EQ-DSL 1. EQUIPMENT RESTRICTION
Cars are restricted account height or length at the following locations:
South Columbus Industrial Track-Martin Bower Company and Horn Track 60 feet or longer.
Q-DSL1. HOURS OF SERVICE
Trains being recrewed on Main Tracks with time remaining under hours of service law must not vacate locomotive until they are properly relieved by outbound crew or permission received from Train Dispatcher.
95-DSL1. NON-INTERLOCKED RAILROAD CROSSINGS AT GRADE
Movement of train or engines over non-interlocked railroad crossings at grade will be governed as follows:
OHIO
Unless otherwise specified, at railroad crossings and junctions at grade not interlocked, all trains must come to a full stop, not nearer than two hundred (200) feet, nor farther than eight hundred (800) feet from the crossing, and shall not cross until signalled to do so by on ground personnel.
96-DSL1. SIDINGS-SPEED
Unless otherwise restricted, maximum speed on non-controlled sidings is Restricted Speed not exceeding 10 MPH.
97-DSL1. RUNNING TRACK-SPEED
Unless otherwise restricted, maximum speed on running tracks is Restricted Speed not exceeding 10 MPH.
98. DSL1. YARD AND INDUSTRIAL TRACKS-SPEED
Unless otherwise restricted, maximum speed on yard and industrial tracks is Restricted Speed not exceeding 10 MPH.
| Tracks | MPH |
|---|---|
| All Industrial Tracks | 10 |
| Except: | |
| Bradford | 15 |
| Roseville | 15 |
| All Yard Tracks | 10 |
| Except: | |
| Buckeye Yard | 15 |
131-DSL1. FLAGMEN
Flagmen must report to the Train Dispatcher when he arrives on site and prior to departing company property after completing his flagging duties. The Train Dispatcher is to record this information on the Train Sheet.
138-DSL1. STATE GRADE CROSSING REGULATIONS
In the State of Michigan, no train or yard movement shall block any grade crossing in excess of 5 minutes. When one movement has been on a grade crossing, no other train shall proceed over that crossing until all traffic has cleared, or 5 minutes has elapsed, whichever is shorter.
142-DSL1. EXCEPTED TRACKS
Ampoint Industrial Park
Carrothers Secondary-All Tracks, Except Main (Toledo-Woodville)
175-DSL1. TEMPORARY SPEED SIGNS
On main tracks where TV Train Speeds are authorized, the following applies:
When temporary speed signs display two sets of speed numerals, the Bulletin Order shall specify which speed applies to which type of train.
Safety, Quality and Productivity are the result of well planned and conducted job briefings. STEP I. Plan the Job Briefing. A. Develop your own work plan by: 1. Reviewing work or task to be accomplished. 2. Checking the job location and work area. 3. Breaking the work or task down into step-by-step procedure. 4. Determining tool, equipment, and material requirements. 5. Determining what safety rules or procedures are applicable. B. Consider existing and potential hazards that might be involved as a result of. 1. Job and weather conditions. 2. The nature of the work to be done. 3. The job location. 4. The tools, equipment and materials used. 5. Equipment to be worked on. 6. Traffic conditions and visibility. 7. Time of day. 8. Safety or personal protective equipment required. C. Consider how work assignments will be made. 1. Group assignments. 2. The nature of the work to be done. 3. Abilities and experience of individuals. STEP II. Conduct the Job Briefing. A. Explain work or task to employees. 1. What is to be done. 2. Why is it to be done. 3. When it is to be done. 4. Where it is to be done. 5. How it is to be done. 6. Who is to do it. 7. What safety precautions are necessary. B. Discuss existing or potential hazards and ways to eliminate or protect against them. C. Make definite work assignments 1. Make sure employees understand assignments. 2. Ask questions of the "how" and "why" type. D. If special tools, materials, equipment; or methods are to be used, make sure employees know how to proceed safely. E. Issue all Instructions clearly and concisely, check to see that they are understood. STEP III. Job Brief for Special Conditions. A. Complex jobs. 1. Brief only a portion of the job. 2. Give additional briefing as the job progresses. B. Change in job conditions-when it becomes necessary to change plans and procedures as the job progresses, brief employees an these changes. (As an example: the weather condition changes). STEP IV. Follow up by Supervisor. It is important that frequent checks be made as the job progresses to be sure that. A. Your plans are being followed and correct work methods used. B. Each person is carrying out the assigned responsibilities. C. Any hidden hazards have been identified and action initiated to eliminate or what precautions are required. STEP V. Individual Responsibility. A. employees are responsible to see that the work plan is carried out according to the Job Briefing or modified when conditions change.
Never cross over between moving equipment. Cross over between standing equipment after receiving protection as instructed in Rule 1710 only on equipment with a crossover platform and continuous handrail. If equipment does not have the necessary safety appliances to cross over, separate the equipment at least 30 feet or walk around the end of the equipment.
Always request "3-Step" Protection
1. Apply the train brakes.
2. Place the reverser lever in neutral position.
3. Open the generator field switch.
The Engineer must maintain this protection until notified by the employee who requested it that the protection is no longer required.
Make sure that equipment is separated by at least 30 feet before making any adjustments.
Know that the equipment will not move.
Expect equipment to move at any time.
Never cross tracks closer than 15 feet from standing equipment.
Never ride on the end of moving equipment except for the purpose of riding the brake platform and using the brake to stop the equipment.
When backing or pushing a train, the distance of the movement must be specified, and the movement must stop in one-half the specified distance unless addi- tional instructions are received.
Never get off or on moving equipment except in an emergency.
A-1. REQUIRED BOOKS
Issue date of the current required books and publications will be listed in the General Order of each new timetable. Employees will be notified of changes in these books by Bulletin Order, Division notice or General Order.
Employees affected by the Timetable must carry the current System Operating Instructions and any Service Lane section that they are qualified to operate over.
A-2. TRAINMEN IN YARD SERVICE
Trainmen assigned to yard service whose assignment does not contemplate entering or using main tracks will not be required to carry their timetable with them while in such service, but must have them available for inspection when reporting for duty
A-3. N.A.E.R.G. GUIDE
All Yardmaster, Train Dispatchers and Train and Engine service employees must obtain a copy of the current North American Emergency Response Guide book and have it with them while on duty.
C-1. EXAMINATIONS - MEDICAL The following employees are required to have periodic physical examinations:
Train and Engine Service Employees (Road and Yard)
Assistant Chief Train Dispatchers
Train Dispatchers
Block Operators
Inspection and Repair Foreman
Signal Maintainers
Crane/Derrick Operators
Class 1 and 2 Operators
Backhoe Operators
For the above employees, periodic physical examinations are required once every three years. (Exception-State of New Jersey, engine service employees in road service must be examined annually) Employees who hold a valid commercial drivers license (CDL) and who are assigned, or may be assigned, to operate company vehicles with gross weight exceeding 10,000 lbs. must have a physical examination every two years.
Employees required to take periodic physical examinations, except Locomotive Engineers, will be notified two months before examination is due. This notification will be made by an occupational health management company directly to the employee. This notification will indicate that the exam must be scheduled and will include information about approved medical facilities available for the exam.
Return to duty examinations are required as follows:
A. Employees returning from furlough or leave of absence exceeding six months.
B. Employees off duty more than 30 days account illness or non-occupational illness/injury, unless otherwise authorized by the Health Services Department.
The employee must call 1-800-555-1212 and arrange for the return to duty examination. This examination must be passed prior to returning to duty or performing service.
A return to duty examination following an occupational injury and other follow-up exams or evaluations will be scheduled by the Health Services Manager or Medical Director.
Qualified Locomotive Engineers must arrange for examination to be completed not more than 180 days prior to re-certification date.
When reporting to a medical office for any physical examination employees must present photo identification in the form of a driver license or Conrail identification card.
Employees required to have a the System Operating Instructions, must record the required information as to physical examinations on the Employee Qualification -Physical page.
Employees must notify, and are under a continuing obligation to notify, the Health Services Department of any existing physical condition not already on record with the department, which could impair their ability to perform their duties. This notification must be made immediately upon the employee receiving knowledge of the condition and is not limited to those conditions discovered during required medical examinations.
Health Services should be contacted at 1-800-278-2935 (1-8002STAWEL) by leaving a message after picking Option 2 then Option 3.
C-2. MEDICAL OFFICERS
All examinations by the Health Services Department are performed by appointment only. Name, address, location and telephone numbers of Medical Officers are posted at Bulletin Board Locations.
C-3. HOSPITALS
Name, address and telephone numbers of hospitals may be obtained from Train Dispatcher and Crew Dispatcher offices. In an emergency contact 911 emergency numbers, police, local fire department, or rescue squads or SMART 666-6666 using any method available.
C-4. ALL TRAIN AND ENGINE SERVICE PERSONNEL, YARDMASTER AND BLOCK OPERATORS
EXAMINATIONS-NORAC OPERATING RULES; RISK MANAGEMENT AND SAFETY TRAINING
In compliance with Rule C, NORAC Operating Rules, and former Conrail policy, Yardmasters, Operators, and Train and Engine Ser- vice Employees are required to annually attend two days of Rules Safety and Risk Management classes.
Active Train and Engine employees will be scheduled by the Crew Dispatching office. Active Operators and Yardmasters will be scheduled into classes by the Division Rules Staff.
Those employees who have attended the rules class and failed the written examination must attend and be reexamined at another rules class within 30 days following the first failure.
Exception: Locomotive Engineers who are taking examination for recertification in 1999 will be withheld from service after first failure of examination.
Any employee who fails to attain a passing grade on the Rules Examination after two attempts, or who fails to attend rules instruction class within the required periods will be considered unqualified and will be withheld from service until they have passed the required examination.
A more complete description of the former Conrail procedure for examination for qualification on the NORAC Operating Rules is available from the Manager of Operating Rules at Division Headquarters.
Employees attending either of the two eight hour classes must have with them their NORAC Operating Rules, Timetable, EC-99, CT-225, North American Emergency Response Guidebook, Safety Rules, Movement Permit Form D, RE-1 and current Bulletin Orders.
Train and Engine employees are to use the posted Pool Code for Division Operating Rules Class and Pool Code for Risk Management and Safety Day. Employees scheduled for either class by the Crew Office should mark their timecards with the statement "MAKE WHOLE." Additional information on what their assignment earned should also be attached. Constructive Allowance Code 399 should be used for authorized auto mileage.
