ADIRONDACK SCENIC RAILROAD

TIMETABLE # 5                                           BULLETIN ORDER # 5-19

EFFECTIVE 0001 HOUR                             July 15, 2008

 (General Orders in effect as of July 14,2008:G.O. #5-02; G.O. #5-03; G.O. #5-05.)

       (A)  ADIX Bulletin Order # 5-18 is cancelled.

       ADIX Bulletin Order # 5-19 and Summary Bulletin Order SBO5-JU08  are in  effect.

(B)1.Train Dispatching for the Adirondack Scenic Railroad train movements between

           MP U 0.00 (Utica) and MP U 22.7 (Snow); between MP H 29.14 (Snow) and

           MP H 57.48 (Fulton); between MP H  58.7 (Camp) and MP H 64.12 (Carter): and

           between MP LP 9.54 (Moody) and MP LP 0.65 (Lyons) will be handled by GVT

           dispatcher Scranton, PA on duty Monday through Friday (0700-1900 hours) and on

           Saturdays, Sundays, and Holidays (0800-2000 hours) at (570) 347-5332 or (570)983-0382.

        2.ADIX Track between MP H 64.12 (Carter) and MP H 131.49 (Lake Clear) and

           between MP LP 16.00 (Lake Clear) and MP LP  10.40 (Colby) is Out-of-Service in

           charge of Maintenance-of-Way Supervisor Dave VanPelt. No movement may be made

           on the Out-of-=Service track without permission  of Supervisor Dave Van Pelt at

           (315) 369-8211.

 (C)  Crossing protection at MP H 69.15 (Big Moose Road) is Out-of-Service.

 (D)  Main Track Switch Designation Position

        Switch Name             Position          Designation

        Horton Rd. Sdg.        Normal           Lined and Locked for Main Track Movement

        Otter Lake South      Normal           Lined and Locked for Main Track Movement

        Otter Lake North      Normal           Lined and Locked for Main Track Movement

        Big Moose South       Normal           Lined and Locked for Main Track Movement

        Big Moose North       Normal           Lined and Locked for Main Track Movement

        Beaver R.  South       Normal           Lined and Locked for Main Track Movement

        Beaver R.  North       Normal           Lined and Locked for Main Track Movement

        Sabattis                      Normal            Lined and Locked for Main Track Movement

        Tupper Lk. South     Normal            Lined and Locked for Main Track Movement

        Tupper Sta. South    Normal            Lined and Locked for Main Track Movement

        Wye South                 Normal            Lined and Locked for Main Track Movement

        Wye North                 Normal            Lined and Locked for Main Track Movement

        Tupper Sta. North      Normal           Lined and Locked for Main Track Movement

(E)   Change ADIX TT#5 pg.10, #2.1 Maximum Speeds to:

                                                                             Pass.        Frt.

1. MP H 29.14 (Snow) to MP  H 36.00:         30 mph     25 mph

2. MP H 36.00 to MP H 57.48 (Fulton)         40 mph      25 mph

(F)    Change ADIX TT#5 pg.10. #2.2  Permanent Speed Restrictions

          Delete Mile Post 52.82 Nelson Lake Bridge – Passenger  30 

(G)    Add to 2.2  Permanent speed restrictions : MP H 54.20 (Whitewater)  30 mph.

                                                                   B.O.# 5-19   Pg. 1 of 2

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                                                                 B.O. # 5-19   Pg. 2.OF 2

(H)    Special Instructions pg.16  of ADIX Timetable #5, Add:

1.       Use of prescription drugs which are beyond their expiration date is prohibited.

2.       Use of prescription drugs in more than prescribed dosage is prohibited.

3.       Use of prescription drugs by persons other than the person to whom the

prescription is addressed is prohibited.

 (I)        RULE 405 – REPORTING TO DISPATCHER OR OPERATOR

         Rule 405 (Paraphrased) The crew of a train must ensure that the Dispatcher or Operator  is PROMPTLY NOTIFIED when ENTERING DCS territory and CLEARING  the limits of  their specified direction line 2 authority.

