselves to get an accurate understanding.
LOL Wrote:
-------------------------------------------------------
> Yes, it has been changed, in a sense, along with
> many other rules. The FRA recently issued a waiver
> essentially saying the carriers can now do
> whatever they want, as long as it is reported.
>
> The Hours of Service Law has always had provisions
> for working longer than 12 hours in an emergency
> situation. According to the FRA, the current
> situation is an indefinite emergency.
>
> Some of the relaxed rules now allow reduced track
> inspection, allowing trains to depart the initial
> terminal with inoperative brakes, and allowing
> crews to run where they are not qualified, as long
> as PTC is working, among many other former
> requirements.
>
> Picture it if you will. A crew that has never been
> on a territory before is running a train that has
> not had a true brake test, on track that has not
> been truly inspected. Perfectly acceptable. Recipe
> for disaster.
>
> Link to the waiver is below.
>
> [files.constantcontact.com]
> 7741-95db-4bf2-b5ad-70f163d5dda0.pdf
[files.constantcontact.com]
Accordingly, FRA grants Petitioners’ request for relief from § 240.231 and § 242.301 employee qualification requirements in operating scenarios defined above, subject to the following specific conditions:
1. The railroad must first determine that no territorial qualified engineer or conductor is
available;
2. Engineers or conductors that were qualified on the territory, but their qualifications have lapsed, must be assigned over an engineer or conductor that was not initially qualified
over the territory;
3. An engineer that is certified with the most demanding service should be assigned ahead
of those engineers with a less demanding service as documented in their individual
records;
4. If the locomotive engineer is qualified on the portion of track to be operated over and
conductor is not qualified or whose previous qualification on the portion of track has
expired, the train may be operated without restriction;
5. If neither the locomotive engineer nor conductor is qualified on a portion of track but the train is PTC active/engaged, the train must operate at a speed not to exceed 40 miles per hour, (Key trains will not exceed 30 miles per hour), with an up-to-date job aid (track
chart);
6. If neither the locomotive engineer nor conductor is qualified on a portion of track and the train is not PTC active, the crew must operate at restricted speed with an up-to-date job aid (track chart);
7. If an engineer is called to work a territory that he/she is not currently qualified on, to the extent possible that engineer must only operate a train that is similar to a train (e.g. tonnage and length) he or she normally operates; and
8. Railroads shall report to FRA by email (FRAOPCERTPROG@dot.gov) within 24 hours
of any occurrence of a PTC enforcement, decertification event, or any incident or
accident below the reporting threshold that occurs when neither the locomotive engineer
nor conductor is qualified on a portion of track.
LOL Wrote:
-------------------------------------------------------
> Yes, it has been changed, in a sense, along with
> many other rules. The FRA recently issued a waiver
> essentially saying the carriers can now do
> whatever they want, as long as it is reported.
>
> The Hours of Service Law has always had provisions
> for working longer than 12 hours in an emergency
> situation. According to the FRA, the current
> situation is an indefinite emergency.
>
> Some of the relaxed rules now allow reduced track
> inspection, allowing trains to depart the initial
> terminal with inoperative brakes, and allowing
> crews to run where they are not qualified, as long
> as PTC is working, among many other former
> requirements.
>
> Picture it if you will. A crew that has never been
> on a territory before is running a train that has
> not had a true brake test, on track that has not
> been truly inspected. Perfectly acceptable. Recipe
> for disaster.
>
> Link to the waiver is below.
>
> [files.constantcontact.com]
> 7741-95db-4bf2-b5ad-70f163d5dda0.pdf
[files.constantcontact.com]
Accordingly, FRA grants Petitioners’ request for relief from § 240.231 and § 242.301 employee qualification requirements in operating scenarios defined above, subject to the following specific conditions:
1. The railroad must first determine that no territorial qualified engineer or conductor is
available;
2. Engineers or conductors that were qualified on the territory, but their qualifications have lapsed, must be assigned over an engineer or conductor that was not initially qualified
over the territory;
3. An engineer that is certified with the most demanding service should be assigned ahead
of those engineers with a less demanding service as documented in their individual
records;
4. If the locomotive engineer is qualified on the portion of track to be operated over and
conductor is not qualified or whose previous qualification on the portion of track has
expired, the train may be operated without restriction;
5. If neither the locomotive engineer nor conductor is qualified on a portion of track but the train is PTC active/engaged, the train must operate at a speed not to exceed 40 miles per hour, (Key trains will not exceed 30 miles per hour), with an up-to-date job aid (track
chart);
6. If neither the locomotive engineer nor conductor is qualified on a portion of track and the train is not PTC active, the crew must operate at restricted speed with an up-to-date job aid (track chart);
7. If an engineer is called to work a territory that he/she is not currently qualified on, to the extent possible that engineer must only operate a train that is similar to a train (e.g. tonnage and length) he or she normally operates; and
8. Railroads shall report to FRA by email (FRAOPCERTPROG@dot.gov) within 24 hours
of any occurrence of a PTC enforcement, decertification event, or any incident or
accident below the reporting threshold that occurs when neither the locomotive engineer
nor conductor is qualified on a portion of track.