Pool Codes for T&E Rules Classes are:
Albany Div. - 806 Philadelphia Div. - 800 Dearborn Div. - 994 Pittsburgh Div. - 934 Indianapolis Div. - 915
Employees voluntarily attending class on their day off must contact the lead manager of the crew office at 8-520-5230 or toll free 1-800-528-5230, or Bell number (313) 323-5230.
Reimbursement of auto mileage is authorized from employee's home to the class location or from their home terminal to the class location, whichever is less.
Attendance at instructional classes is considered time on duty covered by the Federal Hours of Service Act. Employees will be automatically marked up on crew boards eight hours after completion of day 2 class.
Any questions on these policies should be discussed with the Division Manager of Operating Rules.
C-5. ALL LOCOMOTIVE ENGINEERS-LOCOMOTIVE
ENGINEER RE-CERTIFICATION
In order to comply with the new FRA Rule on Qualification an Certification of Locomotive Engineers (49 CFR part 240), the following schedule of requirements for 3-year re-certification became effective on January 1, 1992. The detailed requirements for re certification are contained in the former Conrail Locomotive Engineer Qualification Program.
All qualified locomotive engineers will be recertified on a schedule based on their last name alphabetically, as follows:
-A through G -2001 and every 3rd year thereafter. -H through 0 -1999 and every 3rd year thereafter. -P through Z -2000 and every 3rd year thereafter.
The FRA rule requires that locomotive engineers receive a vision and hearing examination, and a prior safety conduct review, within 180 days prior to their re-certification. Therefore, engineers with their re-certification year must fulfill all re-certification requirements
- By May 31 st of their re-certification year, if engineer's birth date falls between January 1 st and June 30th, or
- By November 30, of their re-certification year, if engineer's birth date falls between July 31 st and December 31 st.
Example: Engineer, Sam Smith - Date of Birth: August 30th. be re-certified between July 1 and December 31, 1997, 2000, 2003 etc.
Engineers will receive a package containing re-certification requirements, which will be the responsibility of the engineers to fulfill within the above time limits, as follows:
Schedule a periodic examination, including a vision and hearing exam. You are pre-approved at former Conrail authorized medical facilities. A list of approved medical facilities, with phone numbers, can be found on the E-Mail Bulletin Board "Medi-News" or on the current Summary Division Notice. You must call 24 hour in advance of the appointment time and identification is require at the time of the examination.
1. Receive their vision and hearing examinations as part of the regular scheduled periodic examination, or as part of a Company furnished examination.
2. Request and forward to: System Road Foreman, Transportation c/o Conway Training Center, Conway, PA 15027. A copy of their state driver's license record information for present and previous years, as available up to 5 previous years. Form letters may be obtained from the division road foreman's office or the training center. It is the engineer's responsibility to as sure that the drivers license record is provided to the company.
3. Attend an operating rules class and pass a 50 question engineer's written examination covering operating rules, hazardous materials, personal safety, train handling and air brake procedures, and a 10 question physical characteristics examination on principle routes or territory on which the are qualified.
A passing grade of 85% is required on the 60 question examination, or no more than 9 questions incorrectly answered. Engineers who fail this recertification examination will not be allowed to perform service as an engineer. They must attend another rules class and pass the examination before being allowed to return to service as a locomotive engineer.
Be available for a skills performance examination by a supervisor of locomotive engineers while operating a locomofive or a locomotive simulator.
Any questions on the above re-certification requirements, and reqests for a copy of the Locomotive Engineer Certification Progm should be directed to the former Conrail Locomotive Engineer Training Staff at the Conway Training Center. (SMART) 444-5317.
C-5a. LOCOMOTIVE ENGINEER RE-CERTIFICATION STATE MOTOR VEHICLE RECORDS
The company will obtain State Motor Vehicle records for Locomotive Engineers up for re-certification directly from DAC Services provided the Engineer authorizes the company to do so. When so authorized, the company will assume the cost of accessing State Motor Vehicle records through DAC Services and Engineers will no longer be required to send fortheir State Motor Vehicle records.
However, each Engineer still must request the National Driver Register (NDR) search. Engineers due for certification or re-certfication will be mailed a package containing:
1. A National Driver Register Request Form
2. A Notification and Release Form (NR Form 1) and
3. Instructions for obtaining a medical examination.
A supply of NDR request forms and NR Form 1 Forms also will be available at sign-up locations. Any Engineer who desires to authorize the company to obtain his or her State Motor Vehicle records must complete the Notification and Release form (NR Form 1) and return same to the Transportation Training Center at Conway, PA. Engineers who do not authorize the company to obtain their state Motor Vehicle Records must request a copy of their State Driving Records from the Chief of each Driver Licensing Agency identified in 49 CFR Sec. 240.111 (c) at their own expense. Engineers who do not receive the information and forms by mail must contact their immediate supervisor or obtain the forms at their sign-up locations.
C-6. QUALIFYING ON PHYSICAL CHARACTERISTICS
Engineers or Conductors who bid, bump, or are force-assisted to assignments on which they are not qualified, must be marked off to qualify.
Employees marked off in a qualifying status are required to contact the applicable road foreman for Ride Slips.
Specific qualification procedures or requirements will be discussed with the employee.
The Ride Slips must be completed by the employee and the Engineer or Conductor with whom the employee is qualifying.
Employees under pay for the purpose of qualifying on physical characteristics, are required to have their timeslips signed by the Conductor or Engineer on their assignment.
Upon completion of the qualifying trips, employee must contact the applicable road foreman or Manager of Operating Rules to arrange for a route qualification test. When the test is successfully completed and information has been forwarded to the Division Manager of Operating Rules, the employee's route qualification will be updated in CAPS.
Employees making review trip to maintain qualification must report this information, in writing, to the Manager Operating Rules.
C-6a. MAINTAINING QUALIFICATIONS
Unless authorized by the Division Superintendent, a Conductor, Engineer or Track Car Driver not making a trip within 12 months over the railroad to review the physical characteristics of the territory on which they are required to perform service must not be assigned as Conductor, Engineer or Track Car Driver until examined by the proper division officer.
The required information must be recorded on the Qualification page of the employee's Timetable.
Employees ordered to perform service as Conductor, Engineer or Track Car Driver over any portion of the railroad for which they are not qualified must immediately inform the Train Dispatcher.
F-1. SEVERE WEATHER - TRAIN DISPATCHER NOTIFICATION
Severe weather conditions and sudden changes in weather, such as high water, a sudden surge of water in river or streams under bridges, storms or fog, must be immediately communicated to the Train Dispatcher.
G-1. FEDERAL RULE G
All T&E Service Employees, Block Operators, Train Dispatchers and Signal Maintainers:
"Federal Rule G" prohibits use of a controlled substance (illegal drug) at any time whether on duty or off duty. This prohibition states:
No employee who performs covered service may use a controlled substance at any time, whether on duty or off duty, except as permitted by 219.103 of this subpart (concerning proper use of medically prescribed or authorized medications).
(1) No employee may use or possess alcohol or any controlled substance while assigned by a railroad to perform covered service;
(2) No employee may report for covered service, or go or remain on duty in covered service while
(i) Under the influence of or impaired by alcohol;
(ii) Having .02 or more alcohol (former Conrail Policy) concentration in the breath or blood; or impaired by any controlled substance.
(3) No employee may use alcohol for whichever is the lesser of the following periods:
(i) Within four hours of reporting for covered service; or
(ii) After receiving notice to report for covered service.
H-1. POLICY FOR A SMOKE FREE WORKPLACE
PURPOSE: Policy on smoking in the workplace is designed to foster the Health and Safety of all employees.
SCOPE: This policy covers all facilities, vehicles and locomotive cabs.
POLICY- Smoking is prohibited in all fully enclosed buildings, including shops, used by the company employees in the course of their employment. The company will not provide Smoking Rooms.
Smoking is prohibited in locomotive cabs, jitneys, taxicabs, and other vehicles used for the transport of train crews.
Smoking is prohibited in all other company vehicles.
"Smoking" means inhaling, exhaling, burning or carrying a lighted cigar, cigarette, pipe or other smoking material.
ASSISTANCE FOR SMOKERS: For those employees who are interested, the company will make available programs designed to assist employees in managing their smoking at the workplace or to quit smoking. For information about available programs, contact Healthlink at SMART 444-6134, or Bell (412) 555-1212.
1-1. FIRE PRECAUTIONS AND ALARMS CHANGED AS FOLLOWS:
Employees must use every precaution to prevent fires. The Train Dispatcher, Yardmaster or employee in charge must be notified promptly when any fire is observed on or near company property.
L-11. EMPLOYEES PERMITTED TO RIDE ON ENGINES
The following designated employees will be permitted to ride on engines, freight trains, track cars and front and rear ends of passenger trains:
Rules Department Officers Staff Officers Chief Train Dispatchers Assistant Chief Train Dispatchers Train Dispatchers Yardmasters C&S Employees Maintenance of Equipment Supervision Maintenance of Way and Bridge and Building Employees in their districts. Railroad Police Officers in discharge of their duties Transportation Department Supervision Federal or State Inspectors upon presenting proper credentials
Other persons must hold proper authorization issued by the General Manager or Division Superintendent.
Under no circumstances are more than four persons to be allowed to ride in the operating cab of an engine.
L-2. FOUND PROPERTY
In the application of Rule L, any employee finding any item or items on railroad property or on property served by the railroad will promptly notify his immediate supervisor. The supervisor will promptly notify Company Police, giving the following information:
1. Description of item or items and quantity found.
2. Location of items.
3. Rail car number, if applicable.
4. Name of finder.
If the finder is unable to promptly notify his supervisor, he will promptly notify Company police.
Employees will not handle any items but will be governed by instructions of Company Police as to the security of such items until they arrive.
M-11. MANDATORY EYE WEAR RULE
All transportation department employees must wear while on duty company issued safety glasses with side shields at all times, except when riding in highway vehicles or while in office buildings or lunchrooms.
Employees who wear prescription glasses may obtain a copy of Form S 8-A from the Supervisor to order either clear or gray tinted prescription glasses which have side shields and do not require the use of coverall goggles. Former Conrail employees may be provided two pairs of approved prescription glasses per year per employee with additional replacement pairs available. S 8-A forms must be completed by the employee's eye specialist and returned to the supervisor for mailing. Only safety glasses approved by the company Safety Department will be allowed on the property.
