port of corpus christi adden… · the roadway worker shall then be instructed to resume his...

Revised Bid Breakdown Sheet 5/14 1/3

___________________________________ (Company Name)

Revised BID BREAKDOWN SHEET RESURFACE SOUTH SIDE STORAGE YARD

PORT OF CORPUS CHRISTI AUTHORITY BREAKDOWN OF BID PRICES This breakdown is a part of the Contract Documents and is designed to help the PCCA evaluate the bids to detect possible errors or omissions and to establish values for the individual items of work so that modifications to the contract can be more easily resolved. Please fill out the items listed below so that the total matches the prices shown on the bid. The bidder is invited to include his own estimates if he so chooses.

Design Bidder’s Unit Total Quantity Quantity Amount Amount

BASE BID 1. Mobilization/

Demobilization

1 LS

$

$

2. Reclaim/Reset 4" Existing Material

28,000 SY

$

$

3. Compaction 28,000 SY $ $ 4. Additional Flexible

Base as needed

225 CY

$

$

5. Two – Course Surface Treatment

28,000 SY

$

$

6. Purchase & Install Drop Inlet Filter(s)

19 EA

$

$

7. Demolition & Removal of Truck Scale & Foundation

1 LS

$

$

8. Regrade Elevation Surrounding Rail Track

1 LS

$

$

9. Purchase, Install, & Remove Track Out Control Pad

1 LS

$

$

10. Miscellaneous 1 LS $ $ 11. Bonds and Insurance 1 LS $ $ Total Amount – Base Bid

$

Revised BID BREAKDOWN SHEET (Continued)


Design Bidder’s Unit Total Quantity Quantity Amount Amount

ADDITIVE BID ITEM 1 1. Reclaim/Reset 4"

Existing Material

16,000 SY

$

$

2. Compaction 16,000 SY $ $ 3. Additional Flexible

Base as needed

150 CY

$

$

4. Two – Course Surface Treatment

16,000 SY

$

$

5. Purchase & Install Drop Inlet Filter(s)

11 EA

$

$

6. Miscellaneous 1 LS $ $ Total Amount – Additive Bid Item 1

$

ADDITIVE BID ITEM 2 1. Remove and Haul

Existing Asphalt

500 CY

$

$

2. Excavation of Subgrade and Soils

3,000 CY

$

$

3. Haul and Disposal of Soils

1,500 CY

$

$

4. Compaction of Subgrade to 95%

3,000 CY

$

$

5. Reset Flexible Base 1,500 CY $ $ 6. Additional Flexible

Base*

1,500 CY

$

$

7 Type II Geogrid 9,000 SY $ $ 8. Prime Coat MC-30 or

SS-1 (0.15 Gal/SY) for One Coat

1,350 Gal

$

$

9. 2" HMAC 9,000 SY $ $ 10. Miscellaneous 1 LS $ $ Total Amount – Additive Bid Item 2

$

*See Additive/Deductive Bid Item 1

Revised BID BREAKDOWN SHEET (Continued)


The preceding design quantities are approximate and are not guaranteed. Bidders will prepare their own estimate of work and bid accordingly. Bidders will indicate their own estimate of work under the column labeled “Bidder’s Quantity” and calculate the “Total Amount” based on same. If this column is left blank, the bidder will be deemed to be in agreement with the design quantities and no adjustment in contract price will be made for variance. LIST OF SUBCONTRACTORS & SUPPLIERS Please list all intended subcontractors and major suppliers below. The bidder awarded the contract will be required to notify the Engineer of any changes in the actual suppliers and subcontractors. Material Item Name of Supplier Pre-Coated Rock

Inlet Filters

Geogrid

Flexible Base

Select Fill

Hot Mix Asphalt

Subcontractors (if any): Seeding

5/14

EXHIBIT A

ROADWAY WORKER PROTECTION (RWP),

ROADWAY MAINTENANCE MACHINES (RMM)

and

ON-TRACK SAFETY RULES

THESE RULES AND PROCEDURES SUPERSEDE ALL PREVIOUS INSTRUCTIONS

COVERING ROADWAY WORKER PROTECTION, ROADWAY MAINTENANCE

MACHINES and ON TRACK SAFETY RULES

THIS PROGRAM HAS BEEN ADOPTED BY ALL UNITED STATES SUBSIDIARIES OF

GENESEE & WYOMING, INC. OPERATING UNDER THE GENERAL CODE OF

OPERATING RULES (GCOR)

Effective April 1, 2015(2015 changes in bold)

2

R O A D W A Y W O R K E R P R O T E C T I O N & O N -

T R A C K R O A D W A Y M A I N T E N A N C E M A C H I N E S

A N D H I - R A I L V E H I C L E S ( R M M ) P R O G R A M

PURPOSE & SCOPE

1. INTRODUCTION - In accordance with provisions related to railroad workplace safety

as outlined in 49 CFR Part 214, this program has been established to ensure the safety of

roadway workers working on and around tracks. All questions and comments concerning

this program should be directed to: Mr. Larry Romaine, Vice President - Engineering,

13901 Sutton Park Drive South, Suite 345C, Jacksonville, FL 32224 (Contact phone

number is 904-900-6247).

2. This program has been adopted by all United States Subsidiaries of Genesee &

Wyoming, Inc. operating under the General Code of Operating Rules (GCOR) as a

means to prevent accidents and casualties caused by moving railroad cars, locomotives, or

roadway maintenance machines striking roadway workers or roadway maintenance

machines.

3. This program prescribes safety standards related to the movement of roadway

maintenance machines where such movements affect the safety of roadway workers.

This program does not otherwise affect movements of roadway maintenance machines

that are conducted under the authority of the operating rules of the railroad. It is the

responsibility of the Employee In Charge to communicate and coordinate with the train

crew and/or switching operation to protect roadway workers and the movement of

roadway maintenance machines. Once an equipment movement stops and the Roadway

Worker is to perform a task other than the equipment movement (i.e. track inspector to

make a minor repair), the Roadway Worker(s) must establish a method of on-track

safety.

4. PROGRAM OBJECTIVES – Genesee & Wyoming Roadway Worker Protection

(RWP) & On-Track Roadway Maintenance Machine and Hi-Rail Vehicles (RMM)

Program is designed to:

i. Protect roadway workers from being struck by moving

locomotives, cars and roadway maintenance machines.

ii. Prevent accidents and casualties caused by collisions between roadway

maintenance machines and moving locomotives, cars and/or other

maintenance machines.

iii. Ensure roadway workers have a safe working environment.

iv. Prevent accidents and casualties caused by operation of on-track roadway

maintenance machines and hi-rail vehicles.

PROGRAM DOCUMENT

These rules are to be maintained in one manual and must be readily available to all Roadway

Workers. Each roadway worker responsible for the on-track safety of others (EIC) and Lone

Worker must have a copy of this program accessible while on duty. The manual should contain

3

this document, the applicable operating rules (including bulletins, general notices, etc.), the

timetable for the railroad and the current Engineering Safety Rules & Procedures manual.

PROGRAM RESPONSIBILITIES – Both the employer and individual employees have

responsibilities related to this RWP & RMM program. Responsibilities for each are

outlined in the following sections.

1) Employer Responsibilities

Employers have overall responsibility for ensuring that employees understand and comply

with the rules of this RWP & RMM program.

2) Responsibilities of Individual Roadway Workers

a) Each roadway worker has immediate responsibility for:

• Complying with roadway worker protection and roadway maintenance

machine rules.

• Ensuring that on-track safety is being provided before fouling a track.

• Not fouling a track except when necessary in the performance of duty.

b) The GENESEE & WYOMING RWP & RMM Program applies to all Roadway

Workers, including Company employees and Contractor employees, whose duties

require or may require them to enter fouling space around tracks. This RWP & RMM

program has been designed to ensure the effectiveness of and compliance with

roadway worker protection safety rules.

3) Employee Right To Challenge On-Track Safety Procedures

A roadway worker has an absolute right to challenge, in good faith, whether the on-track

safety procedures applied at the job site comply with the RWP & RMM Program and

safety and operating rules. The roadway worker making the good faith challenge shall

remain in the clear of the track until the challenge is resolved and may refuse any directive

to violate an on-track safety rule.

Prior to initiating a challenge, the roadway worker shall discuss the on-track safety

procedures or RMM safety issues at the job site with the employee in charge (EIC) to

clarify any misunderstanding about those procedures or requirements, and attempt to

resolve any difference of opinion concerning those issues.

A roadway worker who has decided to challenge, in good faith, the on-track safety

procedures to be applied at his/her job site must:

• Do so in good faith, have an honest concern with the on-track safety procedures

or RMM safety issues to comply with safety rules, and this concern is of such a

nature that a reasonable person under the same circumstances would have the

same concerns.

• Immediately notify the employee in charge of the challenge.

• Notify any fellow roadway workers of potential danger.

• Be prepared to explain concerns regarding the on-track safety procedures being

used.

4) Procedures For Prompt and Equitable Resolution of Challenges

a) A roadway worker making a good faith challenge that the job site does not comply

4

with this RWP & RMM Program or safety and operating rules shall explain those

concerns to their supervisor. This explanation shall be on a Good Faith Challenge

form (Appendix D) and shall include:

• Identification of the roadway worker, the supervisor and the work

location.

• A full description of the on-track safety procedures or RMM safety

issues and challenge.

