Instructor Engineers

If you wish to have fireman (student engineers) you need to place a bid on the respective board in CMTS. Moving forward we will be using the Instructor Engineer Agreement to assign FIT.

 

If there are any questions, contact a BLET Local Chairman.

 

There is one notice for all Yard. Local and TSE assignments in the Hub. 

Denny D’s Did You Know - Dynamic Brake Features

There are two important locomotive features regarding dynamic brakes that an engineer must be aware. Although this post is primarily for engineers, it may be helpful for a conductor to remember this in the future. On the train and to impress your FIT instructor. One is Dynamic Brake Interlock and the other Dynamic Brake Holding Feature. Both terms are found in the Air Brake and Handling Rules Glossary.

 

Dynamic Brake Interlock (DBI): A device that will automatically keep the locomotive brakes from applying when the automatic brakes are applied during dynamic braking. 

 

The system is designed to keep from sliding the locomotive wheels or applying too much braking force on the head end. 

 

There are two important things to keep in mind with DBI. 

 

First, it should never be relied upon to bail off the locomotive brakes automatically. There is a chance that the locomotive you are on or a trailing locomotive is not equipped with this feature or not working properly.

 

Second and most important, DBI does not prevent you from applying the locomotive brakes with independent brake handle when needed. If you are operating light power or with even just a few cars this is when it is important to remember what DBI does. If in dynamic brake and you need to place the train in emergency for whatever reason, the locomotive brakes will not apply. If you are light power, no brakes are being applied, or if you only have one or two cars, only the brakes on those cars are trying to stop you. In order to get the locomotive brakes to apply, you must move the independent brake handle. You may still need to bail off to keep from sliding the wheels. 

 

Dynamic Brake Holding Feature: A feature of the lead, controlling locomotive  that allows dynamic braking effort when a  PCS open condition exist.

 

When operating in power and an undesired emergency occurs, the PCS takes approximately 20 seconds to come on. This allows you gradually reduce the throttle to keep the slack stretched, preventing a break in two. When in dynamic brake, the dynamic brake holding feature allows dynamic braking even when the PCS comes on. This allows you to keep the slack bunched, preventing a possible break in two. In either case, remember to bail off. Also, while in dynamic brake, as speed and the power reduces you may need to slowly apply the independent brake while bailing off to keep the head end from rolling out. 

 

 

Keeping these two features in mind when operating in dynamic brakes is crucial to safe train operations.

Compensation for Company Business

Brothers, 

 

   The attached document has no changes to anything, just an explanation of how to claim lost wages for Company Buisness. 

File attachments: 

Denny D’s Did You Know - Remote Control Zones

GCOR 6.7 Remote Control Zones

Part A - Entering Remote Control Zones

 

Before entering a remote control zone, you must determine whether or not the zone is active. Also, you cannot operate a switch within a remote control before determining whether or not it is active. If the zone is active, only the remote control operate can give you permission into the zone and permission to operate any switches. This is a critical rule.

 

Once a remote control is active and after the operator sweeps the zone, he does not have to protect the end with the locomotive. If you line a switch without permission he could unknowingly run through it. If you enter the zone without permission he could run into you. In both circumstances, you would be held responsible. 

 

 

It is important to keep up with changes in the subdivision general orders. For example, the zone limits at Lesperence Street are different than what the timetable shows. They actually extend down the switching leads also on the east side of the yard. If you get on a train that is sitting in track 14, don’t get ahead of yourself and line yourself out before determining the zone status, even if you don’t see a crew switching in the yard.

File attachments: 

Denny D’s Did You Know- Securement

With us being one with Little Rock, I’ve been scanning through the newly issued superintendent bulletins for 2019. They have taken our site specific bulletins and crammed them all into one bulletin. One key bulletin I want to point out is #7 - Securement of Equipment. They most important part is that it specifically states that locomotives handbrakes do not count.

 

The St. Louis Superintendent bulletins are still in existence, but the Little Rock bulletins now have St. Louis info included in them as well. 

 

I read through the bulletin and there are a few parts in it pertaining to St. Louis, but the locations that were listed that said only two hand brakes are required are not listed. I highly recommended tying at least two cars down now in the 300 yard, East and West Auxiliary at Dupo, Cotton Belt 4, Airport Siding, and 1-6 Cotton Belt Yard. 

 

Go back to the ABTH securement rule. Tie down at least two cars, test them, reapply the brakes, secure the locomotives, fill out a securement sheet.

 

 

There is a common misconception that another additional release test of the locomotives is required. Securing Unattended Locomotives Rule 32.2.1 Step 6 says to comply with 32.1, which in a nutshell is tie the brakes and test, UNLESS COUPLED TO PREVIOUSLY TEESTED EQUIPMENT. 

Curfew wire 12/28

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Denny D’s Did You Know

Unannounced Yellow Flags

With renewed testing for yellow flags coming, I thought a review would be helpful. There are increased distractions in the cab that require all of us to be alert. PTC, Trip Optimizer, the conductor’s log, fatigue, and personal issues. It is imperative that we all stay focused and alert.

 

GCOR 5.4.2 outlines display of yellow flags for temporary speed restrictions. Part B outlines the procedure for when you see a yellow flag which you do not have a slow order for.

 

The first thing to do is start reducing to 10 MPH. You must be down to 10 MPH 2 miles from the yellow flag. Remember, Cab Red Zone until you reduce to 10 MPH.

 

Once you are 2 miles from the flag, one of two things are going to allow you to resume speed. Notice the word “or”.

 

If you pass a green flag, when the rear of your train is beyond it, you can resume speed. The green flag must be 2 miles beyond the yellow flag to count. 

 

If you do not pass a green flag, the other item that will allow you to resume speed has two parts, and you must do both. If the dispatcher informs you that there is no applicable restriction, you cannot resume speed until the rear of your train is 4 miles beyond the yellow flag. Notice the word “and” in this part. If you’ve already gone 4 miles beyond the yellow flag and still have not reached the dispatcher, you cannot resume speed until you do.

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Yellow flag - Be down to 10 MPH two miles from the flag.

 

Resume Speed - (Rear of Train)

 

Green Flag (must be two miles beyond yellow flag to count).

 

OR

 

4 miles from yellow flag AND dispatcher.

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UP TAX REFUND IS NOT A SCAM

Brothers, 
 
   I have had many questions over the email about the UP Tax Refund, it is legit. Below is an explanation from Labor Relations and a sample of the packet you received. 
 
 
Brian 
 
 

Hello All,

I've heard from both the Payroll and Tax Departments that they are getting calls about the information related to UP employee's tax refunds.  The refund opportunity is true.  UP sued the IRS and obtained a ruling that our employees were made to pay taxes on certain items, including ratification bonuses, that  the government had no right to collect.  The Court found that because the monies paid out were not "compensation" as the IRS considers it, several employees are entitled to a refund.  
I've attached a copy of the draft packet so that you may see what has been sent to many of your members.  More than 22,000 active employees will benefit from this refund. The instructions are clear and embedded in the information that employees will received today (or later if by U.S. mail). 

File attachments: 

payroll deduction error

Brothers,  

 
     It comes to my attention that as of today two members have found discrepancies on their most recent paycheck. 
 
     I urged everyone to review your most recent pay stub and verify the listed deductions, the carrier seems to have had some withdrawal error and employees are being charge for clothing purchases they did not make. 
 
   If you have any questions or find your self in a similar situation please let me know. 
 


 
Brian Young 
Vice General Chairman - St. Louis Hub 
Local Chairman - Legislative Rep - Division48
BLET UPCR GCA 
314-497-5944

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