N-1. MOVING EQUIPMENT
Getting on or off moving equipment by any employee is prohibited unless authorized by Division General Manager.
Q-1. HOURS OF SERVICE
Employees subject to the federal hours of service laws must familiarize themselves with the laws and comply with their requirements. No service is to be performed after reaching the maximum hours permitted by the laws, unless authorized by the Train Dispatcher.
If an emergency arises that requires service to be performed after crew has removed themselves from train service and before transportation to the final terminal has arrived, a full report of the violation must be given to the Train Dispatcher and required hours of service documentation must be completed and submitted. An emergency is defined as any event that could result in a casualty or unnavoidable accident.
R-1. ACCIDENT/INCIDENT-EMPLOYEE CAUTION
After any accident or incident where human remains or blood are observed on company equipment, employees are not to attempt to remove or clean these particles. The Train Dispatcher or Yardmaster should be notified so that a qualified contractor can perform any necessary cleaning of equipment as soon as possible.
S.1. S7A RULE 1710 REVISED AS FOLLOWS:
Second sentence of Safety Rule 1710 is changed as follows:
When required by the rules, before fouling, going between or under standing equipment for inspection, adjust, or repairs, take the following precautions:
171O(E) is changed as follows: (E) If a locomotive is attached or on the same track, get 3-step protection from the engineer verbally. To communicate that protection is required and provided, assure both positive identification and acknowledgment of each individual requesting protection. When using the radio, use occupation, job symbol and engine number in the request for and the granting of protection.
Add the following sentence at the end of the "NOTE." If the engineer is providing protection for other employees and must leave the locomotive prior to the other employees having relinquished the protection, the engineer must contact the employees and re- quire that they get in the clear of equipment.
171O(E) Item 1 changed as follows: 1. Fully apply the independent brake and make a 20 psi brake pipe reduction.
NOTE 1: When adding helper units to a train on a grade, the 20 psi brake pipe reduction may be modified to a reduction sufficient to hold the train.
NOTE 2: Where required by timetable special instruction to secure a train stopped on a grade after restoring the air and before releasing the hand brakes, the 20 psi brake pipe re- duction may be modified to reduction sufficient hold the train.
NOTE 3: When necessary to foul equipment to determine air pressure for the performance of air brake inspections and to perform emergency air brake repairs, that require the train brakes to be released, 20 psi brake pipe reduction will not be required. Employees must allow slack to adjust before fouling equipment.
1-1. LOCATIONS OF BULLETIN BOARDS
Locations of Bulletin Boards where General Orders, Bulletin Orders and Division Notices are posted and delivered and, locatons of Employee's Register and Standard Clocks will be listed in each Service Lane Section of the Timetable.
Bulletin Orders issued and in effect will expire when Summary Bulletin Order is issued and in effect. All bulletins older than last Summary Bulletin must be removed from Bulletin Boards. Summary Bulletins will be issued as required.
1-2. BULLETIN ORDER VERIFICATION
Crews reporting at all locations must r6port to Operator or Dispatcher and verify that they have current General Orders and Bulletin Order information, if required to operate on a main track.
1-3. VERIFYING COMPLETENESS -
Employees upon receiving Bulletin Orders must check to ensure it is complete by checking each page for page markers and also check the last page to ensure it has the Division Superintendents name which signifies it is complete.
1-4. BULLETIN ORDER REFERENCES
The following references will be used in Division Bulletin
Orders and will indicate as shown below:
Flagman = Refer to System Operating Instruction
131 -1 and NORAC Rule 131.
Rule 135 = Restricted Area listed. Signs may be
moved within the Restricted Area and
permission to pass Stop Sign must in-
clude Milepost location.
Speed Restr. = Temporary speed restriction.
Max Speed = Timetable maximum speed change.
Phys Char. = Physical Characteristics Change.
Grade X-ing = Highway Crossing at grade instruction/
information.
Work Area = Approach location looking out for work
activity and stop unless work area
known to be clear.
2-1. EASTERN STANDARD TIME APPLIES EXCEPT ON PORTIONS OF THE DETROIT AND INDIANAPOLIS SERVICE LANES.
Standard Time of each time zone shall be advanced one hour commencing at 2:OOA.M. on the first Sunday of April and set back one hour at 2:00 A.M. on the last Sunday of October. Such time as so advanced shall be the Standard Time of each time zone during each period.
2-2. STANDARD CLOCKS
Employees charged with the duty of maintaining Standard Clocks may obtain Standard Time from Block Stations and Train Dispatchers Office.
4-1. LITE ENGINE CREW BRIEFINGS
Lite engine crews and helper crews reporting for duty must arrange to hold a job briefing with a non-agreement supervisor. If a local non-agreement supervisor is not available, this job briefing must be conducted by calling the Supervisor of Train Operations, (STO).
16-1. ENGINE SERVICE AND CAR SHOP REPAIR TRACK SPEED
Speed on all Engine Servicing and Car Shop Repair Tracks is 5 MPH.
16-2. CREW MEMBERS FOULING EQUIPMENT
When a member of a train or engine crew is to place or remove a marker, or perform other work under or between rolling equipment, including coupring, or uncoupling air hoses, the engineer must be notified. The engineer must have the train brakes applied, reverser lever in neutral position and generator field switch open.
16-3. ENGINE EXCHANGE CREWS
When a member of an engine-exchange crew is to perform any work under or between rolling equipment, including coupling or uncoupling air hoses, jumper cables etc., the engineer must have the brakes applied, the generator field switch open and the reverser in neutral position. The reverser handle must be removed from the locomotive cab and must not be replaced until all such work has been completed.
16-4. BLUE SIGNAL NOT AVAILABLE
In the application of Rule 16-d, (Blue Signal not available) train brakes must be applied unless:
1. Application of train brakes would interfere with necessary reading of air pressure reading, or:
2. Running repairs are required.
16-5. CLASSIFICATION TRACKS
Employees who go between engines or cars on a classification track of a hump yard to couple air hoses or adjust coupling devices will be protected in accordance with Rule 16(c). (Remotely controlled switch providing access.)
16-6. ENGINES IN HUMP YARDS
Before occupying a hump yard classification track with an engine, a crew member must receive protection from the employeee cconntrolling any remotely controlled switches that provide access to the track. The protection must not be removed until the same crew member reports clear of the track.
16-7. HELPER AND ENGINE PROCEDURES
The following requirements shall be observed before an engineer working alone may go between standing equipment to couple or uncouple the helper consist from a train, remove or install an endof-train device, or engage in any work activity that places him on the ground between the helper and the train:
1. The helper engineer shall personally communicate with the headend engineer to establish a positive understanding as to the work to be performed and to receive assurance that the train will not be moved.
2. The helper consist or lite engine shall be separated from the train at least 50 feet except when coupling or uncoupling, and
3. The helper consist shall be secured against movement as required by NORAC Rule 108, EC-99 RULE 3.6 and Safety Rule 171 O(E), (Three Step Protection.)
Before adding to or setting out one or more locomotives from the helper or light engine consist, the engineer working alone must first secure permission from the dispatcher or yardmaster as required by safety rule 171 O(A). The engineer will promptly notify the employee who granted the permission as soon as the work-is completed.
19-1. ROADWAY WORKER - WHISTLE/HORN SIGNALS
In the application of Rule 19 (b) 2, Roadway Workers are employees wearing high visability reflectorized orange clothing or vests.
22-1. AUXILIARY LIGHTS (DITCH LIGHTS)
The leading engine of trains that operate over public crossings at grade at speeds greater than 20 MPH must be equipped with auxiliary lights. Auxiliary lights consist of two ditch lights (auxiliary on steady), crossing lights (auxiliary lights alternately flashing), or strobe lights. Auxiliary lights are considered operative when both lights illuminate after the engine horn and/or bell is sounded, or the auxiliary light switch is activated.
Auxiliary lights must be operational before the engine leaves its initial terminal, and must be displayed when the engine is approaching and operating over the public crossing at grade.
If one of the auxiliary lights fails en route, the train may continue at Normal Speed, but the defective auxiliary light must be repaired no later than the next calendar day inspection.
If both auxiliary lights fail en route, the train must not exceed 20 MPH while operating over public crossings at grade, and the auxiliary light(s) must be repaired at the next forward repair point.
TWO-WAY END OF TRAIN TELEMETRY DEVICE
Trains authorized to operate at speeds over 30 MPH or in heavy grade territory as specified in Timetable Special Instructions, must with an operational Two-Way End of Train (EOT) except as follows:
1. Local and work trains with less than 4,000 trailing tons unless operating in 2% heavy grade territory as specified in the timetable.
2. Trains with occupied equipment at rear of train, such as caboose, passenger car, locomotive, etc., that is equipped with a valve capable of initiating an emergency brake reduction and the employee at the rear of the train has established and maintains voice radio contact with the controlling engineer.
3. Light engines.
A. Departing Initial Terminal Trains requiring a Two-Way device must have the device armed to departing the initial terminal. The Two-Way EOT must be tested prior to departure, and if the engineer does not participate in the testing he must be advised that both the head end and rear end portion of the device have been tested. The device must remain armed until the train reaches its final destination.
B. Failure En route
When a train requiring a Two-Way device has a failure en route, must be reduced to 30 MPH until the ability to initiate an emergency application at the rear of the train has been restored.
TWO-WAY END OF TRAIN (EOT) DEVICE-UNION PACIFIC UNITS
Union Pacific Two-Way End of Train Units have a manual reset button on the EOT. This button must be reset after an emergency generated at the EOT.
25-3. TWO-WAY END OF TRAIN (EOT) DEVICE- INSPECTION TRAINS
Inspection Trains operating with passenger equipment will be exempt from requirement for two-way EOT telemetry.
25-4. TWO-WAY END OF TRAIN (EOT) DEVICE- HELPER LOCOMOTIVES COUPLED AHEAD
Helper locomotives coupled ahead of the original hauling consist are not required to be armed to the train's STU provided employees on the helper locomotives and original hauling locomotives establish and maintain two-way voice radio contact. Employees must confirm radio contact before train resumes operation or reaches crest of grade. If radio contact is lost, train must be stopped.
If radio contact cannot be maintained, the helper locomotive must arm to the train's STU and test the emergency function before Proceeding, according to EC-99 Rules 10.7.6 and 19.7.10.