• A citation of the applicable safety rules or operating rules.

• A full description of the roadway worker’s basis for challenging the

safety procedures applied at the job site.

• The names of other employees (including supervisors and the employee in

charge) with knowledge of the fact applicable to the challenge at that job site.

b) The roadway worker’s supervisor shall review the roadway worker’s statement of

facts and:

• Determine if the roadway worker’s statement of the applicable on-

track safety procedures or RMM safety requirements at the job site is

accurate.

• Determine if the procedures in place at the job site comply with the provisions

of this manual.

c) The involved roadway worker and supervisor shall attempt to resolve the challenge.

Where the challenge is not resolved, and the supervisor determines that the on-track

safety procedures or RMM safety requirements being applied at the job site comply

with this RWP & RMM Program or safety and operating rules, he shall notify the

roadway worker and document the determination on the challenge form. If resolved,

the supervisor shall forward the challenge form to the office of the Regional Vice

President of Engineering, for review.

d) Where the roadway worker’s challenge has not been resolved the supervisor will

pursue the challenge to the Vice President of Engineering of the Region or other

designated railroad official. The Regional Vice President of Engineering or other

designated railroad official will review the unresolved challenge to determine if the

on-track safety procedure or RMM safety issue being applied at the job site is in

compliance with safety and operating rules.

e) The Regional Vice President of Engineering or other designated railroad official will

be responsible to contact those parties, as necessary, in order to make a determination.

If the determination is that the on-track safety procedures or RMM safety requirements

at the job site are inadequate, the Regional Vice President of Engineering or other

designated railroad official will arrange for rule compliance before allowing the

roadway worker to foul the track. If the Vice President of Engineering or other

designated railroad official determines that the on-track safety procedures or RMM

safety requirements comply with this RWP & RMM Program and the safety and

operating rules, the Regional Vice President of Engineering or other designated

railroad official will explain to the roadway worker that the challenge is not valid and

the reason why. For the purpose of this program, the challenge shall be deemed

resolved. The roadway worker shall then be instructed to resume his assigned duties.

5

If the Vice President of Engineering or other designated railroad official determines

that the on-track safety procedures or RMM safety requirements do not comply with

this RWP & RMM Program and the safety and operating rules, the Regional Vice

President of Engineering or other designated railroad official will explain to the

roadway worker and the supervisor that the challenge is valid and the reason why.

Once this determination is made, all Roadway Workers at the job site in question

must clear the track and not foul it again until the proper method of on-track safety

has been established.

f) After the resolution of the dispute, a report will be filed with the Regional Vice

President of Engineering or other designated railroad official as to the circumstances

surrounding the incident.

DEFINITIONS - Definitions have been included and are incorporated into this program located

in Appendix E in the back of this manual. Each roadway worker and all other effected

employees must be familiar with and understand these definitions.

ROADWAY WORKER PROTECTION (RWP), ROADWAY MAINTENANCE

MACHINES (RMM) AND ON-TRACK SAFETY RULES

800. Rules pertaining to Roadway Worker Protection will be numbered in the 800 series.

You may find other operating rules in the rule book that are similar or exact in their

wordings or application. The rules in this section will apply to Roadway Workers

Protection. Anyone performing work as a roadway worker must be trained and qualified

on these rules before they are permitted to work in the foul of any track.

801. On-Track Safety Manual will be maintained in one publication and made readily

available to all roadway workers. Roadway Workers that will be responsible for the on-

track safety of others, and each Lone worker, will be provided with and must have a

copy of the program manual accessible while on duty.

802. The employer will not assign an employee to perform the duties of a roadway worker

unless the employee has received training in the on-track safety procedures for the

assignment to be performed, and the employee has demonstrated the ability to fulfill the

responsibilities for on-track safety that are required of a Roadway Worker performing

that assignment. All training records will be maintained by the employer of the

Roadway Worker.

803. The employee must not accept an assignment to perform the duties of a roadway worker

until trained in on-track safety procedures of this railroad and qualified for the

assignment to be performed.

804. Roadway Workers must not foul a track except when necessary to perform their duties.

Each Roadway Worker must know what on-track safety is being provided before

fouling a track.

805. This railroad has adopted an on-track safety program that contains specific rules for

protecting Roadway Workers. Failure to comply with these rules pertaining to on-track

safety will not be tolerated and may result in discipline up to and including dismissal.

6

SUPERVISION AND COMMUNICATION

806. JOB BRIEFINGS

a) All employees, including Lone Workers, must ensure that they receive a job briefing

that includes information on the means by which on-track safety is to be provided and

include the on-track safety rules to be followed after they have received their duty

assignment. Job briefings must be updated after a meal period.

b) The employee-in-charge (EIC), or other designated employee, will conduct a job

briefing with roadway workers whose duties require fouling a track. The job briefing

will be provided before the track is fouled and will cover:

1. Tasks to be performed and the physical characteristics of the work location

2. Type of track protection in place for each track to be fouled including

adjacent tracks.

3. The designated place of safety for workers to move to upon the approach of

a train or on-track equipment.

4. Track limits of protection

5. Time limits of protection

6. Track number if in multiple track territory; and

7. Information about any adjacent tracks, on-track safety for those tracks and

the identification of any roadway maintenance machines that will foul the

adjacent tracks.

8. Instructions on the on-track worker rules to be followed (refer to Appendix

B for further Job Briefing tips)

9. Discussion of the status of electronic devices in compliance with GCOR

rule 2.21.

c) A job briefing for on-track safety shall be deemed complete only after the affected

worker(s) has acknowledged understanding of the roadway worker protection rules or

has been afforded the opportunity to request an explanation of any issues that are not

understood.

807. ROADWAY WORK GROUPS

a) Every roadway work group whose duties require fouling a track shall have one

roadway worker designated by the employer to provide on-track safety for all

members of the group. The designated person, or employee-in-charge (EIC) shall be

qualified under the rules of the railroad that conducts train operations on those tracks

to provide the protection necessary for on-track safety for each individual in the

group. The EIC shall maintain immediate access to a working radio or immediate

access to working wireless communications if the railroad has fewer than 400,000

annual employee work hours.

b) Before any member of a roadway work group fouls a track, the designated person

providing on-track safety for the group (EIC) shall inform each roadway worker of

the on-track safety method to be used and followed. Each roadway worker shall be

informed at any time the method of on-track safety changes during the work period.

7

This information will be given to the affected roadway worker before the change is in

effect. When practical, the members of the roadway work group shall initial the

applicable Track Warrant or Authority indicating their understanding and acceptance

of the protection provided.

c) On-track safety is required for each adjacent controlled track when a roadway work

group with at least one of the roadway workers on the ground is engaged in a

common task with on-track, self-propelled equipment or coupled equipment on an

occupied track. The required on-track safety shall be established through working

limits. Note: if an occupied track has an adjacent controlled track on one side and a

non-controlled track whose track center is spaced 25 feet or less from the track center

of the occupied track on the other side, the affected roadway workers must treat the

non-controlled track as an adjacent controlled track for the purposes of these rules.

i. If a train or other on-track equipment is authorized to move on an adjacent-

controlled-track at a speed greater than 25 mph, each roadway worker in

the roadway work group must cease all ground work and equipment

movement and move to a predetermined place of safety. The roadway

workers may resume work once all authorized movements have passed the

roadway worker.

ii. If a train or other on-track equipment is authorized to move on an adjacent-

controlled-track at a speed of 25 mph or less, each roadway worker in the

roadway work group that is affected must comply with paragraph i. above

except that equipment movements on the rails of the occupied track and on-

ground work performed exclusively between the rails of the occupied track

may continue, provided that no on-ground work is performed within the

areas 25 feet in front of and 25 feet behind any on-track, self-propelled

equipment or coupled equipment permitted to move on the occupied track.

d) A roadway maintenance machine must not foul an adjacent track (controlled or non-

controlled) unless working limits have been established on the adjacent track and

there are no movements permitted within the working limits by the employee-in-

charge (EIC) that would affect any of the roadway workers engaged in a common

task with such machine.

808. INTENTIONALLY LEFT BLANK

ON-TRACK SAFETY PROCEDURES GENERALLY

809. WORKING LIMITS – Working limits is a method of on-track-safety. On controlled

tracks working limits are established through exclusive track occupancy (GCOR Form

B, Track Permit, Track and Time, Track Warrant or Track Out of Service) or Train

Coordination. On non-controlled tracks working limits are established through

inaccessible track. Working limits shall conform to the following provisions:

a) Only a roadway worker who is qualified as an employee-in-charge (EIC) shall

establish or have control over working limits for the purpose of establishing on-

track safety.

b) Only one qualified roadway worker will establish and control limits for the purpose

of on-track safety. All movements of trains, engines and other railroad equipment

within the established working limits shall be made only under the direction of the

8

EIC. Such movements shall be at restricted speed unless another speed is authorized

by the Employee-in-Charge.

c) Working limits may not be released for operation of trains, engines or other railroad

equipment until all Roadway Workers have been notified and all effected Roadway

Workers have either left the track or have been afforded on-track safety by other

methods as appropriate (Train Approach Warning or Individual Train Detection).

d) Locomotives that are operated by remote control on controlled or non-controlled

track are not to be used inside the working limits of roadway workers until a job

briefing has been conducted, and a clear understanding of the moves that will be

made using the remote control. The locomotive(s) may move only as directed by the

employee-in-charge.

