Author Archive: admin
Correction System General Order 88
104.14 Determining Number of Hand Brakes is changed entirely to read:
104.14 Determining Number of Cars Requiring Hand Brakes
The number of cars requiring hand brakes depends on:
* Grade and adhesion
* Car types and number of loaded and empty cars
* Weather conditions (precipitation, temperature and wind)
Use the following chart to determine the minimum number of cars requiring
hand brakes to be applied when:
* The number required is unknown
* Testing of the hand brakes by releasing the air brakes is not
possible
In addition:
* Cars with multiple hand brakes must have all hand brakes applied to count as 1 car
– Exception: Automax equipment (car kinds: M2D, M3D, M2F and M3F)counts as half a car when both hand brakes are applied
* Autorack equipment counts as half a car when utilizing the chart below for determining the number of cars requiring hand brakes
AN UPDATED CHART FOR DETERMINING NUMBER OF CARS REQUIRING HAND BRAKES BASED ON GRADE AND TONNAGE WILL BE AVAILABLE ON THE BNSF INTRANET AND IN THE RULES&TTS MOBILE APP.
Air Brake and Train Handling Rules GO.html
104.14 Determining Number of Hand Brakes is changed entirely to read:
104.14 Determining Number of Cars Requiring Hand Brakes
The number of cars requiring hand brakes depends on:
* Grade and adhesion
* Car types and number of loaded and empty cars
* Weather conditions (precipitation, temperature and wind)
Use the following chart to determine the minimum number of cars requiring
hand brakes to be applied when:
* The number required is unknown
* Testing of the hand brakes by releasing the air brakes is not
possible
In addition:
* Cars with multiple hand brakes must have all hand brakes applied to count as 1 car
– Exception: Automax equipment (car kinds: M2D, M3D, M2F and M3F)counts as half a car when both hand brakes are applied
* Autorack equipment counts as half a car when utilizing the chart below for determining the number of cars requiring hand brakes
AN UPDATED CHART FOR DETERMINING NUMBER OF CARS REQUIRING HAND BRAKES BASED ON GRADE AND TONNAGE WILL BE AVAILABLE ON THE BNSF INTRANET AND IN THE RULES&TTS MOBILE APP.
Waiver subscription on iPad in “Jobaids”
Al Siguaw
We lost another S.P.& S. brother on the old 3rd Subdivision…Bax…Subject: Al Siguaw BNSF/BN/SP&S Conductor ObituaryAlan SIGUAW Obituary (2020) – Spokesman-Review
<img src="https://blet758.com/wp-content/uploads/2020/11/Inline-image.jpg" data-outlook-trace="F:1|T:1" class="x_yahoo-inline-image" alt="Inline image" id="6dc1ff67-9b38-1905-cb34-d367cf5eae80@yahoo.com” _mf_state=”1″ title=”null” style=”height: auto;”>SIGUAW, Alan D. (Age 78) Alan D. Siguaw of Spokane, WA passed away peacefully and unexpectedly in his sleep on November 2, 2020. Alan was born on November 18, 1941 in Spokane, WA to Edward A. and Roberta I. (Stokke) Siguaw. He attended Gonzaga Prep and graduated from West Valley High School in 1959. While in High School, he played football (all city) and was Student Body President. He attended EWSC, worked in the oil fields and with McDonald’s Aerospace before joining the United States Marine Corp in which he proudly served from 1964 1967. He worked for SPS Railroad BNSF and retired after 35 years of dedicated workmanship. Alan was also a longtime member of the Knights of Columbus. Alan was preceded in death by both his parents; his sister, Irene Howard; brother, Jay Siguaw; sisters-in-law, Margaret Siguaw and Suzanne Siguaw; brother-in-law, Nelson (Blinky) Boyce and by his nephew, John. He is survived by his brothers, Dick Siguaw, Gene (Pam) Siguaw; sisters, Patsy Boyce and Lucille (Roger) Harles; nieces, Terri, Michelle, Ann Marie, Alyssa and Cheryl Ann; by his nephews, Tom, Mike, Dan, David, Vince, Darrin and Kirk, as well as by many other extended family members and friends. Alan will be greatly missed by all those who knew and loved him. In lieu of flowers, please make any donations to Spokane Catholic Charities. A funeral service for Alan will be held at Hennessey Funeral Home in Spokane on Wednesday, November 11, 2020 beginning at 10:30am. His interment will follow at Holy Cross Cemetery. Please visit www.hennesseyfuneralhomes.com to leave your condolences on Alan’s online guestbook.
Miles 1120.pdf
Update to PTC information
PTC changes
Key Enhancements to PTC Onboard Software – Effective Monday, Oct. 5, 2020
On Monday, Oct. 5, 2020, BNSF will begin phased deployment of new iETMS onboard software (version 6.3.20.1) to PTC-ready locomotives using an auto-install procedure. This communication outlines key operational enhancements incorporated in the new software build. If prompted to install new software, refer to Form C Track Bulletin for specific procedures.