25-5. TWO-WAY END OF TRAIN [EOT] DEVICE- UNDESIRED EMERGENCY APPLICATION
When an undesired emergency application occurs, or when an emergency situation arises and it becomes necessary to place the train air brakes in emergency, the two-way EOT Emergency Toggle Switch must also be used as quickly as possible. Quick action to use the device in these instances will result in reducing in train forces in almost every situation.
25-6. COMPATIBLE NORFOLK SOUTHERN EOT'S
Norfolk Southern has begun using dual frequency End Of Train Devices on its trains running through to Conrail.
These new NS dual frequency devices are tan in color with a yellow band on the antenna to allow it to be distinguished from the NS models that are incompatible with Conrail Head End devices.
This device has 2 modes;
1. "AAR Mode" - allows the device to work with all Head End devices and locomotives except NS locomotives.
2. "NS Mode" - allows the device to work with NS locomotives Head End devices only.
When the battery is inserted into the EOT, the LED window alternately displays "NS Mode" and "AAR Mode." Press the RESET button on the EOT when the proper mode is displayed. If the incorrect mode is chosen, simply remove and reinsert the battery; then repeat this step. Then follow the standard arming procedure depending on the mode. If you are in the "AAR Mode," you may arm as if a Conrail device. If in "NS Mode" treat like an NS device.
30-1. TAMPERING
In the application of Rule 30, flag sticks, air hoses, brake shoes, or any other item which could be used to nullify or interfere with the intended function of Dead Man pedal or any other safety feature must not be located in the area of the engineer's control stand.
71-1. FLAT SPOTS
NORAC RULE 71 a. 1 and 2 are changed as follows:
1. A single flat spot is less than 2 inches in length. or
2. Two adjoining flat spots each of which is less than 2 inches in length.
72-1. TEMPILSTIKS-FREIGHT AND PASSENGER TRAINS
Road trainmen and engineers must carry a 200 Degree Tempi1stik while on duty. To determine when the bearing is overheated and must not be continued in service, stroke the outside surface of the top of the journal box or the lower half of the cup of the roller bearing. On Amfleet cars equipped with inboard bearings, stroke the top of inboard surface of the adapter. If a liquid smear results, obtain instructions from Train Dispatcher.
While inspecting a train for defects, except for stroking the reported journal involved, the Tempilstik should only be used if there is evidence of an overheated journal.
If inspection determines that the bearing is not overheated, the following will govern:
1. Movement may be resumed and engine or car number must be given to the dispatcher.
2. The car number and bearing location must also be given to relieving crews and adjoining dispatcher districts.
3. If a defect is detected by a subsequent detector on the same bearing the engine or car must be set out.
72-2. ANSWERING RADIO ALARM DETECTORS
Operating procedures for Radio Alarm Detectors:
Transmissions from Radio Alarm Detectors must be promptly acknowledged on the locomotive radio.
Example: "Company name - Train TV-1 0, Engine 6234 at (site identification) on Track ( ), no defects, out."
HOT BOX/DRAGGING EQUIPMENT DETECTORS
If a defect is detected as the train is passing over the detector, the radio alarm detector will immediately transmit a warning alarm, a series of short "beeps" and track number in multiple track territory, or a "steady tone" on single track or controlled sidings. When the warning beeps or tone is received, the speed of the train must be reduced, when the train has completely passed the detector, a radio message will be transmitted stating the results of the inspection. The train must be promptly stopped, train dispatcher notified and inspection made in accordance with the message received. If the radio transmission reports three defects, the maximum number the detector can transmit, the entire train behind the location of the third defect must be inspected.
HOT BOX ALARM ACTUATION - NOTHING FOUND
If no defect is found at the location specified by the radio alarm detector, 16 axles must be checked immediately ahead and behind the reported location.
If no defect is found on a Key Train, train must not exceed 30 MPH until passing over the next Hot Box Detector.
HOT BOX ALARM - NO LOCATION GIVEN
If warning "beeps" or "tones" are transmitted from a hot box detector and no location given, train must be visually inspected, the 200 degree tempilstik should only be used if there is evidence of a overheated journal. If after this inspection and no defect is observed, the train may proceed not exceeding 30 MPH until passing over the next hot box detector or a roll-by inspection of both sides of train is made by qualified employees.
DRAGGING EOUIPMENT DETECTOR ONLY
If a defect is detected at a radio alarm dragging equipment detector only, a warning alarm of short "beeps" or steady "tones" will be transmitted. No location in train or the defect will be transmitted. Train must be stopped, inspection made, and the train dispatcher notified.
NO MESSAGE RECEIVED/"DETECTOR NOT WORKING" TRANSMITTED TWO TIMES
If there is no transmission received after passing over the detector location or a "detector not working" message is received as train enters the detector location and again when the train completely passes over the detector (excluding high car detectors), the train dispatcher must be notified and the train may continue, not exceeding 30 MPH, until passing over the next detector. If the failure occurred at a combination detector (HBD-DED), the train must not exceed 30 MPH until inspection is made for both hot box and dragging equipment. If a failure occurs at two detector locations in succession the train must be stopped, train dispatcher notified and the entire train inspected.
HIGH CAR DETECTOR-RESTRICTION
If there is no transmission from a detector that includes a high car detector, the train must not pass under height restricted bridges, tunnels and etc., until inspection is made.
If a defect is detected at a radio alarm High Car Detector, in addition to checking the location specified, two cars (or two platforms on articulated equipment) ahead and behind the reported location must also be inspected, even if a defect is found at the reported location.
DETECTOR NOT WORKING MESSAGE TRANSMITTED ONE TIME
If a "Detector Not Working" message is received one time only while passing over the detector or immediately after passing over the detector, the train must be promptly stopped and entire train inspected.
Note: The Train Dispatcher may relieve a crew from inspecting their train, or verify a detector is working, when office information is available confirming no defects.
72-3. INOPERATIVE DETECTOR
When detector is inoperative and/or under repair, as soon as conditions will allow, arrangement must be made for an on-the-ground roll-by inspecton to reduce train delay. Train crews are not relieved of the responsibility of inspecting their train unless specific instrucfions are received from the train dispatcher.
72-4. HOT BOX SIMULATOR
Rail Analyzer Car CR-22 is equipped with four Hot Box simulators which should activate both Radio Alarm and Office readout Hot Box Detectors.
The Hot Box simulators on car CR-22 are only operational while surveying rail, and are located on Axle No. 1, both right and left sides, Axle No. 2 on the right side only, and Axle No. 3 on the left side only. Axle No. 4 is not equipped with a Hot Box simulator.
Train crews Handling car CR-22 must take precaution when passing Radio Alarm Hot Box Detectors to make certain that there are no other hot boxes in their train, in addition to those indicated by the simulated hot boxes.
Employees reading detector tapes at readout locations must make certain that there are no other hot boxes in this train, in addition to those indicated by the simulated hot boxes on car CR-22.
These simulators should produce readings on readout tapes as follows:
Axle No. 1: Right and left sides 14mm Axle No. 2: Right side 11mm Axle No. 3: Left side 11mm The other axle readings should be normal for roller bearing type joumals.Should a hot box detector fail to indicate hot boxes after car CR-22 has passed the detector, the Train Dispatcher must be notified immediately, determine if the detector or the simulator is malfunc-tioning and make arrangements for manual inspections until the malfunction has been corrected.
72-5. DETECTORS - EXIT SPEED
Some radio alarm detectors are equipped to include the exit speed of a passing train as part of the broadcast message.
When the speed is included in the transmission, it will not have to be repeated as part of the response required by System Operating Instruction 72-2.
80-1. RESTRICTED SPEED
In the application of Rule 80 (Restricted Speed), trains other than passenger trains and track cars must not exceed 15 MPH.
94-1. AMTRAK CONDUCTORS
AMTRAK passenger train Conductors must verbally remind their Engineers of temporary restrictions at the last station stop prior to each restriction. This reminder may be performed in person or by radio. Conductors who are not equipped with a radio are relieved of this requirement when it is not practical to personally contact the Engineer without delaying the train.
95-1. NON-INTERLOCKED RAILROAD CROSSINGS AT GRADE
Movement of train or engines over nonminterlocked railroad crossings at grade will be governed by instructions listed in each Service Lane section of the Timetable.
101-1. AWNINGS
When operating locomotives equipped with cab awnings or bay windows where close clearance could cause damage, care must be taken to avoid damage where necessary, by retracting awnings or removing portable bay window on all locomotives in consist.
102-1. - PLACEMENT OF MULTILEVEL CARS
When placing two or more consecutive multilevel cars with M921 -D stencil on side sill near the end of car for loading or unloading, the following must be accomplished before engine uncouples.
1. Wait one minute for cushioning device to bleed off and move to a buff or compressed position.
2. Inspect top deck bridge plate for proper overlap support.
103-1. DROPPING CARS
In the application of NORAC Rule 103 and Transportation Safety Rule 1722, dropping cars is prohibited unless approved by the Division General Manager.
104-1. HAND-OPERATED SWITCHES EQUIPPED WITH ELECTRIC LOCKS
Permission must be obtained from Operator or Train Dispatcher before switch lock is removed from keeper, except when movement is from Main Track to side track unless:
1. Movement is from Main Track to a side track, or
2. Switch is controlled by an Operator or Dispatcher.
At switches not controlled by an Operator or Train Dispatcher to enter side track from Main Track, train or engine must occupy Main Track within 100 feet immediately ahead of switch point.
104-2. DERAILS
In the application of Rule 104, paragraph d, derails that are used in the following applications may be left in the Non-Derailing position. Derails must be locked in either position.
1 . Blue Signal Protection (Accompanying blue flag/light when in the Derailing position)
2. Roadway Worker protection (Accompanying red flag/light when in the derailing position).
3. Occupied Camp Cars (Accompanying white sign/light when in the derailing position).
4. Designated Locomotive storage tracks when there are no lo comotives on the track.
104-3. OPEN SWITCHES
At locations specified in the Timetable, hand-operated switches may be left in reverse position when authorized by Form D line 13, to "leave the switch (or crossover switch) at (location) in reverse position." Before the Form D line 13 is issued, a record of the misaligned switch must be made in red ink on the train sheet and, when applicable, blocking devices must be applied to interlocking or controlled point signals authorizing movement in the direction of the open switch.
