Terminal Limits

 

Terminal Limits of St. Louis are as follows: 

 

DeSoto Subdivision 10.8

Sedalia Subdivision 8.0   -  (Jefferson City Sub)

Chester Subdivision 9.16

Pana Subdivision 273.7

Springfield Subdivision 252.1

 

If you are called and instructed to get your train within these limits there is no additional compensation, however if you are instructed to get your train outside of these limits there is an out of Limits claim you are entitled to.

 

 

 

If you are called for Hours of Service Relief and the train within these limits, you are entitled to a Road/Yard Violation.

 

 

 

You can find copies of all of the terminal maps that show these limits along with the AFHT Maps on the UPRR web site go to DEPARTMENTS > FINANCE > PAYROLL/TIMEKEEPING > TE&Y REFERENCE MATERIAL > 25 MILE ZONE MAPS (you must be on a company machine)

 

Extra rest issues

If you try to take your 23 hour rest and the system does not allow it and/or CMS will not give it to you. Call your Local Chairman to get this fixed. The Extra Rest agreement is still in place. 

 

Brian 

Time Claims

If you are looking for sample claim language click on claims at the top there is a copy of the claims book along with some sample language. 

Temp Operations Agreement

Brothers and Sisters, 

 

   At this time there is nothing to share, we are aware of what the S-TD Chairman are floating around their membership, at this time we are still negotating with the carier to keep everyone protected during the upcoming flodding. 

 

As soon as there is more information I will post it on the hub web site. 

 

Brian 

C 015 RE04 Cuts Today

The Past 24 hours the carrier has unilaterly cut 10 turns out of the C 015 RE04, this was not inline with the agreement and the turns are being placed back on the board the members are going to be restored to their turns. 

 

If you have been adversaly affected by this move on the part of CMS, file the below non service claim: 

 

I am claiming a basic days pay, account being illegally displaced from the C 015 RE04 on (date) the board was properly regulated per the BLET Pool Regulation Agreement. 

 

File this claim and turn it in to your local chairman. 

 

Brian 

MANAGER USED AS A PILOT

If a manager is used to be a pilot for you on teritory you are unfamilar with, please get all of the details to your Local Chairman ASAP, Likewise you can email or text it to me. 

 

Brian Young 

314-497-5944

[email protected] 

Rerouts coming

CMS informed us that our area will be getting rerouted trains,right now they are still planning it out the exact numbers are unknown. They are planning to add to the north and west GXB to handle the additional trains....

Denny D’s Did You Know

Red Zone Confirmation 

As most should already know, we are now allowed to use an agreed upon hand signal to obtain red zone protection. Safety Rule 81.5.4 is a Critical Rule. Some critical rules require violating a part of the rule, or something to happen before you can be charged with a violation. 81.5.4 does not have a qualifier, which means that not only not getting red zone protection can result in discipline, but even just not doing it properly can get you in trouble as well. This is why it is imperative to understand every part of the rule. 

When obtaining the red zone, it can be requested face to face, with an agreed upon hand signal, or over the radio. 

There are only two ways to confirm red zone protection. Either over the radio or whistle signal if a hand signal is used. It is important to note that it does say that you can confirm red zone protection has been established via face to face job briefing.

Common sense would tell you that if I can request red zone face to face, I should be able to confirm protection has been established face to face, but the does not allow for this. This is the part of the rule that I hear a lot of different takes on. I have heard this two different ways from managers and crews. I’m not sure what the intent was, or if this overlooked with the change that came out. Rather than go by what the intent is, I highly recommends complying with what the rule says. 

Releasing red zone protection may be done by radio, agreed upon hand signal, or face to face. The engineer can confirm release red zone protection with the radio, whistle signal when using a hand signal, or face to face.

File attachments: 

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.

Pages