810. All Roadway Workers that work in the foul of the track must work in accordance with

the provisions of exclusive track occupancy (813), inaccessible track (824), train

coordination (823), train approach warning (828) or individual train detection (only for

Lone Workers) (829). Train approach warning and individual train detection must only

be used for routine inspection and minor corrections. If the track is to be fouled with

equipment or the track made unsafe for the passage of trains, working limits must be

established.


812. Trains will acknowledge the presence of Roadway Workers observed on or near the

track by sounding a series of short blasts on the engine whistle and ringing the engine

bell. This signal will be repeated until the workers move to a place of safety and

acknowledge either by radio or hand signal that they are aware of an approaching

movement. Train crew members directing a shoving movement must advise the engineer

to sound the horn and ring the bell when approaching Roadway Workers near the track.

EXCLUSIVE TRACK OCCUPANCY

813. Working limits on CONTROLLED TRACK must be established under exclusive track

occupancy. Exclusive track occupancy must be authorized by a dispatcher or control

station. Exclusive track occupancy will be utilized to assure that unauthorized

movements of trains, engines and other on-track equipment do not occur within the

established limits. Employee-in-charge wishing to establish exclusive track occupancy

on controlled track must have a copy of the current Daily Operating Bulletin (DOB).

When exclusive track occupancy is utilized for on-track safety, the following

provisions will be met:

a) Railroads operating under the General Code of Operating Rules (GCOR) will issue

the Employee-In-Charge (EIC) Track Permit, Track and Time, Track Warrant or

Form B authority for the defined work limits. A Track Out of Service Authority

(GCOR Rule 15.4) may be issued to the employee in the case of emergency such

as, but not limited to: derailment, washout, severe storm with trees across the

track, broken rail, etc.

b) The preferred method for the employee-in-charge (EIC) to request and receive track

authorities is over the company radio.

c) An authority for exclusive track occupancy given to the Employee-In-Charge (EIC)

of the working limits shall be transmitted on a written or printed document directly,

9

by relay through a designated employee, in a data transmission, or by oral

communication, to the roadway worker by the train dispatcher or control operator in

charge of the track. It must be repeated to the Train Dispatcher or Control Operator to

check for accuracy and will be valid only after an OK time has been given. Track

Out of Service Authority will be copied on the designated location in the Daily

Operating Bulletin (DOB) and will be repeated to the Train Dispatcher or

Control Operator to check for accuracy and will be valid only after an OK time

has been given.

d) The extent of working limits (GCOR rules 9.15, 14.2 , 15.2 and 15.4) established

through exclusive track occupancy shall be defined by one of the following physical

features clearly identifiable to a locomotive engineer or other person operating a train

or railroad equipment:

1. A fixed signal that displays an aspect indicating “stop” (track and time only).

2. A station shown in the timetable, and identified by name with a sign, beyond

which train movement is prohibited by train movement authority.

3. A clearly identifiable milepost sign beyond which train movement is

prohibited by train movement authority.

4. A clearly identifiable physical location prescribed by the operating rules of

the railroad that trains may not pass without proper authority.

e) The Dispatcher or Control Operator will not permit trains, engines or other railroad

equipment to enter the EIC’s exclusive track occupancy limits without authority from

the EIC that holds those limits. Movements of trains and roadway maintenance

machines within the working limits shall be made only under the direction of the EIC.

Such movements shall be at restricted speed unless a higher speed has been

authorized by the EIC of the working limits.

814. Prior to occupying the track under exclusive track authority the roadway worker in

charge will announce occupancy of track on the road radio channel (not required for

train coordination). Example: “AGR Track Inspector Smith occupying the main track,

Pensacola Subdivision, at mile post 830.5, south bound, on Track Warrant PEN1234,

out”. Additionally, the roadway worker in charge will stop, update the job briefing

regarding authority limits and announce the approach to control points, stations,

entrance to and exit from yard or restricted limits, etc. in compliance with GCOR

rule 1.47 D.

815. Track Permit, Track and Time or Track Warrant Procedures (GCOR rules 9.15,

10.3.2,14.5 and 15.4):

Note: Where the term “Track Authority” is used in these rules it refers to track

permits, track and time, track warrants or track out of service authority as

appropriate to the territory.

a. Requesting authorities: An employee who requests a track authority must

inform the train dispatcher of his name, location of initial track occupancy

(mile post or control point), what movements will be made or duties performed

and, when necessary, which track will be used and how much time is required

(GCOR rules 9.15, 10.3.2, 14.8 and 15.4).

b. Copying authorities: The employee in charge will enter all the information and

instructions on the track authority form as they are issued (form must not be

10

pre-filled out). The employee in charge will then repeat the preprinted and

written information transmitted by the train dispatcher (GCOR rules 9.15.1,

10.3.4 and 14.9). The train dispatcher will check it and, if correct, will say

“OK” and give the time and his initials. The employee in charge will enter the

“OK” time and the train dispatcher’s initials on the track authority and repeat

them to the train dispatcher. The track authority is not in effect until the “OK”

time is shown on it.

c. Authority following a train (GCOR rule 6.2.1): A track authority must not be

issued to protect men or equipment within the same or overlapping limits with

a train unless all trains are authorized to proceed in one direction only, and the

track authority specifies that men or equipment do not occupy limits ahead of

these trains. The employee in charge must know that all trains listed on the

authority are by the location where the track is to be occupied or fouled. This

information can be obtained by observation of the passing trains, radio

communication with a crew member of the trains or from the train dispatcher.

The EIC must record the time of passage of the train and the engine number on

the track authority. If the passage confirmation is made via radio

communication with the train crew or train dispatcher, the time of that

communication and the engine numbers must be recorded on the authority.

d. Authority joint with a train (GCOR rule 6.3): When the employee in charge

permits a train to occupy the track within the limits of his track authority, the

train will move only as directed by the employee-in-charge. Such movements

shall be made at restricted speed unless a higher speed has been specifically

authorized by the employee-in-charge.

e. Authority joint with other Roadway Workers: When the employee in charge

permits other lone workers or roadway work groups to occupy the track under

his track authority, the employee in charge shall read the authority to the

receiving employee. This employee must be EIC qualified and must copy the

track authority on to the proper form and then repeat the preprinted and written

information to the employee in charge. If correct, the employee in charge will

state “OK”, the time and his initials. If the track authority was issued

“following a train”, the EIC of the work group working joint with the original

EIC must confirm the passage of the train via the procedure outlined in

paragraph 814 c if occupying the track between the original EIC and the train.

f. Changing Track Authorities (GCOR rule 9.15, 10.3.2 and 14.11): Employees

must not add to or alter the track authorities in any manner. When limits or

instructions of a track authority must be changed, a new authority must be

issued showing “Track Warrant No. _____ is void” and the number of the

authority being changed. Time limits may be changed without re-issuing a new

authority.

g. Releasing authority: Track authorities must not be released until all employees

authorized to occupy or foul the tracks are in the clear, all equipment is in the

clear and the track is safe for the passage of trains. Once the authority is

released, the track may not be occupied or fouled again until a new authority is

received or a different method of on-track safety is established. If a speed

restriction is to be issued to protect a segment of track within the authority, the

restriction must be issued first and then the authority released.

11

816. The Employee-In-Charge of the working limits must maintain possession of the track

authority while the authority remains in effect. Once the track has been cleared and the

track authority released, the word VOID will be written diagonally across the track

authority and the document retained until the end of the shift.

817. The Train Dispatcher or control operator must make a written or electronic record of all

authorities issued to establish exclusive track authority.

818. Form B Authority (or conditional stop) Procedures:

a. Form B requests must be submitted to the control station no later than 1800

hours (or other time as specified in railroad specific instructions) the day

prior to the effective day. Form B’s will not contain overlapping limits with

other Form B’s. Limits shall be no longer than 10 miles and a minimum of 4

miles apart, unless approved by the Regional V.P. - Engineering. Form B

authorities may be used on all controlled tracks including main track in

yard limits.

b. If Form B limits in CTC territory contain dual controlled switches, a job briefing

must be held with the Train Dispatcher to determine if switches need to be

blocked.

c. The Employee-in-charge of the Form B must contact the Train Dispatcher prior

to occupying the Form B limits. A job briefing will be conducted with the Train

Dispatcher which will include an update of any train or on-track equipment

movements within the limits as well as documenting the time of occupancy of

the Form B.

d. Yellow-Red and Red flags must be displayed as required in the operating rules,

prior to the Form B being occupied by Roadway Workers (GCOR rules 5.4.3,

5.4.6 and 5.4.7). The flags may be displayed from one hour before the track

bulletin Form B takes effect until one hour after it expires. During that time.

Trains may accept instructions from the employee in charge as outlined in the

operating rules (GCOR rule 15.2). In yard limits the Yellow-Red signs are not

required, however, Red flags must be placed at all possible entrance points

to the Form B limits.

e. The display of the yellow-red and red flags as described does not extend the

authorized working time beyond the times listed on the track bulletin Form B

(GCOR rule 5.4.3). If the track is not safe for the passage of trains and /or all

roadway workers and roadway machines are not in the clear then exclusive track

occupancy must be established by another means prior to the expiration of the

Form B track bulletin. The employee-in-charge shall notify the train dispatcher

at the expiration time of the authority that the track has been cleared for the day;

is safe for the passage of trains and that the yellow-red and red flags have been

removed.

