BLE-T St. Louis Hub

Denny D’s Did You Know

GORHAM CONNECTIONS

DID YOU KNOW that the North and South Connections at Gorham are controlled by the Mt. Vernon Subdivision Dispatcher? For those that operate on the Chester and Mt. Vernon Subdivisions, it is important to understand a few important aspects of doing work at Gorham. Whether setting out or picking up cars, turning power, or getting on a train originating there, there are few rules and and Timetable instructions to keep in mind. With a great number of recently marked up furloughed conductors, a lot of movement to other boards, and even for those of us that work that way regularly, a review of those instructions will help keep us all in compliance.

Connection Tracks

North Connection: Information about the south connection is found in the Mt. Vernon and Chester Subdivision pages of the Timetable under SI-14 (Miscellaneous Instructions). It shows the limits are between CP-D338 Gorham Jct. and CPD-084 Gorham. CTC is in effect, and controlled by the Mt. Vernon Sub Dispatcher. CP-DP084 is controlled by the Chester Sub Dispatcher.

South Connection: The south connection track is the main track of the Mt. Vernon Subdivision, ending at MP 339.1 (CP-D085 Chap). CTC is the main track authority. Chap is controlled by the Chester Subdivision and main track is controlled by the Mt. Vernon Sub Dispatcher.

Authority

CTC is the main track authority on both the North and South Connection. To enter a main track in CTC you must have either a controlled signal with a proceed indication or verbal authority from the dispatcher (GCOR 10.1). If your train is in the yard and you need to enter either connection track, you must obtain verbal authority from the Mt. Vernon Subdivision Dispatcher prior to lining the main line switch. This especially important to remember when coming out of the south end of the yard. The Chester Subdivision Dispatcher controls CP-D085. If the dispatcher gives you a signal at Chap, it is imperative to remember to get authority from the Mt. Vernon Sub Dispatcher prior to lining the switch to come out of the yard. Operating the switch before being verbally authorized to enter the main or a track with CTC in effect is a main authority violation and will result in a decertification.

Bulletins and Subdivision General Order

Bulletins: GCOR 6.2 states that before you can initiate movement on a main track or controlled siding, you must have track bulletins or receive instructions from the dispatcher that there are no bulletins needed. This is important for crews operating to and from Dexter. You will notice that you do not have the Mt. Vernon Subdivision listed on your Track Warrant for Bulletins. This means that you do not have bulletins for either connection. If you are instructed to set out, pick up, or turn your power at Gorham, you must talk with the Mt. Vernon Sub Dispatcher to verify that there are not any bulletins affecting your movement. This is important because there could potentially be a Form B in effect that you would not have any information about.

General Order: Item 7-A in the SSI shows that you must have a copy of the Subdivision General Order that you will be operating on. If you will be occupying either connection you must have a copy of the Mt. Vernon Subdivision General Order. For those that are on the RE04/RT04 pools, it would be wise to make sure that you have a current copy with you in the event that you have to do work at Gorham.

Speeds

South Connection: 338.5 to 339.1 = 20 MPH

North Connection: 25 MPH. It is important to remember that if you will be operating through the North Connection onto the Mt Vernon Sub main that you will be entering at 338.5 which is which is the north limit of the 20 MPH. Although just barely, you will be entering into to the 20 MPH permanent restrictions. For those of us who may not have realized this, PTC has reminded us. 

While these reminders are obvious to most of us that operate on the Chester and Mt. Vernon Subdivisions, a review is always helpful. It easy to become complacent and overlook something that may be obvious during our daily routines, or when something out of the ordinary comes up. Keeping these basic rules in mind will help to keep you compliant and working safe.

If you have any questions regarding Gorham or any other rules, feel free to contact me.

Dennis Dunn

(314) 609-2164

dennyd76@yahoo.com

LOOK FOR IT COMING NOVEMBER 1

For Extra board employees, if you utilize this rest option your guarantee and bouns day stay in tact. 

 This is similar to the past Agreement, the Local Chairman will be policing the use of the extra rest, the system at this time will allow everyone to take the rest regarless of "Starts". The Agreement is TEMPORARY and it is clear that only after the fourth or fifth start at the home terminal. 

If anyone is abusing this option, they will have the extra rest removed and could end up loosing the ability to utilize this agreement. 

Brothers, 

   I have attached a synopsis of what trip rates will look like with the associated GWI. I have also included a powerpoint from the negotiations to show some comparison. 