Operational changes outlined within this communication:
- Exiting Restricted Speed Limits
- “Leading End” and “Controlling End” Track Selection
- Automatic Prompt when transitioning to Restricted State
- Prompt to Continue in “Restricted Mode” after 5 Miles
- “Restricted Mode” Engagement from DISENGAGED or ACTIVE State
- Exiting PTC Limits (formerly “Leaving System Coverage”)
- Exclusion Zones (increasing PTC-active time)
- Making Track Selection at speeds greater than 19 mph
- Retaining Prior Signal Status (Delayed Within Block)
Additional enhancements, not covered within this communication:
- HORN screen flag when horn enforcement is cut-out
- Prompt for “Non-Synchronized subdivisions” increased to 3 miles
- Prompting for “out-of-sync conditions” on entry track
- Numerous technical and interface enhancements to increase PTC system reliability
Exiting Restricted Speed Limits
When a train approaches the end of Restricted Speed limits, the track line ahead will remain Grey until the train is 3000 feet away from the next governing signal. At that point, the track line color will correspond to the signal aspect governing entry into the next block. However, if the next governing signal requires stopping or movement at Restricted Speed (including dark or unknown signals), the hash overlay and track line color will indicate either “Stop”, or “Restricted Speed” instead of displaying a Grey track line.
Movement greater than 3000’ from next signal:
Grey track line beyond next signal, unless next signal requires “Stop”, or Restricted Speed.
Movement within 3000’ from next signal:
Track line color corresponds to signal governing movement into next block.
LEADING END and CONTROLLING END Track Selection
If the locomotive reverser is in the reverse position when selecting track (for example, shoving), PTC will require track selection for both the LEADING END and CONTROLLING LOCOMOTIVE locations. These prompts must be answered carefully to ensure the PTC system places the entire train (including both ends of movement) on the correct track(s).
If track the leading end of movement will traverse is not in the track selection list, select the [Track Not in List] soft key. PTC will prompt the engineer to confirm, then prompt to engage Restricted Mode, due to unknown switch position beneath the train:
Automatic Prompt to Transition to Restricted State
PTC may automatically prompt the engineer to transition to RESTRICTED state, if the train is reversing(shoving) and there is an unknown switch beneath the train. When prompted to engage Restricted Mode due to unknown switch alignment,
- Pressing [Yes] transitions PTC to RESTRICTED state
- Pressing [No] causes PTC to disengage, then location becomes unknown
If direction changes to forward, the prompts are removed. If the locomotive transitions to RESTRICTED state while the train is moving greater than 20 mph, the engineer will have 120 seconds to reduce to 20 mph or less.
Prompt to Continue in Restricted Mode after 5 Miles
If a locomotive is operated in Restricted Mode for more than 5 continuous miles, the engineer will be prompted to acknowledge continued movement in RESTRICTED State. If not acknowledged within 30 seconds, enforcement will occur. This is a safety feature to prevent unknowingly operating in Restricted Mode for extended distances. Engineers will not typically encounter this during normal start/stop switching operations.
Restricted Mode Engagement from DISENGAGED or ACTIVE State
In the latest software version, the [Restricted Mode On] key is available in both ACTIVE and DISENGAGED states. This will allow Restricted Mode to be engaged from any location.
Previously, the system would prompt “Leaving System Coverage” when the leading end was within warning distance of non-enforced track, then again when the leading end crossed into non-enforced track.
Now, locomotives with new software will prompt when Approaching End of PTC Limits, Leaving PTC Limits, and Clear of PTC Limits.
Exclusion Zone: Increasing PTC-Active time departing Yards and Entry Tracks
Previously, PTC would remain disengaged if there were unknown switches beneath the train, or if the train was longer than a track was mapped. When this occurred, the PTC system would remain DISENGAGED until conditions allowed the PTC system to go Active. With new PTC software, “exclusion zone” functionality is introduced enabling PTC to go active while the trailing end is on a NON PTC track (Grey Track Line).
Important: Any speeds or restrictions that are within GREY TRACK WILL NOT BE ENFORCED.
Making Track Selection At Speeds Greater Than 19 MPH
In the previous software version, the Track Selection button was not available if the train was operating at speeds greater than 19 mph.
With new PTC software, the track selection button will be available when train is operating at speeds greater than 19 mph. If track selection occurs above 19 mph, a warning will be presented that will provide approximately 60 seconds of warning for speed reduction to 19 mph. If warning expires prior to speed reduction, a PTC enforcement will occur.
Retaining Prior Signal Status (Delayed Within Block)
Previously, when selecting track within signaled territory, PTC placed a Yellow Restricted Speed hash and Yellow track line underneath the train, and required movement not to exceed Restricted Speed, or 20 mph. With new PTC software, functionality is introduced where PTC may display track line beneath the train, and targets for the next signal, based on the prior signal indication being known. Conditions that may nullify this function include:
- PTC power cycle (reboot) discards prior signal status from memory
- Locomotive is moved while in Restricted Mode, Cut-Out, or other condition where the PTC system cannot continuously calculate location
- Locomotive is not equipped with equipment that supports this function
- Operating on a foreign railroad that does not permit use of this feature
IMPORTANT: This new functionality does not modify existing operating rules that apply to these conditions.
Please refer to the most current BNSF (or host railroad) amendment to the General Code of Operating Rules when applying this functionality:
- GCOR 6.2 – Initiating Movement
- GCOR 9.9 – Train Delayed Within a Block
- GCOR 9.10 – Initiating Movement Between Signals
Key Enhancements to PTC Onboard Software – Effective Monday, Oct. 5, 2020