Please download and keep on your person. We have had a couple of decertifications on account of crew members being unfamilar with their location and or territory.
It has come to my attention that UP LA Service Unit managers are
Testing for Superintendent bulletin #14. You Must have a paper copy.
please download and put in your grip. click on the red link below
LOS ANGELES SUPERINTENDENT BULLETIN NO. – 14
PURPOSE:
4-SECUREMENT OF EQUIPMENT-YUMA YARD SECUREMENT INFORMATION ADDED EFFECTIVE DATE: 1523, January 11, 2017 CANCELLATION DATE: 2359, December 31, 2017 CANCELLATIONS: Bulletin #4 SECTION: A SUBJECT: SECUREMENT REQUIREMENTS ON THE LOS ANGELES SERVICE UNIT
Each TE&Y employee must have a paper copy of this bulletin while on duty.
JOB BRIEFING BOOK When securing equipment to be left unattended, each member of the crew must make an entry in his or her Job Briefing book….
when you are called from the Jp016 xe10 for anything other than patching a jp016 re31/re21 train(must have a corresponding id)you are entitled to a basin rate of pay, not a de10 rate.if you are however patching a re31 train its ot after 8 or mileage.below I have put in the parameters of that claim. and if you are called for a long pool train id , but work something else you are entitled to the flat rate.
remember its the work you performed,not the service you were called for
CLAIMING THE BASIN FLAT RATE OF PAY $504.05. WAS CALLED TO WORK –TRAIN ID-ON –DATE– OFF OF THE –BOARD– . WAS PAID INCORRECTLY AT THE 130 MILE SCHEDULE. PER, LA HUB AGREEMENT SECTION 6 AGREEMENT COVERAGE, PART B IN ARTICLE 3 SECTION 5 (B)….MADE UP ASSIGNMENTS AND/OR EXTRA ASSIGNMENTS CALLED TO OPERATE WITHIN THE SCOPE OF THIS AGREEMENT WILL QUALIFY FOR THE TRIP RATE CREATED BY THIS AGREEMENT. PLEASE PAY $504.05 FOR-TRAIN ID-ON –DATE–
Please see Item # 5. Now see the LA Hub Implementing Agreement: B. General Conditions for Pool/Assigned Operation in Article III.
d. Pool engineers shall be paid in accordance with ps 1,2,5, and 6 of the flat rate road switcher agreement effective September 16, 1996. The flat rate for these assignments shall be $300.00/engineer. These payments shall be inclusive of any payments for not stopping to eat. When given a call and release, the call and release rules shall apply for engineers in this pool in lieu of the flat rate.
“Made up assignments and/or extra assignments called to operate within the scope of this agreement will qualify for the trip rate created by this agreement.”
Please be aware when building trains or switching with road power. This is a easy failure for the company.
Due to a derailment we had on December 6th the company has added switching restrictions that limit power to 24 axles when switching and or building trains with road power
Los Angeles Superintendent Bulletin No. – 114
Section: J Subject: Switching or Shoving with Road or Hauler power
When making a Shove or Switching move always comply with the requirements of rule 34.2.11 & 34.2.12 which requires using the lowest throttle
position possible to avoid jackknifing, wheel climb or rail turnover” and “when switching with multiple locomotives care must be taken to limit buff
and draft forces. On the Los Angeles Service Unit when switching, shoving or spotting a ramp with road or hauler power to a maximum of 24 axles online. If you are in a situation that requires additional axles you must have a job briefing and approval and from a DSLE.
We have a new train we will run 1x a month for the next 5 months. These trains are passenger equipment but will be ran at Freight Speed.
FRA in Washington DC is aware of and has approved these trainsets for transportation to Florida. If any FRA personnel take exception to any features on these trainsets (which cannot be resolved immediately and locally), ask the FRA person to immediately contact Harold Weisenger, FRA Washington DC, cell phone 202-713-8702
Section: I Subject: Brightline Special Equipment
Five Brightline Passenger Trains will be moved from California to Louisiana. They will move on the Union Pacific under the following conditions.
Operations
Only move in Special Train Service.
An MOP will ride each train.
A job briefing between the UP train crew and Siemens onboard technician must occur at each crew change. The briefing must include correct radio channel and where the Siemens technician will be located.
Speed will be limited to 70 MPH max.
The brake pipe must be set at 90 psi.
A 2-way EOT will be located on the rear coupler of the rear trainset locomotive.
Train should limit or not perform shoving movements. If shoving movements need to be performed, it should be done with the minimum amount of power needed. This equipment does not have alignment control couplers, an employee must observe the coupler between the UP locomotive and the first car.
No UP crewmember is allowed to ride on or in the Brightline Equipment. If necessary to make a shoving move, UP conductor may ride inside the rear locomotive.
Do not shove the train with other equipment. In case of an emergency, a light locomotive may be coupled to the rear.
The trainset is a drawbar connected trainset (passenger locomotive+4 coaches+passenger locomotive), each trainset weighing approximately 511 tons and measuring 488 feet overall. The trainset locomotives and coaches are not intended to be uncoupled and separated enroute.
Any questions about (or technical issues regarding) the trainset should be directed to the onboard Siemens technician.
Air Brakes
This is an extended haul train. Rule 30.3.5 will apply.
The train will have an Initial Term Class 1 Air Brake test at Origin, as outlined in Rule 30.10.1.
The Siemens technician should assist with and participate in all air brake inspections.
The Brightline equipment is equipped with electric parking brakes that are located inside the equipment and set and release on each car.
The Siemens passenger locos (1 at each end of the trainset) have air brakes set for Dead Engine. Engineer on the UP SD70M moving the trainset cannot bail off the brakes on the trainset locomotives. Trainset brakes are also set for Direct Release (not Graduated Release/Passenger). Trainset is equipped with disc-type brakes.
This train is equipped with axle roller bearings that may not scan properly at Hot Box Detectors. The train is equipped with an onboard bearing temperature monitoring system.
If any Hot Box Detector or other wayside detector requires the train to stop, notify the dispatcher and consult with the Siemens technician on corrective actions.
Securement
If required to secure the train, notify the Siemens personnel who will assist in securing the train. The following procedures will apply for securement:
Primary Method:
Secure handbrake on UP locomotive
Release the Independent and Automatic brakes
Verify the Locomotive handbrake will hold the train
If the locomotive handbrake is sufficient
Reapply the independent Brake and make a 20lb Automatic Brake pipe reduction
If the Locomotive Brake will not hold you must do the Secondary Method Below:
Secondary Method:
If the Primary Method does not hold the train
Reapply the Independent Brake
Place the train in Emergency with the Automatic Brake handle
Close the angle cock between the Locomotive and the First car in the Consist
Recover the Air on the Locomotive
Apply the Handbrake on the locomotive
Release the Automatic and Independent Brakes on the Locomotive
Verify securement
If securement is sufficient; Reapply the Independent Brake and Make a 20lb Brake pipe reduction.
The angle cock will remain closed between the Locomotive and 1st car.
On the Securement Check List note the time the train was placed in Emergency, that the angle cock is closed and that there is no air on the cars.
If more than 4 hours pass, the train will require an Initial terminal test. Mechanical personnel assist with this test.
When putting air back in the cars you must follow the initial charge procedure outlined above prior to performing the air brake test.
BLET Division 5 
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