6 dot 6 Question

Trains Magazine General Discussion
1

A six dot six tend to be a common operation on the BNSF’s Seattle Sub near different grain facilities in Kalama, Washington.

From what I observe the Engineer get permission from the dispatcher to pull a train off the siding on to the mainline until the rear of the train clears the switch. From there the conductor re-aligns the switch and locks the pad lock on the switch.

Once the switch is re-aligned and secured, the train usually goes back to the signal and waits on the mainline, for a green signal to proceed on the mainline.

Now I have talked to various conductors about whether the engineer can pick them up or do they have to walk? I have heard that different railroads have different policies regarding picking up crew members. Certain railroads allow the engineers to backup on a mainline and pick up the conductors. Other railroads make the conductors walk the length of the train which in some cases 1 mile to 1.5 miles in order to board the locomotives.

Is the six dot six term a general teerm used in all class one railroads in the US?

Have you folks heard similar things about crew members having to walk long distances to board the lead locomotive?

I would say that would make for a long day building a 75-125 car train, then walking the length of a train to check the air pressure. Than walking up past the front of the train to line the switch for a six dot six, then letting the train pull a head to clear the switch. Then securing the switch and having to walk another mile to mile and a half to get on the locomotive.

2

That is why it is called work.

4

Heard of a conductor who got dinged by an FRA inspector because there was only one set of footprints in the snow around the train - he hadn’t walked both sides for both the set and the release.

Makes me glad I’ve only got three or four cars to check when doing my initial terminal tests all by my little lonesome…

5

What the hell is a 6 dot 6.

6

Better than a 5 dot 5?

7

From the GCOR

6.6 Picking Up Crew Member

A train may back up on any main track or on any track where CTC is in effect to pick up a crew member

under the following conditions:

  1. The train dispatcher gives permission to make the movement and verifies the following:

a. Another authority is not in effect within the same or overlapping limits unless conflicting

movements are protected.

b. A track bulletin Form B is not in effect within the same or overlapping limits.

c. A main track is not removed from service by a track bulletin within the same or overlapping limits.

  1. Movement is limited to the train’s authority.

  2. Movement does not enter or foul a private or public crossing except as provided by Rule 6.32.1

(Providing Warning Over Road Crossings).

  1. Movement will not be made into or within yard limits, restricted limits, interlocking limits, drawbridges,

railroad crossings at grade, or track bulletin Form B limits.

  1. Movement does not exceed the train’s length.

When movement is made under these conditions, restricted speed does not apply. Trains backing up

under the provisions of this rule may pass signals indicating Stop and Proceed, without stopping.

Now, this applies after the walk set/train inspection has been done.

6.29.2 Train Inspections by Crew Members

When a walking inspection of the train is required, and physical characteristics prevent a

complete train inspection, inspect as much of the train as possible. The train may then be

moved, but may not exceed 5 MPH for the distance necessary to complete the inspection.

While their train is moving, crew members must inspect it frequently and look for indications of

defects in the train, especially when rounding curves.

When inspecting their train, crew members must observe the train closely for any of the

following:

  • Overh
8

As you can probably see from some of the later posts, this is a pretty common way that railroad personnel refer to railroad operating rules that use decimals, like GCOR. A rule like GCOR 6.6 is referred to as “6-dot-6”. This probably is because of radio communication protocols (for example, in a radio communication, milepost 60.8 will be called “sixty-dot-eight”), and it carries over into non-radio communications just out of habit.

9

My 1st thought was that it was a URL like: TRAINS dot COM, or IPTV dot ORG, only on some obscure “dot SIX” network. But I suppose it would have been spelled out, as “SIX dot SIX” if it were. [:o)]

10

Ed - Thanks (once again !) for discerning where the answer might be, and providing it.

Your explanation is pretty good, too. Aside from breaking in new hires, do they ask or rely on you to do any other training or teaching ? I anticipate you’d be pretty good - would you be interested in that ?

Thanks also for providing that link to the comprehensive General Code of Operating Rules “AIR BRAKE RULES” compilation document, at: http://www.elpasohub.org/rulebk/AIR%20BRAKE%20RULES.pdf (63 pages, approx. 275 KB in size). The sections you cited - 30.2.1 and 30.2.2 - are on pages 5 (near the top) - 7 (near the bottom) inclusive.

More generally, that document consists of selected portions of:

  • Rule 30.0 - Air Brake Tests (pgs. 1 - 25);

  • Rule 31.0 - Train Operation and Train Handling Rules (pgs. 25 - 60); and,

  • Rule 32.0 - MIscellaneous Air Brake Rules (pgs. 60 - 62; 63 is blank).

Just skimming over that material should make clear - once again - that the safe and successful operation of this business is far more than just climbing on the locomotive or train and then going on down the line.

A topic for future discussion is how to expedite the pick-up process, and the economics of doing that - such as by having separate Mechanical Dept. personnel inspect the cars and test their brakes in advance of the train arriving - to keep the main line as clear and ‘fluid’ as possible, when it is really busy.

Thanks again, Ed.

  • Paul North.
11

GCOR 6.6, at least on some roads using that book, has been renamed from Picking up a crewmemeber, to Back Up Movements. It reads the same, or nearly so. Until recently this rule wasn’t in effect on the UP. Then they did allow it and then eventually changed the name.

I heard a train use this rule just the other day to back up out of a control point that was acting up. They had received authority to enter the plant and hand line the frog and points. They had started to do so when the signal maintainer showed up. They needed to back out so the maintainer could get local control of the plant.

The train actually asked to make a Reverse move, which is covered in another rule. From the job briefing over the radio they were actually using the 6.6 Back Up rule.

If you asked most railroaders, including me, a rule by number we head for the book/SSI/General Orders. I know some by their exact number, more often which section to look at. (I could probably tell you under the old numbering system better than the new, and I’ve only worked under the new one.) We (around here) rarely use the actual rule number. When talking about the initial terminal air test for example. We don’t use the rule number, we usuall say the initial terminal test or maybe a Class 1 air test.

On the original post, I had to refer to my book. I knew 6.6 was in the Movement of Trains and Engines section, but didn’t know what it was. In the OP towards the end the poster says something about walking the train, than opening the switch for a 6.6. That’s not correct. The 6.6 would be backing up once the train was on the main and the switch closed behind it. (If they didn’t back up and the condr walked, 6.6 would never come into play.) Entering the Main Track at a Hand Operated switch is covered in another rule and I’d have to get my book to tell you which number it is.

J

12

Sounds like just one of many railroad “shorthand” terms, rather like the ten-codes used by police.

Not the same, but under NORAC, we refer to “Rule 98,” which requires movement at restricted speed and is not under the control of the dispatcher. I suppose one could give such areas names, like maybe “Thendara terminal operations area,” but stating that we’re “entering Rule 98 Territory” is more succinct.