TERMINAL RAILROAD

ASSOCIATION

OF ST. LOUIS

Greater St. Louis

SpecialInstructions,

Maps and Signals

The Rules herein set forth govern all employees of Railroads operating on tracks of the Terminal Railroad Association of St. Louis. On the effective date, these Rules supersede all previous Rules and Instructions inconsistent herewith. Furtherinstructions may be issued by proper authority.

Effective: 00:01, January 1, 2014

Table of Contents

A. General Special InstructionsPage 1

  1. Qualification of Foreign Crews
  2. Bulletin Boards are located in the E.F.MurrayOperationsBuilding.
  3. Madison Yardmaster
  4. Foreign Railroads Operating Over TRRA
  5. Arrival of Foreign Crews at Madison
  6. Radio Base Stations

B. Operating InstructionsPage 3

  1. Maximum authorized speed unless otherwise restricted:
  2. Maximum Weight Limitations:
  3. Temporary Speed Restriction Signs:
  4. Emergency Brake Application
  5. Use of Engine Horns
  6. Radio Response
  7. Hand Operation of Dual Control Switches
  8. Securing Equipment Against Undesired Movement
  9. Position of Switches
  10. Leaving Equipment Clear of Other Tracks

C. Madison Yard Special InstructionsPage 9

  1. Power Operated Switches at Madison Yard
  2. Madison Locomotive Servicing Facility
  3. Handbrakes in the Madison Yard

D. Automatic Block Signal, Control Point andPage 11

Interlocking Signal Aspects and Indications

E. Suspension of Block SystemPage 17

2013 Greater St. Louis Special Instructions

A. General Special Instructions

1. Qualification of Foreign Crews

Employees of this Company and of other companies operating over this Company’s tracks must have passed the required examinations and have in their possession while on duty, a copy of these Special Instructions. Officers of other Companies will know that their crews are properly qualified before assigning them to operate on this Company’s property, or request pilots for them.

Permits will be authorized over the signature of the General Manager/Superintendent to ride trains or walk over the property for the purpose of learning the railroad’s physical characteristics, signals and operating requirements.

2. Bulletin Boards are located in the E.F.MurrayOperationsBuilding.

Notices, Bulletins and other information placed on these Bulletin Boards, for the purpose of instructions, information or contractual obligations, must not be removed by anyone other than personnel authorized by the General Manager/Superintendent.

3. Madison Yardmaster

The Madison Yardmaster has jurisdiction over all inbound and outbound movement at Madison Yard and all operations in Missouri and Illinois industrial areas excluding territory controlled by a Train Dispatcher.

Train movements into Madison Yard are under the jurisdiction of the Yardmaster located at the N.E.E.B., Madison Yard. Crews will contact the Yardmaster for instructions on yarding trains. If no instructions have been received, train movement into the north end of Madison Yard will stop prior to passing the highway viaduct located on north end of Madison Yard.

4. Foreign Railroads Operating Over TRRA

Unless otherwise specified, operation over TRRA will be governed by the following:

  • TRRA Special Instructions Maps and Signals section of the Greater St. Louis Rulebook
  • TRRA General Orders
  • Foreign Railroad’s Air Brake and Train Handling Rules
  • Foreign Railroad’s Safety Rules
  • Foreign Railroad’s Instructions For Handling Hazardous Materials

5. Arrival of Foreign Crews at Madison

All foreign line train crews, road or yard, taxied to Madison Yard to pick up a train, must report to the TRRA Yardmaster immediately upon arrival, to receive their locomotive assignment and location.

6. Radio Base Stations

Following is a list of designated TRRA radio base station installations and the appropriate channels used in connections with Railroad Operations.

Madison, Illinois:

(a) TRRA, E.F. Murry OperationsBuilding:

1. Merchants Train Dispatcher,

Channel 026-026, 24 hours operational.

2. West Belt Train Dispatcher,

Channel 026-026, 24 hours operational.

(b) MadisonEastBoundTower:

1. Madison Yardmaster,

Channel 026-026, 24 hours operational.