A movement must not be authorized in the direction of the open switch until being issued a Form D line 13 stating "switch (or cross over switch) at - (location in reverse positon or leave it in reverse position)." When the switch is returned to normal position the Dispatcher must be notified. If position of switch left in reverse position is not protected by signal indication, Form D line 2 authority must end at or short of the open switch. The Train Dispatcher must record in red ink on the original Form D the following information:
1. The number of the Form D which contained the instruc tion "Return to Normal Position".
2. Time switch returned to normal position.
3. Name of employee.
Open switches must be included in the Train Dispatcher's Transfer. Note: Form D, line 13 instruction maybe added to existing Form D.
106-1. SEMI-AUTOMATIC SWITCHES
Except at locations specified in the Timetable, semi-automatic switches must be operated manually for movement in either direction.
109-1. SHOP CARS ON GRADES
On grades when a shop car is set off with defective air brakes, hand brakes, or both, car involved must be accompanied by at least one car with operative hand brake.
109-2 SECURING WELDED RAIL TRAINS
Welded Rail Train handled on grades must not be separated from engine unless accompanied by a sufficient number of cars with operative hand brakes and train secured.
When placed in yards, on sidings, or similar tracks wheels of train must be blocked or otherwise secured, in addition to hand brakes, to prevent movement of train when engine is detached.
109-3 SECURING CARS-HANDBRAKE EQUIPMENT CUTTING OFF CARS OR LOCOMOTIVE FROM TRAIN
A minimum of 10% of any cut of up to 20 cars left standing unattended, and 5% of an unattended cut of more than 21 cars must have hand brakes applied. Example.:
| 1 -10 cars | 1 handbrake |
| 11 -20 cars | 2 handbrakes |
| 21-40 cars | 2 handbrakes |
| 41-60 cars | 3 handbrakes |
| 61-80 cars | 4 handbrakes |
| 81 -100 cars | 5 handbrakes |
NOTE: This table represents the minimum number of hand brakes required on cars left standing. Other factors, such as grade, rail condition, and weather conditions must be considered. Additional hand brakes and/or wheel chocks may be required. Locomotives left unattended must be secured according to Rule 3.6
When entire train is left standing, all locomotives must be secured and counted as cars with handbrakes; applied in compliance with this requirement
Exception: Division notice may modify this instruction for unique characteristics at any location.
At the following crew change points, freight trains left unattended for less than one hour may be left with only the locomotive consist handbrakes applied.
Albany Service Lane - Selkirk, Frontier, Massena
Great Lakes Service Lane - Collinwood
Indianapolis Service Lane - Rose Lake, Exermont, Hobson, Avon,Buckeye
112-1. PLUG DOORS
No plug door car will be pulled from any location until the plug door has been properly closed or precautions taken to avoid personal injury.
119-1. HAZMAT SHIPPING PAPERS
Foreign railroad waybills and/or Hazmat Shipping Papers received at interchange for intermodal and general freight trains and Hazmat shipping papers for all intermodall cars must remain with the train or cut of cars until reaching final destination.
If train is to be switched at classification yard, waybills received from foreign carriers must be delivered to the yard office so that hazardous material shipping papers can be forwarded with the Hazmat cars upon future dispatchment from that yard.
119-2. DETOUR MOVEMENTS
Conductors when making detour movements via foreign railroads onto other divisions or on other than normally assigned routes, will notify the Train Dispatcher of excessive dimension cars including high cube box or shipments higher than 15 feet 6 inches or wider than 10 feet 6 inches in train, prior to the point detour is to start. When necessary, roll-by inspection must be made as safeguard.
121-1. ARRIVAL/DEPARTURE ANNOUNCEMENT
AMTRAK engineers will announce prior to arrival at stations where work is to be performed, and will announce train departures, example below:
"AMTRAK Train No. - Arriving at (Location) on No. -Track out." "AMTRAK Train No. - Departing (Location), out."
131-1. OPERATING INSTRUCTIONS -FLAGMAN
The following instructions are in effect when Bulletin Order lists a location where a flagman is on duty.
Flagman must not allow equipment to foul without permission from dispatcher. Dispatcher will protect track being fouled with Blocking Devices and will give flagman Computer Blocking Sequence Number.
Trains may proceed, with permission from flagman, after contact by radio. When unable to contact the flagman, trains will approach location at Restricted Speed, sound engine whistle warning, and proceed if location is observed to be clear. Speed may be increased after head end passes work location.
135-1. RULE 135 WORKING LIMITS
In the application of Rule 135, Working Limits Speed Limit Signs (Rule 297b) and Working Limits Resume Speed Signs (Rule 297c) will not be used for the protection of MW. Resume Speed Sign (Rule 296c) Will be used in place of Working Limits Resume Speed Sign (Rule 297c). Working Limits speed limit signs will not be substituted for Stop Signs.
135-2. PROTECTION BY STOP SIGNS IN ABS TERRITORY
When necessary to perform work that may shunt track circuits in ABS territory within the Working Limits of a Rule 135 Restricted Area, Train Dispatcher permission must be obtained.
Before granting verbal permission forthe track to be shunted, Dispatcher must apply blocking device to signals at the entrance to the track to be protected and advise all trains of possibility of shunting before permission to pass Stop Signal is given.
If a train has passed the last signal controlled by the Dispatcher, verbal permission to shunt must not be given unless the affected train is notified.
138-1. AUTOMATIC CROSSING WARNING DEVICES
Automatic crossing warning devices may be provided by flashing lights, automatic gates or a combination thereof. The location and operation of automatic warning devices are part of the physical characteristics of the railroad.
138-2. PUBLIC CROSSINGS AT GRADE - OTHER THAN MAIN TRACK
On running tracks, sidings, yard and industrial tracks, trains must approach crossings protected by automatic warning devices prepared to stop and if warning device fails to operate, on-ground protection must be provided before proceeding over crossing.
138-3. RUSTY RAIL CONDITIONS
When rusty rail conditions exist trains and engines must approach all crossings equipped with automatic warning device prepared to stop unless it is known that the automatic warning device has been operating properly for a minimum of 20 seconds prior to occupying the crossing.
138-4. OBSTRUCTING PUBLIC CROSSINGS
To prevent the obstruction of crossings, trains governed by signal indication not permitting a complete movement over public or railroad crossing at grade must stop clear of such crossing and contact the Train Dispatcher.
138-5. MALFUNCTION OF HIGHWAY WARNING DEVICE
In the application of Rule 138(c), light engine consist manned by single engineers must not enter highway grade crossings where automatic highway crossing warning devices are known to have failed until on ground protection is provided by a qualified individual.
138-6. PRIVATE INDUSTRY
Except for switching and making up trains within yards, crew members must provide on-ground protection for all movements not headed by an engine at private road crossings within private industry.
138-7. COMPANY YARDS
Within Company yards, employees using the private roadways must approach these crossings prepared to stop and give train movements the right of way.
138-8 PUBLIC CROSSING AT GRADE - INDUSTRIAL TRACKS PRIVATE CROSSINGS AT GRADE -PRIVATE INDUSTRY TRACKS
When movement is required over a road crossing on an Industrial Track or Industry Track where snow, ice, or mud conditions prevail, extra precaution must be taken to avoid derailment or accident. When necessary, the engine must be used to cut the flange ways at road crossings (Public and Private) prior to switching or servicing the industry. If operating conditions are such that the engine cannot be used and car(s) must be shoved over the crossing, under no circumstances will an employee ride on the car over the crossing. Employee(s) on the ground must be alert and prepared for possible derailment.
138-9. GRADE CROSSINGS - RULE 241 PERMISSION
In the application of Rule 138(g), train and engine crews are cautioned that when they receive Rule 241 permission to pass a Stop Signal at an interlocking, and automatic crossing warning devices are located either within or in close proximity beyond the interlocking, warning devices may not activate until movement is on the island circuit. Under these circumstances, crew must not pass over crossing until protection is operating, or until on ground protection has been established.
138-10. PUBLIC CROSSINGS AT GRADE-STATE OF INDIANA
In the application of Rule 19, in the event the whistle and or bell become inoperative, the locomotive must stop before each crossing and proceed only after manual protection is provided at the crossing by a member of the crew unless such manual protection is known to be provided.
139-1. TRAIN OR CARS LEFT STANDING
In the application of Rule 139,
1 . Paragraph (b) does not apply on former Conrail.
2. In 251 Territory the provisions of paragraph (c) will not apply when the train or cars left standing are within 1/4 mile of the interlocking, CP or switch where the opposing movement will begin. Opposing movement must not exceed Restricted Speed.
140-1. FOUL TIME-PROCEDURE
In the application of Rule 140, paragraph (b) the permission to foul must include the blocking device sequence number. Employee receiving permission must include sequence number when repeating the permission.
NOTE: If application of the blocking device is manual by a Block Operator, permission would include the time blocking device applied instead of sequence number.
NORAC RULE 143, added
TRAIN COORDINATION-ROADWAY WORKERS
Working limits may be established to protect Roadway Workers assigned to a train by the use of train coordination protection. Train coordination protecton may be established within segments of track or tracks upon which a train holds exclusive authority to move.
To establish train coordination protection, the Roadway Worker in, charge must obtain assurance from the train crew that no movements will be made without permission of the Roadway Worker in charge.
The train must be stopped, and visible to the Roadway Worker in charge when train coordination protection is established.
When train coordination is no longer required, the Roadway Worker in charge must advise the train crew.
143-2. TRAIN COORDINATION-TRAIN CREW MEMBERS
In the application of Rule 143, train crew members will accompany Roadway Workers who have established working limits through Train Coordination, to ensure that necessary 3 step protection is afforded when necessary.
165-1. DICTATING AND UNDERSCORING FORM D's
Form D's must be written as they are transmitted by the Train Dispatcher. The Train Dispatcher must underscore each written word and numeral at the time it is being repeated.
174-1. TRACK CARS AT TEMPORARY BLOCK STATIONS
In the application of Rule 174, track cars may pass temporary block stations with verbal permission or hand signal from the operator in lieu of Form D.
241-1. DELAYED TRAINS APPROACHING AUTOMATIC INTERLOCKING
A train that is delayed or stopped on the approach to or after passing a distant signal to an automatic interlocking will be governed as follows:
Approach the home signal prepared to stop even though the home signal may display an indication more favorable than stop.