 

 

T.L.CARVER

General  Manager

 

B.O # 5-19   Pg. 2 of 2

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ADIRONDACK SCENIC RAILROAD

   

Summary Bulletin Order 5-JU08

Effective 00:01 Hours, Tuesday July 9, 2008

 

(ADIX Timetable No. 5 and General Orders # 5-02; # 5-03 and # 5-05 are currently in effect. )

 

(A)  Use the main track at Thendara for loading and unloading passengers.

(B)   Recommended travel time for local Thendara passenger train to Otter Lake and return is

1 hour and twenty minutes at an average speed of 20 to 25 mph. If it is necessary  to “make up” time,

normal speed restrictions apply.

(C)Speed limit between MP H 57.48 (Fulton) and MP H 58.70 (Camp) on Main Track is Restricted Speed; except between MP H 57.93 (Birch St.) and MP H 58.00 Restricted Speed not to exceed 5 mph.

(D)   The reporting mark for the Adirondack Scenic Railroad assigned by the Association of American Railroads is ADIX. ADIX should be used for the Adirondack Scenic Railroad on all

Form D’s.

(E)    Changes to ADIX TT #5:

       1. pg. 4 – DEFINITIONS AND ABBREVIATION: Change first sentence to read: Movement at

           Restricted Speed on the Adirondack Scenic Railroad must not exceed ten (10) mph.

       2. pg. 8 - Station sign FULTON is located at MP H 57.48.

       3. pg. 11, 15 - #4.1 Change to All operations governed by NORAC Rule 606.

       4. pg. 16 – Special Instructions:

          a. #B-1 Change to: All operations governed by NORAC Operating Rules, Ninth Edition,

              April 6, 2008.

          b. #E-1 Change to: Cellular phone use will be governed by NORAC Rule E – Prohibited

              Behavior.

          c. pg.  18 : Delete 19-2.

          d. pg.19, 20 - #104-1 : Replace section titled “Hand Operated Switches” – FRA Emergency

              Order # 24 with:

              EMPLOYEE RESPONSIBILITIES AT HAND-OPERATED SWITCHES

              Employees operating or verifying the position  of hand-operated switches shall:

(1)     Conduct a job briefing before work is begun, each time a work plan  is changed, and at

the completion of work

(2)     Be qualified on the operating rules relating  to the operation of the switch;

(3)     Before operating, visually determine that no equipment is fouling the switch;

(4)     Visually determine that the target, if equipped, corresponds to the switch’s

        position ;

(5)     Before making a movement over the switch, ensure that the switch points are secured

from unintentional movement;

(6)     Ensure that the switch is not operated while equipment is fouling, standing or moving

over the switch.

(7)     After operating a switch, ensure when not in  use it is locked, hooked or latched, if so

equipped.

              The normal position of hand-operated main track switches in non-signalled DCS territory

               will be lined for the main track unless otherwise designated in the Timetable. Switches

               shall be lined and locked in that position when not in use  except  when the Dispatcher

               directs otherwise, or when left in  charge of a crewman of another train.

 

 

 

SBO 5-JU08   pg.  1 of  5

 

 

 

 

 

 

 

 

 

 

 

 

SBO5-JU08  pg. 2 of  5

 

               Job Briefings

               -Train crew members operating hand-operated main track switches in non-signaled DCS

               territory shall communicate by radio to the engineer, while physically at the switch, stating 

               the name and position of the switch when the switch is at first reversed, and when finally

               restored.  The engineer must acknowledge that information by radio before movement may

               occur.

               -Before a train or train crew leaves the location where a hand-operated main track switch

               was operated, all crew members shall have verbal communication to confirm the position of

               the switch.

               -Roadway Workers using Exclusive Track Occupancy, Foul Time   or Train Coordination

               who use hand-operated main track switches shall report the position of any such switch to

               the Employee-in-Charge upon the expiration of authority limits.

         

e.        Add: #104-2  LEAVING ROLLING OR ON-TRACK M-O-W EQUIPMENT IN THE

CLEAR

       Rolling and on-track M-O-W equipment shall not be left fouling a connecting track unless:

(1)     The equipment is standing on a main track and the siding track switch the equipment is fouling is lined for the main track holding the equipment;

(2)     The equipment is standing on a siding and a main track switch the equipment is fouling

is lined for the siding holding the equipment;

(3)     The equipment is standing on a yard  switching lead track, and the yard track switch

the equipment is fouling is lined for the yard switching lead track holding the equipment;

(4)     The equipment is on an industry track beyond the clearance point of the switch

leading to the industry.