The following Communicating devices are taped:

Radio Frequencies:

  • 160.425 (021-021 Trim Channel)
  • 160.500 (026-026 Merchants Channel)
  • 160.650 (036-036 Hump Channel)
  • 161.310 (080-080 Police Channel)

Also, all phones and radio circuits to and from the Dispatcher’s Office. All phone circuits to and from the Crewboard, Yard Clerk, Yardmaster’s Train and Engine service desk and lunchroom in the E. F. Murry Operations Building and the Rip Track Shop and Car Shop break room.

B. Operating Instructions

1. Maximum authorized speed unless otherwise restricted:

  • All Trains…………………………………………………………………………………………………………..30 mph
  • Movements through all main track crossovers and turnouts not designated…………….10 mph
  • FRA Excepted Track…………………………………………………………………………………………..10mph
  • Locomotive and Car Shop Tracks………………………………………………………………………….5 mph
  • Any track “Other Than Main Track” (GCOR 6.28)………………………………………………….10mph

Exception: Trains and engines using any track “Other Than Main Track” must move under the provisions of GCOR 6.28 and not exceed 10mph unless another speed is designated by Timetable or Special Instruction.

2. Maximum Weight Limitations:

No rail cars exceeding 286,000 lbs., or loads exceeding the dimensions of the equipment on which loaded or the published vertical clearance for each district found in the T.R.R.A. Special Instructions are allowed on T.R.R.A. property without prior authority from the T.R.R.A. Engineering Office. It is the responsibility of train crews to contact the T.R.R.A. Dispatcher (or the Yardmaster at Madison Yard for movements on the North Belt Industrial Lead or Wiggins Industrial Lead) to insure that such rail cars are cleared for movement in their train.

3. Temporary Speed Restriction Signs:

Whenever, for any cause, it is necessary to require trains to reduce speed over any structure, or portion of track. Maintenance of Way Foreman, or employee in charge, will display speed restriction and resume speed signs to protect in each direction, as outlined below.

(a) Warning Sign: Yellow sign must be displayed to the right of tracks as viewed from an approaching train, unless otherwise specified by Special Instructions and General Orders. Sign must be displayed a sufficient distance from point where a restricted track begins, to allow Engineer to reduce to required speed. Warning signs will carry speed numerals indicating Maximum Speed. Where no numerals are displayed, speed must not exceed 10 M.P.H.

4. Emergency Brake Application

When a moving train has an emergency brake application for any reason, the engineer must immediately announce by radio “Train (identification, to include name or initials of owning railroad and train symbol) has brakes in emergency at (location)". This information must then be given to the Control Operator. Additionally, adjacent tracks, as well as tracks of other railroads that are liable to be obstructed, must immediately be protected by flag, unless protection has been provided by the Control Operator, until it is ascertained, positively, they are safe and clear for the movement of trains and engines.

5. Use of Engine Horns

A.Locomotive engineers will blow their horn at all public road crossings at grade located on TRRA property (GCOR Rule 5.8) except in “Quiet Zones” where whistle prohibitions are in effect.

B.Quiet Zones are designated in the Subdivision Timetables. Do not sound the horn for grade crossings within the limits or at locations designated on the subdivision page.

The locomotive horn may be sounded to provide a warning to animals, vehicle operators, pedestrians, trespassers or crews on other trains in an emergency situation when such action is appropriate in order to prevent imminent injury, death, or property damage.

Horn must be sounded when:

  • Employees are working on or near the track.
  • Necessary to warn persons or vehicles oblivious to the approach of the train or engine.
  • Meeting or passing the head end or rear end of a train in the vicinity of a grade crossing.
  • Notified that automatic warning devices are malfunctioning, sound whistle signal 5.8.2 (7) regardless of any prohibition.

6. Radio Response

When radio communication is used to make movements, crew members must respond to specific instructions given for each movement. In addition:

  • Radio communications for backing and shoving movement must specify the direction and distance in 50 foot car lengths, and must be acknowledged when distance specified is more than four cars.

Exception: Commencing four (4) car lengths before coupling or stop is to be made, person directing move will call out distances in car lengths, as “four (4) cars;”, “three (3) cars;”, “two (2) cars;”, etc.