819. Allowing Trains to Enter Work Limits of a Form B:

Allowing Trains to Enter Work Limits of a Form B will be permitted only after the

employee in charge is certain that the track is clear of all roadway workers and equipment

and that the track is safe for train movement.

The employee in charge will use the following format to establish communications with

the train:

12

Foreman (name and/or gang number) using Track Bulletin No. _____ (specifying the

line number when necessary) between MP _____ and MP ______ (specifying

subdivision when necessary).

Trains within the limits of a track bulletin Form B unless otherwise restricted, must move

at the speed(s) specified by the employee in charge as illustrated below in rules 820 and

821.

Once a train or other equipment has been cleared through the limits the track may not be

occupied until it is known that the train or other equipment has passed the location where

the track is to be occupied.

820. CLEARING TRAINS THROUGH THE WORK LIMITS – (GCOR RULE 15.2 A)

After communications with the train has been established, the employee in charge will

use the following format to grant a train permission to proceed through the Form B

limits:

(Train ID) may pass the red flag (or red light) at MP ______ (without stopping) and

proceed at (one of the following), (specifying track when necessary):

- “Maximum Authorized Speed”

- “Restricted Speed”

- A speed specified by the employee in charge

When necessary to restrict a train’s speed through a portion of the limits the following

will be added to the language above:

Do not exceed ______ MPH between/at MP ______ (or other location).

A crew member must repeat the above instructions, and the employee giving the

instructions must acknowledge them before they can be followed.

821. ALLOWING TRAINS TO PROCEED TO AN INTERMEDIATE MILE POST

LOCATION (GCOR rule 15.2 A) – If needed, the employee in charge may permit

trains to proceed to one intermediate mile post location before clearing the train

completely through the work limits. The Employee in Charge must know that the

segment of track to be used is safe for train movement and that all on-track equipment on

that segment of track is in the clear. The train may then proceed to the designated mile

post location and stop until the employee in charge gives the train permission to proceed

through the limits. Trains permitted to operate through the limits of the employee in

charge will operate in these limits under the direction of the Employee in Charge (EIC).

To require a train to stop at a designated location within the limits, the following

language will be added to that stated in rule 820:

Stop at MP ______ (or other location) until additional instructions are received.

A crew member must repeat the above instructions, and the employee giving the

instructions must acknowledge them before they can be followed.


13

TRAIN COORDINATION (GCOR 6.3.1)

823. Train Coordination provides for lone workers or roadway work groups to use a train’s

authority to establish working limits in controlled track. Train Coordination will only be

used for on-track safety in the following situations:

• When the lone worker or roadway work group is working with a train

providing work train services such as but not limited to unloading ballast or

other material.

• When performing EMERGENCY INSPECTION AND/OR REPAIRS such as

clearing a fallen tree from the tracks.

a) Working limits established by train coordination shall be within the segments of track

or tracks upon which a train holds exclusive authority to move.

b) To establish train coordination protection, the Lone Worker/Employee in Charge

must communicate with the locomotive engineer of the train holding exclusive

authority to move, and shall:

1. Determine that the train is visible to the roadway worker/employee-in-

charge when train coordination protection is established.

2. Determine that the train is stopped.

3. Copy the track authority from the locomotive engineer of the train and repeat

it back. Once an OK time has been received from the engineer of the train,

train coordination will be in effect, and further movements of the train will

be made only as permitted by the roadway worker in charge of the working

limits while the working limits remain in effect, and

4. The Train Crew will not give up the exclusive track authority until the

roadway worker in charge has released the working limits back to the train

crew. When train coordination is no longer required, the roadway worker in

charge must release the authority back to the train crew. The time that the

authority is released back to the crew of the train will be recorded on the

track warrant form and the word VOID will be written diagonally across the

track warrant and the document retained until the end of the shift.

INACCESSIBLE TRACK

824. When necessary to establish working limits on a non-controlled track for work or

movements other than hi-rail equipment conducting routine inspections or movement of

Maintenance of Way (M of W) equipment traveling light, the following provisions will

be met:

a) When establishing working limits on one or more non-controlled tracks:

1. Make prior arrangements with the employee responsible for those tracks.

2. Make certain that the track(s) are not occupied by any equipment that is not

under the direction of the employee-in-charge.

3. Take the steps necessary to make the tracks inaccessible to all trains, engines

and on-track equipment.

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b) Working limits on non-controlled track shall be established by rendering the track

within the working limits physically inaccessible to trains at each possible entry point

by one of the following means:

1. A facing point switch or permanent derail aligned to prevent access to the

working limits and secured with an effective locking device by the roadway

worker in charge of the working limits, or a portable derail and red flag

(board) placed a minimum of 150’ feet, when practical, sight distance from

the nearest man or machine and locked with an effective securing device by

the roadway worker in charge of the working limits.

2. A discontinuity in the rail that precludes passage of trains or engines into the

working limits.

3. Working limits on controlled track that connects directly with the

inaccessible track, established by the roadway worker in charge of the

working limits on the inaccessible track.

4. A remotely controlled switch aligned to prevent access to the working limits

and secured by the control operator of such remotely controlled switch by

application of a blocking device to the control of the switch, when:

a. The control operator has secured the remotely controlled switch by

applying a locking or blocking device to the control of the switch, and

b. The control operator has notified the roadway worker who has

established the working limits that the requested protection has been

provided, and

c. The control operator is not permitted to remove the locking or

blocking device from the control of the switch until receiving

permission to do so from the roadway worker who established the

working limits.

c) Trains and roadway maintenance machines within the working limits established by

means of inaccessible track shall move only under the direction of the roadway

worker in charge of the working limits, and shall move at restricted speed.

d) No operable locomotives or other items of on-track equipment, except those present

or moving under the direction of the roadway worker in charge of the working limits,

shall be located within the working limits established by means of inaccessible track.

825. When switches or derails are aligned to prevent access in non-controlled track (824) they

must be locked with an effective locking device that is vandal resistant, tamper resistant

and fitted to be locked and unlocked only by the group of employees for whom the

protection is being provided. If the switch is not designed to be locked, then the switch

will be lined to prevent access to the track, spiked, and red tagged out of service.

826. Equipment movements in non-controlled track such as but not limited to moving

equipment from a clearing location to the work site may be made without establishing

working limits. Prior arrangements must be made with the designate employee who is

responsible for those tracks over which the equipment movement will be made. Such

moves will be made prepared to stop within one half the range of vision not exceeding 10

mph.


15

TRAIN APPROACH WARNING PROVIDED BY WATCHMEN/LOOKOUTS

828. Roadway workers in a roadway work group who foul any track outside of working limits

while performing routine inspections or minor corrections, shall be given warning of

approaching trains and engines by one or more watchman/lookouts in accordance with

the following instructions:

a) Train approach warning shall be given in sufficient time to enable each roadway

worker to move to and occupy a previously arranged place of safety not less than

fifteen (15) seconds before the arrival of a train, engine or other roadway equipment

moving at the maximum speed authorized on the track at the work site. Sufficient

sight distance in both directions must exist at the location of the watchman/lookout

for train approach warning to be used as the method of on-track safety (refer to the

Sight Distance Chart in Appendix F of this document).

b) Watchman/lookouts assigned to provide train approach warning shall devote their full

attention to detecting the approach of trains and other on-track equipment and

communicating a warning thereof. They shall not be assigned any other duties while

functioning as watchmen/lookouts. If the watchman/lookout is distracted he/she must

immediately provide a signal for roadway workers to clear the track.

c) Watchmen/lookouts shall communicate train approach warning by a visual and

audible signal that shall clearly signify to the roadway work group warning that a

train or other on-track equipment is approaching. This warning can be a whistle, air

horn and a white disk or flag, or white light at night. Watchmen/lookouts assigned to

give warning to only one roadway worker may give warning by verbal signal and

touch as long as the watchman/lookout is able to maintain a close proximity to the

roadway worker being warned.

d) Every roadway worker that depends upon train approach warning for on-track safety

shall maintain a position that will enable him or her to receive a train approach

warning communicated by a watchman/lookout at any time while on-track safety is

provided by train approach warning.

e) Watchmen/lookouts shall communicate train approach warning by a means that does

not require a warned employee to be looking in a particular direction at the time of

the warning, and that can be detected by the warned employee regardless of noise or

distraction of work.

f) When watchmen/lookout workers are used to provide on-track safety, they must be

properly equipped to provide visual and auditory warning to roadway workers.

g) Train approach warning shall not be used to provide on-track safety for a roadway

work group using roadway maintenance machines, equipment, or material that cannot

be readily removed by hand.

ON-TRACK SAFETY PROCEDURES FOR LONE WORKERS

829. ON-TRACK SAFETY PROCEDURES FOR LONE WORKERS

a) A LONE WORKER who fouls the track while performing routine inspections or

minor corrections may use individual train detection to establish on-track safety. The

lone worker shall communicate at the beginning of each duty period with his/her

supervisor or the train dispatcher to receive a job briefing and to advise what

16

procedures the lone worker will use to provide on-track safety. When

communications are disabled, the job briefing will be conducted as soon as possible

after the beginning of the work shift. Lone Workers may use individual train

detection to establish on-track safety only when permitted by these instructions.

b) A Lone Worker retains the right to use Roadway Worker protection safety procedures

other than individual train detection if he deems it necessary, and to work in a place

of safety until a different form of on-track safety can be established.

c) Individual Train Detection may be used to establish on-track safety only:

1. By a Lone Worker who has been trained, qualified and designated to do so.

2. While performing routine inspection and/or minor correction work.

3. On track outside the limits of a manual interlocking, a controlled point, or a

remotely controlled hump yard facility.