      

f.         Add: #104-3 EMPLOYEE RESPONSIBILITIES FOR FIXED DERAILS

Employees operating or verifying the position of fixed derails that protect the fouling point

of  a main track, controlled siding or running track shall:

(1)     Conduct a job briefing before work is begun, each time a work plan  is changed and at

the completion of work;

(2)     Be qualified on the operating rules relating to the operation of the derail;

(3)     Visually determine that the target, if equipped, corresponds with the derail’s position;

(4)     Determine that the derail is secured by latching the throw lever, if equipped, placing the lock or hook in the hasp, if equipped, and testing such latches , locks or hooks;

(5)     Ensure that when not in  use, derails are locked, hooked or latched in normal position,

if so equipped.

 

                  Job Briefings

                  -Track crew members operating fixed derails that protect the fouling point of a main

                  track, controlled siding or running track shall conduct a job briefing by radio to the

                  engineer, while physically at the derail, stating the name and position of the derail when

                  first removed from  the derailing position, and when fully restored. Before movement may

                  occur, the engineer must acknowledge that information by radio.

                  -Before a train or train crew leaves the location where the derail was operated, all crew

                  members shall have verbal communication to confirm the position of the derail.

                   -Roadway Workers using Exclusive Track Occupancy, Foul Time or Train Coordination

                  who use fixed derails that protect the fouling point of a main track, controlled siding or

                  running track  shall report the position of any such derails to the Employee-in-Charge 

                  upon expiration of authority limits.

 

SBO5-JU08   pg.2 of  5

 

 

 

 

 

 

 

 

 

 

SBO5-JU08   pg. 3 of  5

 

g.       Add: 116-1  OPERATING FROM OTHER THAN THE LEADING END

Except for free-rolling equipment during switching activities, the following procedures will

       apply when rolling equipment is to  be shoved or pushed:

(1)      The locomotive engineer will receive a job briefing from the employee directing the

movement which will include the means of communication to be used and how point

protection will be provided;

(2)      The employee directing the movement will perform no tasks unrelated to oversight of

the movement.

(3)      The employee directing the movement will provide point protection by visually

determining the track is clear and give signals or instructions necessary to control the

movement.

                         Exceptions:

                         Compliance with 1, 2 and 3 above will not be required:

                        a.During the push-mode operations when operated from the leading end;

b.During shoving or pushing with manned helper locomotives when the train

                         is operated from the leading end;

c.During roadway maintenance activity under direct control of a roadway worker  

In accordance with rules specific to roadway workers;

d.When the leading end is on a main track and the following applies:

                            -The Dispatcher authorizes the movement, verifying that no other movements or       

                              out-of-service authorities are in effect within the limits of the shove;

                            -Movement is limited to the train’s authority;

                            -Movement is not made within or into yard limits, restricted limits or

                              work authority limits;

                             -Movement does not enter or foul a highway or pedestrian grade crossing unless     

                               gates are lowered, a qualified employee is at the crossing with ability to

                               communicate with trains, or, at crossings protected with flashers or passive

                               warning devices, when it is clearly seen that no traffic is approaching or stopped

                               and movement speed does not exceed 15 mph.     

                               When switching or making up trains in yards and visual determination that           

                                a track is clear cannot be made, shove movements must be preceded by a

                                crew member.

    

h.       #405-1 REPORTING TO DISPATCHER OR OPERATOR  POSITION OF MAIN

TRACK SWITCHES

When releasing authority limits at a hand-operated main track switch in non-signalled

territory and before departing the switch’s location, employees will conduct a job briefing, then:

(1)     Report to the operator that the hand-operated main line switch (by name) has been

restored and locked normal, unless directed by the Dispatcher to leave the switch lined and locked reverse, and protection  is provided;

(2)     The Dispatcher will repeat the report of the switch position  and confirm with the employee it is correct;

(3)     The employee releasing the limits will then confirm to the Dispatcher information is

correct.

                  The Train Dispatcher must not clear a main track until notified by the reporting employee

                   of switch position and securement.  The Train Dispatcher must not consider the track   

                   clear until this information is obtained from the reporting employee.

