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 


[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.

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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



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

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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.

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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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