4. Where the Lone worker is able to visually detect the approach of a train,

engine, or other railroad equipment moving at the maximum speed

authorized on that track and can move to and occupy a previously

determined place of safety, not less than fifteen (15) seconds before the

train engine or other railroad equipment would arrive at the location of the

Lone worker.

5. Where no power-operated tools or roadway maintenance machines are being

used within the hearing of the Lone Worker, and

6. Where the ability of the Lone Worker to hear and see approaching trains,

engines, or other roadway equipment is not impaired by background noise,

lights, precipitation, fog, passing trains, or any other physical conditions.

d) The place of safety to be occupied by a Lone Worker upon the approach of a train,

engine, or other railroad equipment may not be on a track unless working limits are

established on that track.

e) A Lone Worker using individual train detection for on-track safety while fouling a

track may not occupy a position or engage in any activity that would interfere with that

worker’s ability to maintain a vigilant lookout for, and detect the approach of a train,

engine, or other railroad equipment moving in either direction.

f) A Lone Worker who chooses to use individual train detection to establish on-track

safety shall first complete a written Statement of On-Track Safety (Appendix C). The

on-track safety form will designate the limits of the track for which it is prepared and

the date and time for which it is valid. The statement will show the maximum

authorized speed of trains within the limits for which it is prepared, and the sight

distance that provides the required warning of approaching trains. The Lone Worker

using individual train detection to establish on-track safety shall produce the

statement of on-track safety when requested by a supervisor of the railroad or by a

representative of the Federal Railroad Administration. A new Statement of On-Track

Safety form shall be completed any time the conditions (location, available sight

distance, etc.) change.

Note: Statement of On-Track Safety forms must be retained by Lone Worker until

the end of the tour of duty.


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ROADWAY MAINTENANCE MACHINES & HI-RAIL VEHICLES

831. COMMUNICATION BETWEEN MAINTENANCE MACHINE OPERATORS

AND ROADWAY WORKERS who work in the area of roadway maintenance

machines, and other maintenance machine operators, must communicate with each other

and there must be a clear understanding concerning:

a) Normal operating procedures.

b) Exactly where roadway workers will be working in relation to the roadway

maintenance machine.

c) Operator’s blind spots.

d) Signals to be used to warn of roadway maintenance machine movement(s).

832. SPACING BETWEEN ROADWAY MACHINES TO PREVENT COLLISIONS must be a minimum of fifty (50) feet between maintenance machines standing or

working. If operating less than fifty (50) feet between machines, the operators must

communicate and have a clear understanding before machines are moved. The fifty (50)

foot minimum should be increased when:

a) Working on grades or curves where sight distance is limited.

b) Rail is wet, icy or oily.

c) Any other condition not outlined in this program, that the operator feels would be in

the interest of on-track safety.

d) When required, and the machine operators are assured that there are no roadway

workers between the machines, this fifty (50) foot minimum spacing may be reduced

after a thorough job briefing is conducted and a clear understanding exists by all those

who are involved with the changing conditions.

833. SPACE BETWEEN ROADWAY MAINTENANCE MACHINES AND ROADWAY

WORKERS

a) The space between Roadway Machine(s) and Roadway Worker(s) on the same track

will be a minimum of (50) feet.

b) A 25’ (Twenty Five Feet) “RED ZONE” must be established from the centerline of

Roadway Machines to either side of the machine and (50) fifty feet from either end.

c) Roadway Workers whose duties require entering the RED ZONE may do so provided

that a detailed job briefing is conducted between the Machine Operator and Roadway

Worker(s) involved. The Roadway Worker(s), while within the RED ZONE must

remain in view of the machine operator at all times. If at any time the view is

obstructed, the machine operator will stop operations until view of the worker(s) is re-

established.

834. MAXIMUM WORKING AND TRAVEL SPEEDS FOR ROADWAY

MAINTENANCE MACHINES will be established during the job briefing. The

following factors must be considered:

a) Are Roadway Workers required to be on the track in the area?

b) Operator visibility.

c) Longest braking distance of maintenance machines.

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d) Roadway maintenance machine speed required to do the job.

e) Physical characteristics; i.e., grade, curve, etc.

f) Weather conditions; i.e., fog, rain, snow, ice.

g) While traveling or working, speed of the movement will be determined by each

individual piece of roadway maintenance equipment. On-track equipment, trains or

engines may move in either direction as long as the movements are authorized by the

Employee in Charge. Movements must be made at restricted speed unless a different

speed is authorized by the Employee in Charge. A minimum spacing of two-hundred

(200) feet will be maintained while in the travel mode. Bunching for movements

over road crossings is permitted utilizing the procedure established during a job

briefing. Roadway Workers must be familiar with the equipment that they are

traveling or working with to determine maximum speed and braking ability.

835. On-track equipment must move prepared to stop within one half the range of vision. It

must not exceed the speed authorized for trains on the same track (exceptions to this must

be approved by the Region V.P. – Engineering and then only to allow up to 25 mph

speeds). It must not exceed the maximum speeds indicated in the following table. Note: If

the track has a restriction, the restricted speed takes precedence over the maximum speed

in the following table. Do not exceed the restricted speed. Operating speeds are always

limited to the manufacturer’s specifications. Allowances must be made for weather

conditions (dew, rain, fog, frost, snow, etc.) and other circumstances (leaves, grease, etc.)

that may increase the braking distance or reduce the sight distance of on-track equipment.

Maximum Authorized Speeds

Operating a hi-rail passenger vehicle (10,000 GVWR or

less)

Forward – 40 MPH

Backward – 20 MPH

Operating a hi-rail truck (10,001 GVWR or more) Forward – 30 MPH

Backward – 10 MPH

Operating a tamper, ballast regulator and other self-

propelled on-track equipment not previously designated.

30 MPH

Approaching a work station on the track where you are

occupying, or on an adjacent track.

Be prepared to stop short

until you can see that the

employees are clear.

When a train or locomotive is standing on the adjacent

track. 10 MPH

When a train or locomotive on the adjacent track passes a

hi-rail vehicle or work equipment. Stop.

Running over highway crossing, railroad grade crossing,

switch turnout, derail, or through open side of frog. 5 MPH

Running in any condition or obstruction that prevents the

rail wheels from moving freely. 5 MPH

19

Operating rail detector or geometry cars Manufacturer’s specs.

When approaching men working on right-of-way or

pedestrians

5 MPH

836. If full attention cannot be devoted to controlling the movement of on-track equipment,

the equipment must be stopped. Never read or write while on-track equipment is in

motion. If vehicle is equipped with Digital Track Notebook or some other form of

electronic track inspection or signal inspection records, the vehicle must be stopped

when utilizing these systems in any way.

837. Approaching and passing a Highway grade crossing – Follow these precautions when

approaching and passing a highway grade crossing:

a. Approach the highway grade crossing prepared to stop and stop short of all public

crossings at grade.

b. Before proceeding over the crossing, make sure there is time to do so safely.

c. Do not rely on active warning devices to warn approaching motorists. If a DTMF

system is available to activate the warning devices the on-track equipment may

proceed over the crossing once the devices are fully activated and highway traffic

is stopped. Once the on-track equipment is clear of the crossing, the warning

devices shall be de-activated using the DTMF system.

d. If a vehicle is approaching, stop your equipment and allow the vehicle to pass

over the track. Signal the driver to proceed, if necessary.

e. If your view of the highway traffic is restricted in any way, stop your equipment

clear of the crossing and provide flagging protection.

838. On-track equipment must not follow a moving train any closer than can effectively stop

the on-track equipment and never closer than 600 feet. On-track equipment must not

approach a standing train nearer than 200 feet except when necessary to clear. A job

briefing must be conducted and all involved must have a clear understanding of the

movement to be made.

839. Required Environmental Control and Protection systems for on-track maintenance

machines with enclosed cabs:

a. The following on-track roadway maintenance machines (post 09/27/04 or older

as designated by employer) shall be equipped with enclosed cabs with

operative heating systems, operative air conditioning systems, and operative

positive pressurized ventilation systems:

i. Ballast regulators

ii. Tampers

iii. Mechanical Brooms

iv. Rotary scarifiers

v. Undercutters

vi. Functional equivalents of the above machines

b. The railroad shall maintain a list of on-track roadway maintenance machines

20

identified above. The list shall be kept current and made available to the

Federal Railroad Administration upon request.

c. If the ventilation system on a roadway maintenance machine becomes

incapable of protecting an employee in the cab of the machine from exposure

to air contaminants, personal respiratory protective equipment shall be

provided for the operator(s) until the machine is repaired.

840. Self-propelled on-track equipment must be equipped with an audible warning device such

as a horn or the operator must have a portable horn or other audible warning device in his

possession (All).