When remaining distance is less than “five (5) cars,” engineer will not be required to further acknowledge countdown if doing so would interfere with safe operation. During this countdown, engineer will stop the move immediately after moving one (1) car length unless he is receives additional instructions from person directing move.

7. Hand Operation of Dual Control Switches

An employee must get permission from the control operator to operate a dual control switch by hand. Operate the switch as follows:

  • Unlock the switch lock.
  • Place the selector lever in the HAND position or remove the hand crank from the holder.
  • Operate the hand throw lever until the switch points are seen to move when the lever is operated, even if the switch is lined for the intended route.
  • Line the switch for the intended route, or insert the crank on the shaft and turn the crank as far as it will turn until the switch is in the desired position. Do not remove the hand crank from the shaft until at least one unit or car has passed over the switch points.

Return the switch to power by restoring the selector lever to the POWER or MOTOR position and lock. Or, return the crank to the holder and secure it with the switch lock. Notify the control operator after power to the switch is restored.

When the selector lever is in the HAND position or the crank has been removed from the holder, signals governing movements over the switch will display Stop indication, and movements will be governed by hand signals. Notify the engineer, if possible, when the switch is in hand operation and when it has been restored to power operation.

8. Securing Equipment Against Undesired Movement

Crewmembers are responsible for securing standing equipment against undesired movement, and must complete a job briefing concerning the proper securement of any equipment to left unattended.

Applying Hand Brakes on Cars

When securing cars, a train, or a portion of a train, apply enough hand brakes to prevent movement.

1.When applying hand brakes:

  1. Use proper body mechanics to prevent injury.
  2. Do not use a device for additional leverage, such as a bar, brake club, or foot.

2.Fully apply hand brakes by operating the mechanism until the slack isout of the chain and the brake shoes are snug against the wheels.

3.Use these hand brake procedures when removing locomotives from aconsist or setting out cars:

  1. When removing locomotives from a consist, apply enough hand brakes to prevent movement.
  2. When setting out cars to be left unattended on any track, apply a sufficient number of hand brakes to secure equipment. Locomotive air brakes must be released and it must be ascertained that hand brakes are sufficient to secure equipment.

4.When necessary, apply all hand brakes on multiple platform cars.

Note: Scale Test Cars in a train do not need to be equipped with air Brakes.

Releasing Hand Brakes

To prevent wheel damage, fully release hand brakes before moving cars or locomotives. If a hand brake is difficult to release, charge the air brake system and apply the brakes in emergency before attempting to release the hand brake again.

When leaving locomotives unattended outside of the Madison Yard, the reverser must be removed from each locomotive in the consist and turned in to a company officer on duty.

ABTH 103.8.4 Securing Train or Portion of Train with Locomotive Attached

When securing a train or portion of a train with a locomotive attached:

  1. Fully apply the independent brake
  2. Make a 20-psi brake pipe reduction
  3. Apply sufficient number of hand brakes to secure the cars left standing. All locomotive parking brakes must remain in the Release Position until the completion for the testing.
  4. Release the automatic brake, if applicable, and allow the train slack to adjust.
  5. Gradually release the independent brake allowing slack between locomotives and cars to adjust according to grade conditions.
  6. After the slack has fully adjusted, observe the equipment for 1 minute to determine that there is no movement indicating that the hand brakes are effective and the equipment will remain secured.

ABTH 103.8.5 Securing Train or Portion of Train with Locomotive Not Attached

When securing a train or portion of a train without a locomotive attached:

  1. Make a 20-psi brake pipe reduction
  2. Apply sufficient number of hand brakes to secure the cars left standing. All locomotive parking brakes must remain in the Release Position until the completion for the testing.
  3. Release the automatic brake, if applicable, and allow the train slack to adjust.
  4. After the slack has fully adjusted, observe the equipment for 1 minute to determine that there is no movement indicating that the hand brakes are effective and the equipment will remain secured.
  5. Allow the train or portion of train left standing to apply in emergency.

Exception: This rule does not apply during switching operations performed within the Madison Yard.