 

 

SB05-JU08   pg. 3 of  5

   

 

 

 

 

 

 

 

 

 

 

SB05-JU08   pg. 4 of  5

 

i.         Pg. 22: Special Instructions

                    Note 1: Change last sentence to read : NORAC Flagging Rules # 12 and # 138 are

                    in effect.

 

j.      Pg.25: ADD: NORAC Rule #808   Clearing a Track Specified on Form D Line 2:

                     Track Cars on the Adirondack Scenic Railroad with Form D authority to travel in

                     both directions must cancel the Form D when they are done.

 

-          POLICY ON THE RIGHT TO CHALLENGE

        The Adirondack Scenic Railroad has implemented written procedures which guarantee each

         employee the right to challenge in  good faith any directive which would cause the employee

         to violate FRA regulation 49 CFR 218 subpart F regarding movements controlled from

         other than the leading end, leaving equipment foul of adjacent tracks, and handling switches

         and fixed derails, or to take actions that would violate any operating rules required to

         implement them.

        The good faith challenge procedure is not intended to abridge any rights or remedies

         available to the employee under any federal law including, but not limited to, 29 U.S.C. 651

         et.seq., 6 U.S.C. 1142 or 49 U.S.C. 20109. These statuatory provisions provide employees with

         rights and remedies in cases of retaliation for refusing to violate or assist in the violation of

         any Federal law, rule or regulation related to railroad safety.

 

         Definition

         A Good Faith Challenge is a mechanism for an employee to appeal a supervisor’s directive

         when an employee believes he or she would violate one or more operating rules or special

         instructions required by 49 CFR Part 218 subpart F if he or she obeys a particular directive.

 

         Employee Responsibility

         All employees have a responsibility to inform the railroad whenever a good faith

         determination can be made that they have been directed to take any action that would

         violate these regulations, or any operating rules used in their implementation. Employees are

         prohibited from making challenges in bad faith, that is, initiating a challenge for the apparent

         purpose of a work stoppage or avoiding an undesirable assignment.

 

         Procedures

         When informing the issuing supervisor of the belief that the directive would result in a

          violation, the employee must clearly explain how the directive will cause a violation. When a

          challenge is made in  this manner:

          1.The railroad shall not require the challenging employee to comply with the directive

              until the challenge is resolved. The challenging employee may, however, be required to 

              perform tasks unrelated to the challenge;

          2.The supervisor may direct an employee, other than the challenging employee, to

              perform the challenged task prior to it being resolved as long as this other employee is

              informed of the challenge and does not make a good faith determination that the task

              would violate applicable rules.

 

 

 

 

 

 

 

SBO5-JU08   pg. 4 of  5

 

 

 

 

 

 

 

 

 

SBO5-JU08   pg. 5 of  5

 

   3. The challenge may be resolved:

        - when the person issuing the directive realizes it would result in a violation and agrees

           to an acceptable alternative;

                  - when the employee realizes the directive was in compliance and agrees to comply;

                  - when both parties agree to an acceptable compromise solution; or

                  - an order is issued to follow the directive.

 

4.       In the event the challenge cannot be resolved, either due to a determination by the

person issuing the directive that the challenge is not in good faith, or no reasonable

alternative to the direct order can be made:

                    -the officer making the railroad’s final decision, if concluding that the challenged

                    -directive would not cause the employee to violate any FRA regulations referenced

                      in this policy, and directs the employee to perform the challenged directive, shall

                      inform the employee that Federal law protects the employee from retaliation, if he

                      or she refuses to do the work and the challenge is a lawful, good faith challenge.

                      The challenging employee must also be advised that this protection only applies if

                      his or her refusal to comply is determined to be a lawful, good faith act, and the

                      employee will be subject to discipline should the challenge be determined not to be

                      in good faith. 

      -the employee will be afforded an opportunity to document any protest to the

                    railroad’s final decision before the tour of duty is complete using the ADIX Good

                    Faith Challenge Form GFC-1 and will be offered a completed copy on request.

                     -the railroad will provide the employee, upon written request, a further review by

                    the ADIX General Manager within 30 days beyond the month during which the

                    challenge occurred. The railroad will verify in writing the application of the

                    regulation, law, procedure  or rule in  question. 

 

  

T.L. CARVER

General Manager

                                                                                                                     SBO5-JU08   pg. 5 of  5