841. On-track equipment must have the following (manufactured date requirement):

a. A permanent illumination device or a portable light that is securely placed and

not handheld (All).

b. A brake light activated by the application of the machine’s braking system, and

designed to be visible for a distance of 300 feet under normal weather and

atmospheric conditions (post 09/27/04) or reflective material or a reflective

device, or operable brake lights (post 01/91).

c. An operative 360 degree intermittent warning light or beacon mounted on the

roof of the machine (post 09/27/04).

d. A change-of-direction alarm (post 01/91) and rearview mirror or other rear

viewing device (post 09/27/04).

e. An operative heater, when the machine is operated at an ambient temperature

less than 50 degrees Fahrenheit (post 01/91).

f. A structurally defective or missing operator’s seat shall be replaced or repaired

within 24 hours or by the start of the machine’s next tour of duty, whichever is

later. The machine may be operated for the remainder of the operator’s tour of

duty if the defective or missing seat does not prevent its safe operation (All).

g. A safe and secure position with handholds, handrails, or a secure seat or bench

position for each roadway worker transported on the machine and identified by

stenciling (All).

h. A first aid kit that is readily accessible and an operative and properly charged

fire extinguisher of 5 BC rating or higher which is securely mounted and

readily accessible to the operator from the operator’s work station.

i. The light weight stenciled or otherwise clearly displayed on the machine (post

01/91).

j. On-track roadway maintenance machines that weigh more than 32,500 pounds

light weight shall be equipped with a speed indicator (post 09/27/04).

k. Safety glass when its glass is normally replaced (post 01/91).

l. A turntable restraint device, on machines equipped with a turntable, to prevent

undesired lowering, or a warning light indicating that the turntable is not in the

normal travel position (post 01/91).

m. Work lights, if the machine is operated during the period between one-half

hour after sunset and one-half hour before sunrise or in dark areas such as

tunnels, unless equivalent lighting is provided.

21

n. All new equipment purchased shall comply with CFR 49, Part 214 D.

842. Floors, decks, stairs, and ladders of on-track roadway maintenance machines shall be

of appropriate design and maintained to provide secure access and footing, and shall be

free of oil, grease, or any obstruction which creates a slipping, falling or fire hazard

(All).

843. When used to tow push-cars, trailers or other maintenance-of-way equipment, each on-

track roadway maintenance machine or hi-rail vehicle shall be equipped with a towing

bar or other coupling device that provides safe and secure attachment. Where the

physical arrangement of the equipment allows, military style pintle hitches shall be

used. Push-cars or trailers used to haul heavy loads must be equipped with fail-safe

brakes. An on-track roadway maintenance machine or hi-rail vehicle shall not be used

to tow push-cars or other maintenance-of-way equipment if the towing would cause the

machine or hi-rail vehicle to exceed the capabilities of the braking system.

844. Employees, to whom on-track equipment is assigned, are responsible for the

inspection, use, operation and care of such equipment. Before on-track equipment

(including hi-rails) may be operated (beginning of shift), an inspection must be made to

determine that:

a) The brakes operate and can stop safety.

b) Any lock-up devices must be in place.

c) Sufficient supply of signal equipment.

d) Properly equipped first aid kit and fire extinguisher.

e) All lights, change of direction alarms and 360 degree warning lights are operational.

f) Horn must function. A portable horn may be substituted for a non-compliant or

missing horn for seven (7) days.

g) A structurally defective or missing operator’s seat shall be repaired or replaced

immediately or the machine will be removed from service.

Any non-compliant condition that cannot be repaired immediately shall be tagged and

dated with a G&W defective equipment tag and reported to the employee’s supervisor.

If non-compliant condition cannot be repaired within seven (7) day, the equipment will

be removed from service. Daily inspections will be recorded on the G&W Daily

Equipment Inspection Checklist (Appendix K). Daily Equipment Inspection

Checklists will be retained until the end of the shift.

845. Each piece of On-track equipment must be supplied with the following signaling

equipment. Four (4) red fusees and two (2) red flags. If the equipment is part of a

roadway work group operating under the same track authority, the lead and trailing pieces

of equipment are required to be equipped with the flagging equipment.

846. On-track equipment must never run through switches when lined against their movement.

All switches must be aligned by hand or power if so equipped.

847. When main track or siding switches are to be thrown for inspection or other purposes, on

track equipment must stop short of and in the clear of the turnout. After the work is

complete, the switch must be lined and locked in the normal position and then the turnout

must be operated through by the on track equipment. If there is more than one person

present, after the switch is returned to the normal position and locked, the person

handling the switch must state “main line lined and locked” to the other person who will

22

verify the position of the switch and repeat the statement.

848. All on-track equipment will be operated in accordance with instructions and procedures

from the manufacturer for each machine used. These safe operating instructions and pro-

cedures must be on the equipment. Employees or contractors should never operate

equipment without having been trained in accordance with rule 855.

849. Roadway equipment must not foul adjacent tracks unless working limits are established

on the adjacent tracks.

850. Railroad employees or employees of a contractor operating roadway equipment must

never leave the controls of the equipment unattended. If the employee has a need to leave

the equipment for any reason, the equipment must be turned off, parking brake set (if so

equipped) work heads dropped, wings or plows down, etc. and wheels chocked if

necessary. Exception: during periods of cold weather requiring a “warm-up” period

for the on-track equipment, the operator may leave the controls of the equipment

with the machine running with the following provisions:

a. The parking brake must be set.

b. Wings, plows, work heads, etc. must be lowered into a secure position.

c. Wheels must be chocked to prevent movement if the machine is not

equipped with wings, plows, etc. as stated above.

851. Hi-Rail vehicles must:

a) Have hi-rail gear inspected annually with no more than 14 months between

inspections. Record of the inspection must be kept until the next required inspection is

performed.

b) Be equipped with:

i. A change of direction or backup alarm

ii. An operable 360-degree intermittent warning light or beacon mounted on the

outside of the vehicle.

c) Be inspected at the beginning of each shift by the operator with non-complying

conditions tagged and dated. Non-complying change of direction or backup alarms

and 360 degree intermittent warning lights or beacons shall be repaired or replaced as

soon as practicable within seven days. If not repaired within seven days, the hi-rail

vehicle must be removed from service on the track. Daily inspections will be recorded

on the G&W Daily Hi-Rail Inspection Checklist (Appendix K). Daily Hi-Rail

Inspection Checklists will be retained until the end of the shift.


TRAINING and QUALIFICATION

853. EMPLOYEE IN CHARGE of a work group must have additional training to provide

protection for the on-track safety of groups of roadway workers under his/her

supervision. This training shall include understanding the content and application of the

railroad operating rules pertaining to the establishment of working limits, train approach

23

warning, being familiar with the terrain of the railroad along with a general understanding

of train operation rules. This process is detailed in Appendix G and documented on

the Forms in Appendix H and I. In addition to routine annual refresher training the

employee in charge will also be required to pass an annual written examination. This

examination will consist of no less than twenty (20) questions pertaining to on-track

worker safety. A minimum passing score of 85% will be required.

854. TRAINING FOR ROADWAY WORKERS shall be provided to new employees

required to work in the foul of a track. Roadway Workers must be familiar with railroad

tracks and understand the space around them when and where on-track safety is required.

They must be familiar with other person’s functions and responsibilities with on-track

safety procedures. They must understand signals given by watchmen and know the

procedures to clear the track. After initial training, all roadway workers will be required

to attend an annual refresher class. Each roadway worker will receive training to perform

Lone Worker duties. This training shall include detection of approaching trains, distance

of visibility to provide warning time, working limits, on-track safety procedures used on

the railroad that the employee will be permitted to work alone. A Roadway Worker may

not work as a Lone Worker until qualified as an Employee-in-charge (EIC). Each

Roadway Worker will be trained and qualified to perform Watchmen/Lookout duties.

This training shall include detection of approaching trains, effective warnings to be given

to roadway workers fouling the track, distance of visibility to provide warning time, be

familiar with the railroad procedures to be used for train approach warning. Each

roadway employee will be trained and qualified to perform Flagmen duties. This training

shall include an understanding of and application to railroad operating rules pertaining to

giving a proper stop signal to trains and holding trains clear of working limits.

855. ROADWAY MAINTENANCE MACHINES – Training will include procedures to

prevent a person from being struck by the machine when the machine is in motion or from

being struck by a train or other piece of equipment and to provide understanding of how

to stop the machine short of other machines or obstructions on the track. Machine

Operators must receive annual refresher training to understand all applicable rules and

their responsibility for on-track safety. As part of being qualified to operate any given

piece of roadway equipment, the operator must demonstrate that he/she understands the

Roadway Worker protection rules for that particular type of machine. Operators or

mechanics should understand specific instructions for machines that can foul adjacent

tracks. Maintenance machine operators, roadway workers, watchmen/lookouts and

flagmen should familiarize themselves with machines that normally foul adjacent track(s)

while working and for those machines that do not.

856. RECORDS OF TRAINING will be maintained by the employer of each Roadway

Worker (form MW-026F is available for this purpose and is attached in Appendix J).

Each record shall include the name of the employee, the type of qualification made, and

the most recent date of qualification. Records can either be written or electronic. These

records shall be kept available for inspection and photocopying by the Federal Railroad

Administrator during regular business hours.

857. PERIODIC EFFICIENCY TESTS will be conducted by supervisors of the railroad to

ensure that Roadway Workers are working safely. These tests may be made without

Roadway Workers knowledge. Supervisors must review tests results with Roadway

Workers. The Efficiency Testing Program posted at each railroad will designate the

required frequency of efficiency testing. Where contractors are functioning as Roadway

Workers, they will be subject to the same efficiency testing frequency as railroad

24

employees.