243-1. NEXT GOVERNING SIGNAL
SIGNAL Approach Slow, Approach Medium and Approach
RULES: Limited aspects may be used at interlocking or
controlled points to govern diverting routes. Train
receiving an Approach Slow, Approach Medium
or Approach Limited aspect on an interlocking or
controlled point signal must not increase speed
to above Slow Speed, Medium Speed or Limited
Speed. Respective, until:
(1) A more favorable signal aspect has been re-
ceived; or
(2) The engineer has determined that the train
is not going to divert.
Exception: This restriction does not apply to a train whose
last signal aspect was clear.
261-1. CLEARING AT HAND-OPERATED SWITCH
In the application of Rule 261, a train may clear the Main Track or Controlled Siding at a hand-operated switch when one oi the following applies: 1. Maximum authorized speed over switch is 20 MPH or less on Main Track or 30 MPH or less on a Controlled Siding. 2. Switch is equipped with an electric lock. 3. A signal governing movement from side track to the main track is in service. Note: This rule does not apply to MW Equipment.
279-1 to 294-1. SIGNAL ASPECTS NOT IN CONFORMITY
R - Red; W - White; Y - Yellow, G - Green; LW - Lunar White
293-1. SWITCH INDICATORS
294-1. SLIDE PROTECTION
The letters SP on a signal mast indicates that the signal is connected with a slide detector.
An aspect on such a signal indicating "Proceed at Restricted Speed" may be caused by a slide.
Trains moving against the current of traffic must be governed by signal marked SP for the adjacent track and the signal governing approach thereto, insofar as protection against slides is concerned, approaching point where track may be obstructed prepared to stop when signal displays its most restrictive indication.
Employees finding a slide must report it promptly to the Train Dispatcher.
295A-1. SIGNAL ASPECT NOT IN CONFORMITY.
ASPECT. Yellow and red sign with station name in blue back ground with white letters. Note: Yellow portion of sign is next to the track governed.
ADDITIONAL SIGNS
NAME: DCS Station Sign. INDICATION: Limit of Authority in DCS Territory when designated on Form D.
Note 1. Location of DCS Stations are indicated by (D) in Timetable Station page.
Note 2. DCS Station sign may be mounted on a post or on a signal house.
551-1. CAB SIGNALS
In the application of Rule 551, engines dispatched from points in Cab Signal territory to points where test circuits are not provided, must have cab signal equipment cut in for the entire trip.
Engines dispatched from any point destined to Cab Signal territory must make departure test and have cab signal equipment cut in before departure.
551-2. CAB SIGNAL/LSL TEST FORM-EL 108 Form EL 108 will be used to report cab signal and LSL departure tests. The signed white copy is to be placed in the three compartment cab card holder on the locomotive. The yellow copy is to be left at the test location, at the designated place to receive them.
When a copy of the results cannot be left at the test location, the Train Dispatcher must be notified. The Dispatcher must record the engine number, location, name of person making the test and the results of the test on the record of train movements: the yellow copy must be left on the locomotive along with the white copy.
554-1. LSL DEVICES
Locomotive Speed Limiter Devices (LSL) will be cut in and operating at all times while operating in Amtrak's Northeast Corridor, and on trains east of Harrisburg and south of Rensselaer en-route to the Northeast Corridor.
LSL Devices should be cut out at other times. When personnel are not available to cut out LSL, train may be operated with LSL cut in.
601-1. INTERLOCKINGS--MAXIMUM SPEED CHANGES
When the Timetable maximum speed in effect changes at an interlocking, the lower speed will apply within interlocking limits unless a separate maximum speed is listed for the interlocking.
601-2. INTERLOCKING-TEMPORARY SPEED
RESTRICTIONS
Speed restrictions at controlled points or interlockings apply between the home signals.
601-3. INTERLOCKINGS-HEAD-END PICKUPS
Unless otherwise instructed, when approaching intedocking signal where engine or cars are to be attached to head end, Engineer must stop at location that will permit head end of train to be in the rear of interlocking signal after coupling.
604-1. POWER OPERATED AND DUAL CONTROL SWITCHES
When office indication shows interlocking switch unlocked or out of correspondence, switch points may open under movement. Before dispatcher or operator gives train permission to pass Stop Signal, the following actions must be taken:
1. If switch is power operated without hand throw lever, the switch must be hand cranked and spiked, or wedged in the desired position.
2. If switch is dual controlled, the switch must be placed in hand operation mode and operating lever operated until switch points are engaged before switch is placed in the desired position.
700-1. PROCEDURES TO CONTACT TRAIN DISPATCHER BY RADIO
To contact the train dispatcher by radio the following procedure will govern.
Employees will be governed by the type of radio that they are using as follows:
1. On radios equipped with thumb wheel switches:
Dial thumb wheel to appropriate base station number and depress the "push to call" button once.
2. On radios equipped with a touch tone pad:
Press the appropriate touch tone access number.
3. On radios not equipped as above:
Depress the radio transmitter button the appropriate number of times.
When the Train Dispatcher's radio receiver has been activated a tone burst will be heard. After tone burst is heard, the employee must transmit initial message to the Train Dispatcher in accordance with Rule 708 of the Operating Rules.
A list of radio base station locations and the appropriate settings of transmitter clicks that are necessary to activate the Train Dispatcher's radio receiver will be shown in each Service Lane Timetable.
700-2. POSITIVE IDENTIFICATION OF LOCATIONS
When necessary to determine positive location, Track Car Drivers, Roadway Workers in charge and Train Service employees, when requesting Form D Authority or permission to foul per Rule 140, must use the mile post location and add the timetable direction from the nearest interlocking or station.
EXAMPLE: At MP 21, South of CP-Adams or At MP 44, between CP-A and CP-B.
700-3. RADIO CHANNELS
| AAR Ch. | FREQUENCY | DESIGNATION |
|---|---|---|
| 8 | 160.230 | CSXT South |
| 9 | 160.245 | HUMP |
| 14 | 160.320 | CSXT North |
| 16 | 160.350 | SEPTA South |
| 25 | 160.485 | NYS&W RR |
| 28 | 160.530 | CSXT Yard |
| 31 | 160.575 | Little Ferry Yard |
| 32 | 160.590 | D&H Yard |
| 35 | 160.365 | AMTRAK Harrisburg Road |
| 42 | 160.740 | PARSEC |
| 46 | 160.800 | Transportation Ch. 1 |
| 50 | 160.860 | Transportation Ch. 3 |
| 54 | 160.920 | AMTRAK NEC Road |
| 55 | C.N.RR | Rail Traffic Controller |
| 56 | 160.950 | NJT Atlantic City Line |
| 58 | 160.980 | Transportation Ch.4 |
| 62 | 161.040 | CSXT Jitney BL |
| 63 | 161.055 | Philadelphia Jitney |
| 64 | 161.070 | Transportation Ch. 2 |
| 66 | 161.100 | CSXTAV |
| 75 | 161.235 | NJT Newark |
| 78 | 161.280 | METRO NORTH |
| 86 | 161.4OO | NJT Hoboken |
| 87 | C.N.RR | Train-Train |
| 88 | 161.430 | Elizabethport Jitney |
| 90 | 161.460 | SEPTA North |
| 94 | 161.520 | D&H Dispatcher |
| xx | 162.400 | Weather Ch. (locations vary) |
| xx | 162.475 | Weather Ch. (locations vary) |
| xx | 162.550 | Weather Ch. (locations vary) |
700-4. LOCOMOTIVE RADIOS
Trains entering main tracks must have a working locomotive radio on the lead unit.
700-5. M-W RADIO/TELEPHONE INTERCONNECT For Mobile to Base operation on M-W frequency:
1. Enter "" plus access code for auto dial or "" plus access code for manual.
2. Immediately after acknowledgment tone, enter desired telephone number. Use a pause IWI after each smart access code (usually 8).
3. To disconnect base (hang up), enter "##'plus access code.
Always disconnect when:
a) Call is completed.
b) Phone is not answered (between rings).
c) A recording is received (between messages).
700-6. RADIO USE
Train and engine service employees requiring a portable radio may contact their local trainmaster.
Any employee transferring to another railroad (i.e. Amtrak), retiring, or off injured more than 30 days, are required to contact their local trainmaster and arrange return of their former Conrail portable radio.
700-7. PROCEDURE TO CONTACT TRAIN DISPATCHER IOR FIELD EMERGENCY SITUATIONS
For purpose of immediately communicating with the Train Dispatcher, via radio transmission, a new feature is added to the radio call-in procedures. When an emergency situation anises, anyone transmitting 9-1-1 from their keypad of a locomotive radio (or other dial pad equipped radio) will transmit an "EMERGENCY" call to the Train Dispatcher. This emergency indication Will be immediately displayed on all Dispatcher screens which display the activated base station(s). When the Dispatcher receives the 9-1-1 call on the monitor console audio is also triggered allowing immediate access to the Dispatcher, who must immediately respond. Train Dispatchers temporarily away from their desks must ensure their respective Chief Dispatcher is positioned to monitor the screen to assist in answering 9-1-1 emergency transmission.
706-1. RADIO-DEADHEADING
While deadheading to work locations, train crews must monitor their portable radio for possible instructions or emergency transmissions. Radio must be set on proper channel for territory.
714-1. EMPLOYEE COUNSELING TOLL FREE NUMBER
A 24-hour toll free hot line accessing employee counseling services is available to all former Conrail employees. Employees and their dependents can reach out for help from employee counseling service 24 hours per day, 365 days a year via this toll free 800 service.
By calling 1-800-889-RAIL (7245), former Conrail employees will receive assistance and access to counseling on problems related to stress, drug and alcohol use, emotional or psychological distress or other mental health problems.
815.1 SPECIALIZED EOUIPMENT
The following "Specialized Equipment" are not required to be stopped while being passed by a train on adjacent tracks.
1 . Rail Grinders 2. Switch Grinders 3. Rail Detector Cars 4. Geometry Cars 5. TSAV (Track Structure Assessment Vehicle)
940-1. CONDUCTOR POSITION
In the application of Rule 940 conductors are permitted to ride rear helper engine attached to their train.
941-1. CONDUCTOR PAPERWORK
Conductors must accurately and legibly complete all required data on industry work order and wheel report documents. They must promptly forward this data to the appropiate customer operations center reporting location.
941-2. UNIT COAL WEIGH TRAIN SYMBOLS
Any unit coal train that is to weigh at a weigh-in-moton scale will carry an "S" designation at the end of the symbol. Example: UEK29S-Kodak, Rochester, NY UCS12S-B.G.E., Chase, MD These trains must not pass a weigh-in-motion scale location without knowing that cars have been properly weighed.