Note: In reference to 103.8.4 and 103.8.5, the hand brakes must not be released until the Engineer/RCO has determined that the air brake system is properly charged.

Securing Unattended Locomotives with Handbrakes

Except for distributed power units, the following requirements apply to unattended locomotives:

1.All hand brakes shall be fully applied on all locomotives in the lead consist of an unattended train.

2.All hand brakes shall be fully applied on all locomotives in an unattended locomotive consist outside of Madison Yard.

3.At a minimum, the hand brake shall be fully applied on the lead locomotive in an unattended locomotive consist within Madison Yard.

Before locomotives are left unattended on any track, locomotive air brake must be released and it must be ascertained that hand brakes are sufficient to secure equipment. After this has been done, independent brake and automatic brake must be reapplied as prescribed above. Locomotives will, when practicable, be left coupled to other equipment that is also secured by a hand brake.

9. Position of Switches

The employee handling the switch or derail is responsible for the position of the switch or derail in use. The employee must not allow movement to foul an adjacent track until the hand-operated switch is properly lined.

Do not attempt to complete lining of a switch which is found to be difficult to operate. Notify the Yardmaster or proper authority immediately.

Employees handling switches and derails must make sure:

  • The switches and derails are properly lined for the intended route.
  • The points fit properly and the target, if so equipped, corresponds with the switch's position.
  • When the operating lever is equipped with a latch, they do not step on the latch to release the lever except when throwing the switch.
  • After locking a switch or derail, they test the lock to ensure it is secured.

When possible, crew members on the engine must see that the switches and derails near the engine are properly lined.

10. Leaving Equipment Clear of Other Tracks

Do not leave equipment standing where it will foul equipment on adjacent tracks or cause injury to employees riding on the side of equipment.

On tracks where clearance point is indicated, leave equipment beyond the clearance point.

If clearance point is not indicated or visible, determine the clearance point by standing outside of the rail of adjacent track and extending their arm towards the equipment. When unable to touch equipment, leave equipment at least an additional 50 feet into the track to ensure equipment is beyond the clearance point.

C. Madison Yard Special Instructions

1. Power Operated Switches at Madison Yard:

At Madison Yard, NEEB, new power operated yard switch machines have been installed on the Inbound Lead and the West Hump Lead. These switches will be identified and numbered as Crossover #1, Switch #3, Switch #5, and Crossover #7. Switch #41 is in service where the West Bound Lead and East Hump Lead connect.

At the SEEB, switches #31 and #33 are in service on the Switching Lead, Switch 51 is in service on the Long Side and Switch #53 is in service at the Levee Wye Switch on the Wiggins Industrial Lead.

The switches and crossovers are labeled with their corresponding numbers on the switch stands.

These power operated switches can be controlled locally by pushbutton or remotely by radio. The position of the switch points is indicated by the indicator lights mounted on the switch machines as follows:

  • Green light indicates Normal position.
  • Yellow light indicates Reverse position.
  • Red light indicates switch points are being thrown or are gapped.

Switches #31, #33, and #41 are equipped with targets and a white flashing strobe light instead of the three color indicator lights. The targets display as follows:

  • Green target indicates Normal Position.
  • Yellow target indicates Reverse Position.
  • White Flashing Light indicates switch in transition or gapped.

Switches#51 and #53 are equipped with targets and two lights that indicate the following:

  • Green target indicates Normal Position
  • Yellow target indicates Reverse Position
  • Red light indicates track circuit occupancy
  • White light indicates switch is locked out

Each switch is locked out from control by a track circuit whenever on-track equipment is within 20 to 30 feet from the point of switch.

LOCAL CONTROL BY PUSHBUTTON

To operate the switch locally by pushbutton:

a.Visually inspect the switch points for any possible obstruction.

b.Unlock (if so equipped) and lift the door cover of the pushbutton box marked “OPERATE”. The pushbutton inside will control the switch in “toggle” mode.

c.Press the pushbutton. Do not hold the pushbutton “in”. Once the machine starts the throw cycle, release the pushbutton. After the switch machine shuts off, visually inspect the points again to verify the proper closure.