858. ANNUAL REFRESHER TRAINING will be given to each Lone worker, each

Watchman/Lookout, each Employee in Charge, and each Machine Operator by the

railroad that work will be performed. Annual refresher training can be given as a group or

on an individual basis. Workers will need to use this time of annual refresher training to

ask any questions pertaining to workers safety and/or operating rules.

859. TRAINING will be provided to train dispatchers, control operators and other designated

railroad workers in order to perform their duties related to on-track safety.

RADIO RULES FOR ROADWAY WORKERS

The following requirements do not apply to railroads that have fewer than 400,000 annual

employee work hours and do not operate trains in excess of 25 miles per hour. Contact your

manager to ascertain if these rules apply to your railroad.

860. Maintenance of Way equipment operating without locomotive assistance between work

stations shall have a working radio on at least one such unit in each multiple piece of

maintenance of way equipment traveling together under the same movement authority.

The operators of each additional piece of maintenance of way equipment shall have

communications capability with each other.

Each maintenance of way work group shall have intra-group communications capability

upon arrival at the work site.

861. Each employee-in-charge shall be provided with and maintain immediate access to a

working radio. When immediate access to a working radio is not available, the EIC or

lone worker shall be equipped with a radio capable of monitoring transmissions from

train movements in the vicinity.










25

App end ix A

ON-TRACK S AFETY LIFES AVERS

1. Is it necessary for me to foul the track?

2. Who is the Roadway Worker in charge?

3. What type of on-track safety do I have on the track(s) I’m to foul?

4. Is the on-track safety appropriate for the work that I’m performing?

5. What type of on-track safety do I have on adjacent tracks? Is the OTS on the adjacent

track adequate for the task being performed?

6. What is the specific area encompassing work limits? Otherwise, what

area/tracks(s) are protected by train approach warning and when clearing the

tracks, where is the designated place of safety?

7. If I’m a Lone worker using individual train detection, is the on-track statement

completed?

8. Are there any unusual physical characteristics (horizontal or vertical curves,

brush, overpasses, etc.) at the job site that may affect my on-track safety?

9. Where is a copy of the railroad’s on-track safety rules?

10. Do I understand all aspects of my on-track safety training or qualifications to

perform my duties?

11. Do I have the required on-track safety training or qualifications to perform my

duties?

12. What are the roadway maintenance machine procedures that I must know for my

safety if machines are involved in the work?

These lifesaver ideas are a good basic start for your job briefings.

26

App end ix B

GWI – JOB BRIEFING TIPS

(THE FOLLOWING ARE JOB BRIEFING TIPS THAT MAY BE USED BY THE

EMPLOYEE CONDUCTING THE JOB BRIEFING OR THE EMPLOYEE

RECEIVING THE BRIEFING) (NOTE: ADDITIONAL JOB BRIEFINGS ARE

REQUIRED AS TASK AND LOCATIONS CHANGE, UPDATED JOB

BRIEFINGS MUST BE HELD AFTER A MEAL PERIOD)

1) WHO IS THE E.I.C ? IF TWO OR MORE WORK TEAMS, ONE

EMPLOYEE MUST BE DESIGNATED AS THE E.I.C.

2) SCOPE OF WORK TO BE PERFORMED.

3) SAFETY RULE OF THE DAY AND ANY OTHER RULES PERTAINING

TO UNUSUAL TASK.

4) TYPE OF PROTECTION AND WHERE HAS IT BEEN

ESTABLISHED(INCLUDING ADJACENT TRACKS) TO PROTECT

AGAINST MOVEMENTS INTO THE WORK AREA.

5) IF A TRACK WARRANT IS USED IT MUST BE READ TO ALL

PARTICIPANTS.

6) IF IN NON-CONTROLLED TRACK, EXACTLY WHERE ARE THE

LIMITS OF PROTECTION AND HOW IS IT ESTABLISHED?

7) DOES ANYONE HAVE ANY MEDICAL PROBLEMS?

8) WHO IS CPR QUALIFIED? (NOTE: IF NO ONE IS CPR QUALIFIED

SUGGEST TO YOUR SUPERVISOR THAT A WORK TEAM MEMBER BE

QUALIFIED).

9) WHERE IS THE NEAREST MEDICAL FACILITY?

10) WHO HAS A CELL PHONE, IS 911 EMERGENCY ACCESSIBLE AND

WHAT IS THE RAILROAD RADIO OPERATING PROCEDURES? WHAT

IS THE NEAREST STREET ADDRESS TO THE WORK LOCATION?

WHO WILL MEET AND GREET ANY FIRST RESPONDERS?

11) LOCATIONS OF ALL FIRST AID KITS AND FIRE EXTINGUISHERS.

12) ARE THERE ANY SLIPPING/TRIPPING HAZARDS AT OR TO/FROM

WORK SITE?

13) IF INCLEMENT WEATHER, DISCUSS DANGERS.

14) IMPORTANT! ALL WORK TEAM MEMBERS MUST BE PREPARED TO

GIVE A JOB BREIFING TO ANYONE ENTERING THE WORK AREA

INCLUDING TYPE OF PROTECTION AND WHERE IT HAS BEEN

ESTABLISHED.

15) AS JOB TASK OR LOCATION CHANGES, JOB BRIEFINGS MUST BE

REVISED.

16) ANY ADDITIONAL SAFETY INFORMATION AND DISCUSSIONS MAY

BE INCLUDED.

27

Appendix C

28

Appendix D

GOOD FAITH CHALLENGE FORM

(THIS FORM IS TO BE COMPLETED BY THE EMPLOYEE MAKING THE CHALLENGE)

(PRINT ALL INFORMATION)

RAILROAD NAME - ____________________

DATE OF OCCURRENCE___/____/______

TIME OF OCCURRENCE ________AM or PM

LOCATION_______________________________

MILE POST (If applicable) - ___________________

EMPLOYEE NAME - _______________________________ POSITION -

_____________________

SUPERVISOR NAME - ______________________________ POSITION -

_____________________

EMPLOYEE EXPLANATION OF UNSAFE TASK INSTRUCTED TO PERFORM -

______________________________________________________________________________

______________________________________________________________________________

__________________

SAFETY RULE THAT WOULD BE VIOLATED -

__________________________________________

EMPLOYEE SIGNATURE - _____________________________________

DATE_____/_____/______

29

THIS PORTION TO BE COMPLETED BY THE SUPERVISOR

SUPERVISORS RESOLUTION -

______________________________________________________________________________

____________________________________________________________________

RESOLUTION CONCURRED BY EMPLOYEE AND SUPERVISOR ?

YES - _____ or NO - ______

SUPERVISOR SIGNATURE - _____________________________________ DATE

_____/_____/____

INSTRUCTIONS:

• THE EMPLOYEE MAKING THE CHALLENGE MUST COMPLETE THE TOP

PORTION OF THIS FORM AND THE SUPERVISOR MUST COMPLETE THE

BOTTOM PORTION.

• IF THE CHALLENGE WAS RESOLVED BETWEEN THE SUPERVISOR AND

EMPLOYEE MAKING THE CHALLENGE, FORWARD THIS FORM TO THE

MOFW SUPERVISOR.

• IF THE CHALLENGE WAS NOT RESOLVED, FORWARD THIS FORM TO

THE NEXT LEVEL SUPERVISOR.

NOTE: RESOLVE MAY BE SATISFIED DURING CHALLENGE VIA

CONVERSATION WITH NEXT LEVEL SUPERVISOR.

30

Appendix E

DEFINITIONS

ADJACENT TRACKS: Two (2) or more tracks with track centers spaced less than twenty-

five (25) feet apart.

ADJACENT CONTROLLED TRACK: A controlled whose track center is spaced 25 feet

or less from the track center of the occupied track. Note: if an occupied track has an adjacent

controlled track on one side and a non-controlled track whose track center is spaced 25 feet

or less from the track center of the occupied track on the other side, the affected roadway

workers must treat the non-controlled track as an adjacent controlled track for the purposes of

these rules.

COMPETENT PERSON: One who is capable of identifying existing and predictable hazards

in the workplace and who is authorized to take prompt corrective measures to eliminate them.

CONTROL OPERATOR: The railroad employee in charge of a remotely controlled switch or

derail, an interlocking, or a controlled point, or segment of controlled track.

CONTROLLED TRACK: The track upon which the railroad’s operating rules require that all

movements of trains must be authorized by a Train Dispatcher or Control Operator.

DERAIL: A track safety device that guides equipment off the rails at a selected spot to

prevent collisions.

EFFECTIVE SECURING DEVICE: When used on a manually operated switch or derail

means one which is vandal resistant, tamper resistant and designed to be applied, secured,

uniquely tagged and removed only by the class, craft or group of employees for whom the

protection is being provided.

EMPLOYEE: An individual who is engaged or compensated by a railroad or by a

contractor to perform any of the duties defined in this manual.

EMPLOYEE IN CHARGE (EIC): The employee who is responsible for On-Track Safety

Protection. By definition, a Lone Worker is an employee in charge.

EMPLOYER: A railroad or a contractor to a railroad that directly engages or compensates

individuals to perform any of the duties as defined in this manual.