941-3. UNIT TRAINS-ARRIVAUDEPARTURE REPORTING REQUIREMENTS
Conductors of unit coal, coke and iron ore trains at originating loading locations or terminating unloading locations will call 1-800-456-6319, unit train support group, located at the National Customer Service Center in Pittsburgh, PA. to report the following movement activity before completion of their tour of duty:
1. Unit Train Symbol 2. Location 3. Arrival or placement time of train at a facility and/or 4. Departure or pull time of train at a facility.
941-4. INCLEMENT WEATHER CAR LIMITS
The following car limits are recommended in dispatching freight trains at subfreezing temperatures:
TRAINS WITH HEAD END BRAKE PIPE SUPPLY ONLY
| Ambient Temperature | Train Length | Maximum Number of Cars For Trains With Average Car Length of 50 Feet | Maximum Number of Cars For Trains With Average Car Length of 90 Feet |
|---|---|---|---|
| 30 and below | 8,000 ft. | 160 | 89 |
| 20 | 7,000 ft. | 140 | 78 |
| 15 | 6,250 ft. | 125 | 70 |
| 25 | 7,500 ft. | 150 | 84 |
| 10 | 5,500 ft. | 110 | 61 |
| 5 | 5,000 ft. | 100 | 56 |
| 0 | 4,750 ft. | 95 | 53 |
| -5 | 4,250 ft. | 85 | 47 |
| -10 | 4,000 ft. | 80 | 45 |
| -15 | 3,750 ft. | 75 | 42 |
| -20 | 3,500 ft. | 70 | 39 |
| -25 | 3,250 ft. | 65 | 36 |
| -30 | 3,000 ft. | 60 | 33 |
Longer charging times should be expected and desired pressure at rear of train may not be obtainable if the above train lengths are exceeded.
942-1. QUALIFYING EMPLOYEE POSITION
Conductors are responsible for positioning all crew members and others on board their trains. When an unassigned employee is riding to qualify on the physical characteristics, he or she should be positioned in the lead unit to the maximum extent possible. In certain circumstances there may be more persons on board than there are seats in the lead unit. In those situations, it is the Conductor's responsibility to prioritize seating consistent with the objective of qualifying from the head end.
950-1. TRAINS THAT CANNOT BE PUSHED
The Train Dispatcher must be notified of trains that cannot be pushed. The train dispatcher must be given the identification number of the STU and RDU devices when departing from initial terminal.
950-2. GE LOCOMOTIVE MOVEMENT
The potential exists for inadvertent movement of a locomotive when cranking the diesel engine after a power contactor fails closed. Testing by GE has shown that a single locomotive can move on straight, tangent track at a low speed during engine cranking with a power contactor stuck closed. This problem can occur on microprocessor-controlled clash-8 or clash-9 locomotives.
Therefore, effective immediately, all employees must properly apply hand brakes and chock the wheels whenever possible, prior to starting the diesel engine, or any single dead General Electric Locomotive listed below:
| Series | Model |
|---|---|
| 5060-5089 | B40-8 |
| 6000-6021 | C39-8 |
| 6025-6049 | C40-8 |
| 6610-6619 | C32-8 |
These instructions also apply to similar locomotives of other railroads, operating on former Conrail territory.
950-3. OPERATION OF PUSHER ENGINES IN THE STATE OF OHIO
The operation of pusher engines behihd occupied caboose of assembled freight trains in the State of Ohio is prohibited. Employees are prohibited from riding on a caboose when a pusher engine is operated behind a caboose of an assembled freight train; they may ride on the pusher engine.
950-4. LOCOMOTIVE ENGINEER CERTIFICATION
It is the responsibility of each locomotive engineer to be in possession of the locomotive engineer's license at all times while on duty. If an engineer loses his license, he must notify a road foreman of engines, who can arrange for a temporary replacement.
950-5. ROAD FREIGHT AND ROAD SWITCH TYPE UNITS
The number of units coupled together including units dead or idling must not exceed the following:
When hauling train 10
When running light or with caboose 15 The number of whole units on the line on the front or rear of freight trains must be such that not more than the following number of traction motors are powered:
Note: All (AC) locomotives are considered to be equipped with the equivalent of 9 (nine) traction motors.
FRONTEND Number of Motors
Pulling 24
REAR END
Pushing solid loaded grain, mineral and slab trains ... 24
Other Trains 12
When isolating units to reduce power on line, individual motor circuits on a unit must not be cut out unless that circuit is defective. Do not isolate the lead unit.
NOTES:
950-6. YARD SWITCH TYPE ENGINES NOT EQUIPPED WITH ALIGNMENT CONTROL FEATURE
Yard switch type engines, whether in multiple or in tow, must be handled as follows:
Only one engine may be handled next to road engines. Addi- tional engines must be placed so that at least one freight car separates any two switch engines. Under no circumstances may any engine be further than 35 cars from the hauling engines.
For the purpose of this instruction, former Conrail Yard switch type engines are defined as any EMD SW Model.
Engines of these types belonging to other companies must comply with this restriction if they are not equipped with self- aligning couplers.
This restriction does not apply to the following:
1 . Engine consists that are all yard switch type in multiple.
2. Any light engine movements.
3. When two yard switch type engines are the lead engines of a train.
4. When yard switch type engines are last two engines at the rear of a train.
950-7. BACKING TRAINS WITH ROAD SWITCH AND/OR YARD SWITCH TYPE ENGINES HAULING OR IN TOW
To minimize the possibility of jack-knifing units, when necessary to back or push a train consisting of more than fifty (50) cars, and there are any Road Switch and/or Yard switch type units in the engine consist, the engineer will be governed by the following maximum amperage ratings, unless all units are equipped with alignment control couplers or coupler stops:
| Units Working | Amps |
|---|---|
| 3 | 800 |
| 4 | 600 |
| 5 | 500 |
| 6 | 400 |
950-8. SPEED TABLE -SPEED INDICATOR
TIME PER MILE
| Min. | Sec. | Miles Per Hour | Min. | Sec. | Miles Per Hour |
|---|---|---|---|---|---|
| 0 | 44 | 80 | 1 | 30 | 40 |
| 0 | 48 | 75 | 1 | 43 | 35 |
| 0 | 51 | 70 | 2 | 00 | 30 |
| 0 | 55 | 65 | 2 | 24 | 25 |
| 1 | 00 | 60 | 3 | 00 | 20 |
| 1 | 05 | 55 | 4 | 00 | 15 |
| 1 | 12 | 50 | 6 | 00 | 10 |
| 1 | 20 | 45 | 12 | 00 | 5 |
950-9. SPEED INDICATOR CHECKING
Engineer on each trip shall check the speed shown on speed indicator against lapse of time while equipment is being operated at constant speed, and report inaccuracies on Work Report. Locations of measured mile post are shown on Service Lane Station Pages.
NOTES:
950-10. LOCOMOTIVE SHUTDOWN POLICY
A. POLICY
Due to the cost of fuel and the need to conserve this resource, locomotives must be shut down in accordance with the following:
1. This policy will be in effect year round at locations where there is a twenty-four hour work force. Other locations will observe this policy April through October.
2. All locomotives that will not be used for a period of 30 min- utes or more must be shut down when the ambient temperature is above 45 degrees Fahrenheit.
3. Locomotives must not be restarted more than 30 minutes before anticipated departure or crew call time.
4. Locomotives must be restarted when the temperature falls below 45 degrees Fahrenheit.
5. Locomotives must be properly secured, as outlined in Section B.
6. Employees must observe appropriate Safety Rules including Three Step and or Blue Signal Protection when shutting down or restarting locomotives.
B. SHUTDOWN PROCEDURES:
1. In the application of these instructions at engine maintenance or servicing facilities, the departure time will be considered to be the crew call time.
2. At maintenance or service facilities, locomotives must be shut down, except as necessary for specific inspection, repair, testing, and movement. At other locations, locomotives must be shut down except as outlined in articles A. 2, 3 and 4 above.
3. Locomotives must be shut down after completion of inspection, servicing consist make up, or troubleshooting.
4. It is the responsibility of the employee shutting down any locomotive to know that the locomotive is properly shut down and secured.
5. Hand brake(s) must be applied to secure locomotive(s) against movement.
6. Independent brake must be cut in and handle placed in full application position.
7. Automatic brake must be cut in and handle placed in full service position.
Note: Where conditions require, wheel chocks must be used.
8. Reverser lever must be placed in neutral or centered position and handle removed from all units of locomotive consist. When reverser lever handle is not removable, it must be locked in neutral position.
9. Isolation switch must be placed in "Start-Stop-isolate" position.
Note: In areas of high crime or vandalism, local instructions may differ regarding removal of brake handles. Handles are to be stored according to these local instructions.
NOTES:
10. Depress Engine Stop button and hold for six seconds or until diesel engine stops. On units with a desk top type controller, the MU shut-down buttons are located above the radio enclosure in the overhead console. These are "PUSH ON/PUSH OFF" type switches with distinct ON-OFF buttons.
11. After locomotives are shut down, open all circuit breakers (except "Turbo Lube Pump" on EMD units so equipped) and battery knife switches.
12. Close all windows and doors. During freezing weather, if a unit or units shuts down and cannot be restarted, and danger of freeze damage exists, the engine cooling system, cab heater, flush toilet, watercooler and water cooled air compressor must be drained in compliance with instructions posted in the operating cab. This applies also if a unit(s) must be isolated while en route due to a mechanical problem. The automatic cooling system drain device must not be relied on to drain the unit and appurtenances. The Train Dispatcher must be notified as soon as practicable when an engine is shut down and cannot be restarted.
FOREIGN LOCOMOTIVE SHUTDOWN
Locomotives of many other railroads are not equipped with automatic water drain valves. Therefore, in the event that any locomotive from a foreign railroad is shutdown and cannot be restarted, all water drain valves must be opened and the engine drained of all cooling water. This requirement will apply when the ambient temperature is at or below 45 degrees Fahrenheit. This action will prevent damage to these locomotives and eliminate liability for associated repair costs.