Brian 

http://www.ble-t.org/pr/news/newsflash.asp?id=6004

INDEPENDENCE, Ohio, October 5 — Rail Unions making up the Coordinated Bargaining Group (CBG) announced today that they have reached a Tentative National Agreement with the Nation’s Freight Rail Carriers. The CBG is comprised of six unions: the American Train Dispatchers Association; the Brotherhood of Locomotive Engineers and Trainmen (a Division of the Rail Conference of the International Brotherhood of Teamsters); the Brotherhood of Railroad Signalmen; the International Brotherhood of Boilermakers, Iron Ship Builders, Blacksmiths, Forgers, and Helpers; the National Conference of Firemen and Oilers / SEIU; and the Transportation Division of the International Association of Sheet Metal, Air, Rail and Transportation Workers (SMART TD).

On Wednesday, October 4, the CBG’s full Negotiating Team met in Independence, Ohio, for a review of the terms of the proposed voluntary agreement. Following that review, each of the CBG Unions’ Negotiating Teams unanimously endorsed the Tentative Agreement. On Thursday, October 5, the involved General Chairpersons of SMART TD, BRS and BLET met as well and those groups also unanimously endorsed the Tentative Agreement for consideration by the respective membership of each Union.

The Tentative Agreement, which will be submitted to the memberships of each involved Union in the coming weeks, includes an immediate wage increase of 4%, with an additional 2.5% six months later on July 1, 2018 and an additional 3% one year later on July 1, 2019. In addition, wage increases of 2% effective July 1, 2016 and another 2% effective July 1, 2017 will be fully retroactive through implementation, for a compounded increase of 9.84% over an 18-month period and 13.14% over the 5-year contract term (this includes the First General Wage Increase of 3% implemented on January 1, 2015).

All benefits existing under the Health and Welfare Plan will remain in effect unchanged and there are no disruptions to the existing healthcare networks. While some employee participation costs are increased, the tentative agreement maintains reasonable maximum out-of-pocket protections for our members. The TA also adds several new benefits to the Health and Welfare Plan for the members of the involved unions and, importantly, it requires that the Rail Carriers will, on average, continue to pay 90% of all of our members’ point of service costs.

On a matter of critical importance, the employees’ monthly premium contribution is frozen at the current rate of $228.89. The frozen rate can only be increased by mutual agreement at the conclusion of negotiations in the next round of bargaining that begins on 1/1/2020.

In addition, the CBG steadfastly refused to accept the carriers’ demands for changes to work rules that would have imposed significant negative impacts on every one of our members. As a result of that rejection, the Tentative Agreement provides for absolutely no changes in work rules for any of the involved unions.

“This Tentative Agreement provides real wage increases over and above inflation, health care cost increases far below what the carriers were demanding, freezes our monthly health plan cost contribution at the current level, provides significant retroactive pay and imposes no changes to any of our work rules,” said the CBG Union Presidents. “This is a very positive outcome for a very difficult round of negotiations. We look forward to presenting the Tentative Agreement to our respective memberships for their consideration.”

A copy of the Tenative Agreement is at:

http://www.ble-t.org/pr/pdf/CBG_BLET_Initials.oct_2017.pdf

https://www.theverge.com/2017/10/3/16410342/hyperloop-one-missouri-route-feasibility-study

Denny D’s Did You Know

Did You Know there’s an updated version of the PTC guide on the web.

Same access for home or work.

If you want access it at work to print go to the Employee home page - Operating Systems & Practices - there you will see the latest pocket reference guide under PTC.

What if my signal is favorable and PTC has a Stop Target? Notice B under B. 

7.3  CONFORMING WITH BLOCK SIGNALS

A. WHEN INFORMATION DISPLAYED BY PTC AND THE ASPECT OF A WAYSIDE SIGNAL DO NOT CORRESPOND, THE FOLLOWING WILL APPLY:

(A)     OPERATE THE TRAIN ACCORDING TO THE MOST RESTRICTIVE INFORMATION PRESENTED BY THE PTC SYSTEM, SIGNAL SYSTEM, TIMETABLE, OR TRACK BULLETIN.

(B)     PROMPTLY REPORT THE FOLLOWING TO THE TRAIN DISPATCHER:

(C)     MILEPOST LOCATION OF LEADING END OF TRAIN.

(D)     SIGNAL LOCATION OR NAME IF APPLICABLE.

B. AUTHORITY TO PASS STOP SIGNAL: AN ELECTRONIC AUTHORITY TO PASS SIGNAL AT STOP (ATP) MUST BE OBTAINEDWHEN:

(A)     NECESSARY TO PASS A WAYSIDE SIGNAL DISPLAYING STOP

(B)     CONTROLLED ABSOLUTE SIGNAL DISPLAYS A PROCEED INDICATION BUT THE PTC ONBOARD SYSTEM DISPLAYS A STOP TARGET AT THE SIGNAL

http://www.ble-t.org/pr/news/newsflash.asp?id=6002

http://www.yourtracktohealth.com/