EQUIPMENT: Any item that can be mounted and/or moved on the rail or any machinery that

otherwise would move on rubber tire or tractor treads that might work in the foul of the track.

EXCLUSIVE TRACK OCCUPANCY: A method of establishing working limits on

controlled track in which movement authority of trains and other equipment is withheld by the

Train Dispatcher or Control Operator.

FLAGMAN: When used in relation to Roadway Worker Safety means an employee designated

31

by the railroad to direct or restrict the movement of trains past a point on a track to provide on-

track safety for roadway workers while engaged solely in performing that function.

FOULING A TRACK: The placement of an individual or an item of equipment in such

proximity to a track that the individual or equipment could be struck by a moving train or on-

track equipment, or in any case is within FOUR (4) FEET of the field side of the near running

rail.

HI-RAIL VEHICLE: A roadway maintenance machine that is manufactured to meet Federal

Motor Vehicle Safety Standards and is equipped with retractable flanged wheels so that the

vehicle may travel over the highway or on railroad tracks.

INACCESSIBLE TRACK: A method of establishing working limits on non-controlled track

by physically preventing entry and movement of trains and equipment as described in M of W

Rule 824.

INDIVIDUAL TRAIN DETECTION: A procedure by which a lone worker acquired on-track

safety by seeing approaching trains and leaving the track before they arrive. This type of

protection can only be used under circumstances strictly defined in this program.

LONE WORKER: An individual Roadway Worker who is not being afforded on-track safety

by another Roadway Worker, who is not a member of a roadway work group, and who is not

engaged in a common task with another Roadway Worker.

NON-CONTROLLED TRACK: Track upon which trains are permitted by railroad rule or

special instruction to move without receiving authorization from a Train Dispatcher or Control

Operator.

ON-TRACK SAFETY PROTECTION: A state of freedom from danger of being struck by a

moving railroad train or other railroad equipment, provided by operating or safety rules that

govern track occupancy by personnel, trains and on track equipment.

QUALIFIED: A status attained by an employee who has successfully completed any

required training for has demonstrated proficiency in, and has been authorized by the

employer to perform the duties of a particular position or function.

RESTRICTED SPEED: A speed that will permit a train or other equipment to stop within one-

half the range of vision short of a train, engine, railroad car, man or equipment fouling a

track, stop signal or a derail or switch lined improperly. When a train or engine is

required to move at restricted speed, the crew must keep a lookout for a broken rail and

not exceed 20 mph.

ROADWAY MAINTENANCE MACHINE: A device powered by any means of energy other

than hand power which is being used on or near railroad track for maintenance, repair,

construction or inspection of track, bridges, roadway, signal, communications, or electric

traction systems. Roadway maintenance machines may have road or rail wheels or may be

stationary.

ROADWAY WORK GROUP: Two or more Roadway Workers organized to work together on

32

a common task.

ROADWAY WORKER: Any employee of a railroad, or of a contractor for a railroad, whose

duties include inspection, construction, maintenance or repair of railroad track, bridges, roadway,

signal and communication systems, electric traction systems, roadway facilities or roadway

maintenance machinery on or near track or with the potential of fouling a track and flagmen and

Watchmen/Lookouts as defined in this manual.

TRAIN: One or more engines coupled, with or without cars, displaying a marker.

TRAIN APPROACH WARNING: A method of establishing on-track safety by warning

Roadway Workers of the approach of trains in ample time for them to move to or remain in a

place of safety.

TRAIN COORDINATION: A method of establishing working limits on track upon which a

train holds exclusive authority to move whereby the crew of that train yields that authority to a

Roadway Worker.

TRAIN DISPATCHER: The railroad employee assigned to control and issue orders governing

the movement of trains on a specific segment of railroad track in accordance with the operating

rules of the railroad that apply to that segment of track.

WATCHMAN/LOOKOUT: An employee who has been annually trained and qualified to

provide warning to Roadway Workers of approaching trains or on-track equipment.

Watchman/Lookouts shall be properly equipped to provide visual and auditory warning such as

whistle, air horn, white disk, red flag, lantern, railroad flare. A Watchman/Lookout’s sole duty is

to look out for approaching trains/on-track equipment and provide at least fifteen (15) seconds

advanced warning to employees before arrival of trains/on-track equipment.

WORKING LIMITS: A segment of track with definite boundaries established in accordance

with this rule upon which trains and engines may move only as authorized by the Roadway

Worker having control over that defined segment of track. Working limits may be established

through “exclusive track” occupancy, “inaccessible track” or “train coordination.”

YARD LIMITS: A portion of the main track designated by yard limit signs and timetable

special instructions or a track bulletin.

(Intentionally left blank)

33

Appendix F

SIGHT DISTANCE REQUIREMENTS

For use when utilizing Individual Train Detection or Train Approach Warning

THE FOLLOWING MINIMUM SIGHT DISTANCE IS REQUIRED:

Required Sight Distance (feet) for Various Clearing Times

Authorized

Track

Speed

Distance

Train Travels

in 15 Seconds

10 Seconds

Clearing

Time

15 Seconds

Clearing

Time

20 Seconds

Clearing

Time

10 220 367 440 513

20 440 733 880 1027

25 550 917 1100 1283

30 660 1100 1320 1540

35 770 1283 1540 1797

40 880 1467 1760 2053

45 990 1650 1980 2310

50 1100 1833 2200 2567

55 1210 2017 2420 2823

60 1320 2200 2640 3080

65 1430 2383 2860 3337

70 1540 2567 3080 3593

75 1650 2750 3300 3850

80 1760 2933 3520 4107

NOTE: Shaded column shown for reference only. Use the 10 second, 15 second or 20

second columns to determined required sight distance for Individual Train Detection

or Train Approach Warning.

34

Appendix G

ENGINEERING DEPARTMENT

Qualification of Engineering Employees – procedures for qualification on rules and physical characteristics

1) General

The employee must: a) Have a valid driver’s license appropriate for the vehicle being operated.

b) Attend an operating rules class and successfully complete all requirements

c) Attend a Roadway Worker Protection class and successfully complete all

requirements

d) Make a trip over the entire territory being qualified on with an employee on at least

two separate days in accordance with paragraph 2 below.

2) Making Qualification Trips for Rules

During the qualification trips, the employee must: a) Copy the movement authority as it is given to and copied by the qualified person (for

practice purposes only) and repeat it to the qualified person during the trips.

b) Observe the job briefing between the train dispatcher and the employee-in-charge.

c) Conduct job briefings throughout the trip.

d) Demonstrate his ability to operate the OTE throughout the trip.

e) Observe and receive instructions on the physical characteristics of the territory.

f) Demonstrate knowledge and ability on procedures for:

1. Basic safe operation of hi-rail equipment and OTE.

2. Request a Form B authority from the dispatcher.

3. Obtaining the authority using a daily operating bulletin.

4. Conducting a job briefing with the train dispatcher.

5. Placing signs.

6. Conducting a job briefing with the work team.

7. Complying with all GCOR and RWP rules.

8. Managing others using Form B protection.

9. Clearing trains and OTE through the work limits.

3) Making Qualification Trips for Physical Characteristics

During the qualification trips, the employee must demonstrate proficiency and knowledge of timetable and special instructions and physical characteristics, for the territory qualifying over. If qualifying the entire property, the qualifying trip must include the entire property. If qualifying on part of the property, the employee must demonstrate clear knowledge of the area being qualified.

4) Responsibilities of Examining Employee

a) Before the Qualification Trip

Before the qualification trips, the examining employee will:

35

1) Secure an Initial Operating Rules Qualification Form and Physical Qualifications

Form.

2) Make certain the employee demonstrates his ability to request an authority for Form

B protection from the dispatcher.

3) Make certain the employee properly copies and requests an authority.

4) Verbally test the qualifying employee on his knowledge of the:

a. Timetable.

b. Method of operation on the territory.

c. Application of operating rules.

d. Application of RWP Rules.

5) During the Qualification Trip

a) During the trip the examining employee will:

1) Permit the employee to operate the OTE. 2) Record the employee’s performance against each of the criteria contained on the

Initial Operating Rules Qualification Form.

3) The employee must demonstrate the ability to: a. Properly apply the operating and RWP rules.

b. Ability to communicate effectively with the train dispatcher.

c. Apply his understanding of Form B rules and procedures for obtaining Form

B.

d. Conduct a job briefing to the team regarding the method of on-track safety.

e. Describe sign placement requirements.

b) The manager will then accompany the employee on a trip over the territory and complete the

Initial Operating Rules Qualification Form.

Under the supervision of the manager, the employee will “obtain” the movement authority,

operate the OTE and identify the specific method(s) of operation used and the specific

physical characteristics of the desired territory as the trip is completed.

Once satisfied, the manager will enter the data onto the Initial Operating Rules Qualification

Form.

6) Physical Characteristics Qualification Procedures

An engineering department rules and territory qualified manager must verbally test the employee on the Daily Operating Bulletin, Special Instructions, and physical characteristics for the desired territory. Once the employee has successfully proven that he knows the territory and is proficient in the application of the appropriate Operating (GCOR or other) and RWP rules, the manager will complete the Physical Qualifications Form and will place on file with the employee’s supervisor and provide a copy to the employee.

36

Appendix H

37

Appendix I

38

Appendix J

39

Appendix K

40

Appendix K