CONRAIL LOCOMOTIVES 2557 - 2580 AND 4130 - 4144
Conrail locomotive models SD70 (CR 2557 - 2580) and SD70MAC (CR 4130 - 4144) are NOT equipped with cooling system water drain valves. Therefore, in the event that any of these locomotives is shutdown and cannot be restarted, all water drain valves must be opened and the engine drained of all cooling water. This requirement will apply when the ambient temperature is at or below 45 degrees Fahrenheit.
950-11. PUSHING TRAINS
When pushing trains, engineer of pusher engines will ease off throttle passing over crossovers or turnouts, when making a diverting move, exercising care to avoid slack action.
950-12. THROTTLE POSITION
When operating at speeds exceeding 25 MPH, the throttle must be reduced to run 4 position before passing over railroad crossings at grade. If operating in run 4 or lower, throttle should be placed in next lower position. Throttle must not be advanced until all engine units have passed over crossing.
NOTES:
950-13. ENGINE EOUIPPED WITH DYNAMIC BRAKE
When descending grades where the dynamic brake is in use, the dynamic brake will be used, supplemented by the necessary automatic air brake applications to control the speed of the train.
When consist of the train is such that in the opinion of the engineer, he may be unable to control run out of slack when releasing train brake, such as when train is made up predominantly of heavy loads, on head portion of train and large block of empty cars on rear end of train, he may instruct conductor or other member of the train crew, to apply sufficient retainers on head portion of train to prevent run out of slack as head end releases. Slow direct exhaust position must be used for this purpose.
When trains are doubled on any grade, after entire train has been coupled together a test of the brakes on the cars which have been left standing must be made and it must be known that brakes apply and release on rear car of train.
950-14. LOCOTROL EQUIPPED LOCOMOTIVES
Former Conrail locomotives 605G-6059 are equipped with Harris Locotrol 11 equipment for use in mid-train remote locomotive operation.
When these units are used in non-remote service (regular freight service), the Locotrol circuit breaker on the engine control panel must be in the "OFF" position and the air brake manifold cutout cock for the Locotrol equipment must also be cut out. This cutout cock is located in the short nose, across from the black Harris system control module box, on the engineer side of the locomotive.
950-15. FLANGE LUBRICATION
When taking charge of locomotive, engineer must ensure that flange lubricator switch of the lead locomotive is in the "ON " position, if locomotive is so equipped.
950-16. ENGINE SERVICE EMPLOYEES REPORTING OF SWITCHING TIME
Engineers must indicate on the front of the timeslip, under Constructive Allowances, the minutes or hours spent switching using constructive codes as listed below:
As information, the definition for train switching is:
Time spent by a train performing switching service at terminals and way stations. This includes such items as switching at industry tracks, team tracks, freight house tracks and interchange tracks. Also, picking up or leaving cars en route, switching out bad order cars, loading and unloading unit trains. Making up or breaking up a train at points where no yard service is maintained is also considered as train switching.
STATE CODES FOR ROAD SWITCHING
| State | Code | State | Code |
|---|---|---|---|
| Connecticut | 850 | New Jersey | 859 |
| Delaware | 851 | New York | 860 |
| Illinois | 852 | Ohio | 861 |
| Indiana | 853 | Pennsylvania | 862 |
| Maryland | 855 | Virginia | 864 |
| Massachusetts | 856 | West Virginia | 865 |
| Michigan | 857 | District of Columbia | 867 |
| Missouri 858 | |||
950-17. LOCOMOTIVES WITH DYNAMIC BRAKES
Locomotive engineers in addition to noting on the trip report portion of their EL 106A's must verbally advise any relieving engineer of the condition of dynamic brakes in the locomotive consist.
950-18. LOCOMOTIVES WITH TYPE 2 POWER KNOCKOUT
The following former Conrail locomotives are equipped with Type 2 Power Knockout referred to in EC-99 Section 16.2.7.
| Locomotive | Class | Locomotive | Class | Locomotive | Class |
|---|---|---|---|---|---|
| 6552 | C30-7A | 2036 | B23-7R | 6376 | SD40-2 |
| 6553 | C30-7A | 2037 | B23-7R | 6377 | SD40-2 |
| 6554 | C30-7A | 2038 | B23-7R | 6378 | SD40-2 |
| 6637 | C36-7 | 2039 | B23-7R | 6379 | SD40-2 |
| 6639 | C36-7 | 2040 | B23-7R | 6380 | SD40-2 |
| 6654 | SD45-2 | 3275 | GP40-2 | 6381 | SD40-2 |
| 6655 | SD45-2 | 3276 | GP40-2 | 6382 | SD40-2 |
| 6656 | SD45-2 | 3277 | GP4D-2 | 6383 | SD40-2 |
| 6657 | SD45-2 | 3278 | GP40-2 | 6384 | SD40-2 |
| 6658 | SD45-2 | 3279 | GP40-2 | 6385 | SD40-2 |
| 6659 | SD45-2 | 6358 | SD40-2 | 6386 | SD40-2 |
| 6660 | SD45-2 | 6359 | SD40-2 | 6387 | SD40-2 |
| 6661 | SD45-2 | 6360 | SD40-2 | 638B | SD40-2 |
| 6662 | SD45-2 | 6361 | SD40-2 | 6389 | SD40-2 |
| 6663 | SD45-2 | 6362 | SD40-2 | 6390 | SD40-2 |
| 6664 | SD45-2 | 6363 | SD40-2 | 6391 | SD40-2 |
| 6665 | SD45-2 | 6364 | SD40-2 | 6392 | SD40-2 |
| 6666 | SD45-2 | 6365 | SD40-2 | 6393 | SD40-2 |
| 7656 | GP38 | 6366 | SD40-2 | 6394 | SD40-2 |
| 7657 | GP38 | 6367 | SD40-2 | 6395 | SD40-2 |
| 7658 | GP38 | 6368 | SD40-2 | 6396 | SD40-2 |
| 7659 | GP38 | 6369 | SD40-2 | 6397 | SD40-2 |
| 2030 | B23-7R | 6370 | SD40-2 | 6398 | SD40-2 |
| 2031 | B23-7R | 6372 | SD40-2 | 6412 | SD40-2 |
| 2032 | B23-7R | 6373 | SD40-2 | 6413 | SD40-2 |
| 2033 | B23-7R | 6374 | SD40-2 | 6444 | SD40-2 |
| 2034 | B23-7R | 6375 | SD40-2 | 6550 | C30-7A |
| 2035 | B23-7R | ||||
| 6050 | C40-SW | 6052 | C40-8W | ||
| 6051 | C40-8W |
950-19. PROTECTING LOCOMOTIVES FROM FREEZING
In order to protect locomotive accessories from freezing, particularly toilets and associated piping, engineers must insure that exterior cab doors remain closed while engines are moving. Except when employees are entedng or leaving the locomotive, this will also apply when locomotives are standing.
This requirement will apply when the ambient temperature is at or below 45 degrees Fahrenheit.
In addition, employees are reminded that trailing units in all locomotive consists must have all doors and windows closed, at all times.
963-1. CALENDAR DAY INSPECTION
When required to make a Calendar Day Inspection, the Engineer must after the inspection:
A. Update the MP-13 (Cab Card).
B. Fill out side 1 of the EL 106-A which must remain on the locomotive inspected.
955-1. END OF TRIP REPORT
Every Engineer must complete side 2 of the EL 106-A for their assigned locomotive consist. This trip report must be retained on the lead locomotive to destination or until collected by Mechanical Department Personnel.
NOTE: A separate EL 106-A Trip Report must be completed for any locomotive set off en route which must remain with locomotive being set off.
NOTES:
CSX TRANSPORTATION
PHILADELPHIA, PA DECEMBER 31,1998
GENERAL ORDER NO. 101
Effective 00:01 AM, TUESDAY, JUNE 1, 1999
(A) SYSTEM OPERATING INSTRUCTIONS NO. I IN EFFECT Employees must examine each page of System Operating Instructions No.1 to ensure that it is complete and provide the required information on the Qualification Pages. Conrail Timetable No. 7 is obsolete and is to be discarded.
The System Operating Instructions applies on former Conrail territory transferred to CSXT.
Each CSXT Service Lane has a separate section containing station page information and instructions. Employees whose duties are affected by the Timetable must have the current System Operating Instructions and any Section that applies to their qualifications.
Instructions relating to Equipment Restrictions and Special Speeds are included in the Restricted Equipment Rules (RE-1).
(B) NORAC OPERATING RULES
Sixth Edition of the NORAC Operating Rules, dated January 1, 1997 in effect.
(C) RESTRICTED EQUIPMENT RULES Restricted Equipment Rules (RE-1), dated January 15, 1999 in effect.
1. TTOX and TTFX RESTRICTIONS EXCEPTIONS ADDED:
RE 46 does not apply on the following routes:
Chicago Line Columbus Line Ft. Wayne Line Indianapolis Line Selkirk Branch St. Louis Line Short Line West Shore Branch
2. MULTIPLE PLATFORM DOUBLE STACK AND SPINE CARS EXCEPTIONS ADDED:
RE 47 is modified for the following routes:
On the following tracks up to fifteen (15) loaded double stacks or spine cars may be handled in any position in train regardless of tonnage.
NOTES:
Chicago Line Selkirk Branch West Shore Branch Albany Secondary Scottslawn Secondary Trenton Line Toledo Branch St. Louis Line Indianapolis Line Columbus Line River Line (Phila. Div.)
(D) OTHER PUBLICATIONS IN EFFECT
The following rules and other printed instructions remain in effect effect until further notice on territory transferred to the CSXT.
EC-99 Air Brake and Train Handling Rules and Instructions dated January, 1998.
CT-225 Instructions for Handling Hazardous Materials revised July, 1998
S7A Safety Rules and Procedures Transportation dated Nobember 1992 and revised December 1993.
S54 Roadway Worker On Track Safety Manual revised September, 1997.
S7C Safety Rules and Procedures-Engineering revised May, 1995.
N.A.E.R.G. North American Emergency Response Guide dated May 1996.
(E) EC-99 AIR BRAKE AND TRAIN HANDLING RULES AND INSTRUCTIONS
1 . Section 4.4.1 Item (3) changed as follows: Press LEAD TRAIL for LEAD (cuts in independent brake valve)
2. Section 18.8.5 changed as follows: Reference to Rule 16.6 changed to read Rule 16.1.3 Item (4)_
3. Section 19.7.9 changed as follows: Reference to NORAC Rule 25 changed to read System Oper-ating Instruction 25-1.
NOTES: