                              November 03, 2003
BNSF Railway Co.
ALL DIVISIONS

                            SYSTEM GENERAL ORDER NO. 23

TO ALL CONCERNED,

SUBJECT: Engineering Instructions Amendments

General Order No. 15 is cancelled.

*************************************************************************
* EXPLANATION: Amending 2.4.7 FRA Inspections.
*************************************************************************

The following are amendments to the Engineering Instructions which
were updated on May 15, 2003. These amendments also apply to the
Track Stability Manual where applicable.

The following revision to Instruction 2.4.7 is being issued to insure
adequate review of alleged violations of FRA Track Safety Standards.

Replace all of Section 2.4.7 in Instruction 2 - Track Inspection, with
the following:

2.4.7 FRA Inspections

The Roadmaster must accompany an FRA Inspector making a track inspection
on the Roadmaster's territory. When this is not possible, the Roadmaster
may designate another employee.

Note: In this section, "FRA Inspector" refers to federal or state
government employees legally authorized to make track inspections under
FRA rules.

After an FRA inspection, the Roadmaster has the responsibility to keep a
copy of each track inspection report written by an FRA Inspector and
forward a copy to the appropriate Division Engineer.  When the
inspection report recommends violation, the Roadmaster must advise
the Division Engineer on the day the inspection report is received and
provide a written explanation of the alleged violation and the corrective
action when the report is forwarded.

In addition:

1. The Division Engineer or other designated Manager will send a
voice mail message to the General Director Maintenance on the
day the recommended violation is received.  This message must
include the name of the supervisor on whose territory the inspection
occurred, the location of the alleged violation(s), a description of the
defect(s), and the immediate corrective action taken.

2. A copy of the report recommending violation, along with a written
corrective action plan, must be faxed to the General Director Maintenance
within 24 hours after the report is received.

3. The Division Engineer must arrange for the required information
associated with the recommended violation to be entered into the real-
time reporting system on the Intranet.

4. A detailed narrative concerning the recommended violation must be
mailed to the General Director Maintenance and the Director Engineering
Planning within 30 days after the report is received.  This narrative
must include a concise description of all relevant facts, any mitigating
circumstances that can be used to support BNSF's position, and a list of
corrective actions taken.  Any coaching, counseling, training, or formal
discipline administered to the employees involved must also be
identified. Digital photographs should also be included showing actual
conditions noted in the inspection report, along with precise
measurements relating to the condition.
________________________________________________________________________

The following amendments were covered in the previous System General
Order No. 15:

Due to issuance of Standard Plan 1000.05, replace all of Section 2.4.5 C.
with the following:

C. Curved Track
Track Inspectors and Track Supervisors must monitor curved
track for inward shifts of alignment at locations with a history
of shifting track due to temperature changes, unstable subgrade,
or other conditions. These curves may not display distorted alignment,
but can often be identified by voids at the end of the ties on the high
side and mounded ballast at the end of the ties on the low side.

At these locations:
1. Place a minimum of three offset reference stakes.
   Refer to BNSF Standard Plan No. 1000.05.
 a) Place one stake at each end of the full body of the curve
    and at least one stake near the center of the full body.
 b) On long curves, place stakes no more than 400 feet apart.

2. Record offset measurements on BNSF form No. ENG00018 "Curve Offset
   Measurements Record", then periodically check measurements again
   during future inspections recording the measurements on the same form.
   Replace any stakes found to be missing or disturbed.  Notify the
   Roadmaster when a curve has been lined in.

   Note: When a curve is found to be lined in, the Roadmaster,
   using the recorded measurements, will ensure that a work order is
   created and the curve rail is adjusted by lining the curve out or
   adjusting the rail to the proper neutral temperature.

3. Use Figure 8-2 (Rail Added to Curves that Line In During Cold
   Temperatures) to determine the amount of rail added, as well as
   the new Target Neutral Temperature.

Figure 8-2 shows the amount of rail added to a curve per 1,000
feet when the track is lined in.  The amount of rail added is
calculated for each 1/2 inch of line-in from 1/2 inch to 6 inches.

Refer to Engineering Instruction part 8.6.3 for offset stake
requirements when surfacing curves during cold weather.
_________________________________________________________________________
Due to the issuance of Standard Plan No. 10005.05, replace
all of Section 8.6.3 with the following:

8.6.3 Using Offset Stakes in Curves
When surfacing curves at a rail temperature of 45 F or more
below the Target Neutral Temperature:
1. Place a minimum of three offset reference stakes before the track
   is surfaced.  (Refer to Standard Plan No. 1000.05)
   a. Place one stake at each spiral to curve point (approximate the
      location), and place at least one stake in the main body of the .
      curve.
   b. On long curves, place stakes no more than 400 feet apart.

2. Record offset measurements on BNSF form No. ENG00018 "Curve
   Offset Measurements Record" and check them again after the curve
   has been surfaced. Notify the Roadmaster when a curve has been
   lined in.

Note: When a curve is found to be lined in, the Roadmaster, using
the recorded measurements, will ensure that a work order is created
and the curve rail is adjusted by lining the curve out or adjusting the
rail to the proper neutral temperature.

3. Use Figure 8-2 (Rail Added to Curves that Line In During Cold
   Temperatures) to determine the amount of rail added, as well as
   the new Target Neutral Temperature.

Figure 8-2 shows the amount of rail added to a curve per 1,000 feet
when the track is lined in. The amount of rail added is calculated
for each 1/2 inch of line-in from 1/2 inch to 6 inches.

Refer to Engineering Instruction 2.4.5 C. if there is a concern that
a curve has a history of lining in due to temperature changes, unstable
subgrade, or other conditions.

_________________________________________________________________________
The following revisions to Engineering Instruction 6 new policy for
marking rail during destressing and only allow use of infrared
thermometers.

In Section 6.2.6 C.  Cutting Rail; replace item 1 with the following:
1. Before cutting the rail, use a paint stick to make
   match marks on both sides of the cut location across
   the base of rail and tie plate where the marks will not be
   removed during destressing.

In Section 6.7.1 Service Failures, Part A Reporting; replace the second
paragraph with the following:
When a service failure occurs, measure from the defect
location to the closest fixed point, such as to a field weld
with drillings, switch, frog, or rail joint. This will allow a
defect on the detector car strip chart to be matched to a
future rail defect.  This information must be available from
the District Roadmaster upon request.

Throughout Engineering Instruction 6 - Rail, the words "rail thermometer"
have been replaced by the words "infrared thermometer".

In Section 6.2.4 Laying CWR, Part B. Making Accurate Temperature
Measurements Replace item 3 (including the Note) with the following:

3. When using an infrared thermometer, follow the
   manufacturer's recommendations.

In Section 6.2.4 Laying CWR, Part C. Adjusting Rail Length;  replace
item 1 Rail Length Adjustment Marks with the following:
Measure the temperature of the rail 200 ft. away from
the rail heater just after the rail is laid in the plates.  If
the rail temperature is below the TNT, the temperature
of the rail will have to be adjusted during the rail laying
process.

a. Before heating the rail at the beginning of the day make
   a match mark 200 feet from the cut in by drawing a line
   across the base of the rail and tie plate on the field side of
   the rail.  This will allow the Asst. Foreman or rail heater
   operator to measure the movement of the rail relative to the
   tie plate.
b. Before the rail heater passes the cut in, or a previous
   match mark, measure the rail temperature at the new match
   mark.  Write the temperature on the web of rail.
c. Use Table 6-3 to figure the amount of rail movement
   required at the new match mark; then:
   1) Write the amount of rail movement required on the
      web of rail at the 200-foot mark.
   2) Also write the amount of rail movement required on the
      base of rail, field side, at the edge of the tie closest to
      the 200-foot mark.  This will make it easy for the rail
      heater operator or Asst. Foreman to find the mark.
   3) If the tie plate with the match mark is not spiked to
      the tie, it could slide on the tie.  If the tie plate slides, the
      match mark across the base of rail and tie plate will not
      indicate the actual movement of the rail.  Therefore, if the
      tie plate is not spiked, place an additional mark across the
      tie plate and tie to measure movement of the tie plate
      relative to the tie.
   4) Maintain this location during the installation process
      to confirm the appropriate rail growth by an Asst. Foreman
      or rail heater operator.

Repeat steps a through c every 200 feet of the rail string being
installed until you reach the end of the string, or until you reach
the Target Neutral Temperature. At this point, the only marks at
the 200-foot locations should be the rail temperature marked
on the web of rail.
_________________________________________________________________________

The following amendments were covered in the previous System General
Order No. 7:

The following paragraph applies to temporary
speed restrictions for passenger trains if
the ballast section has been disturbed as
defined in Table 4-1.

When the ballast section has been disturbed
and the ambient temperature exceeds or is
expected to exceed the TNT on the day work
is performed, a passenger train speed
restriction must remain in effect for a
longer period of time than freight trains.
After the temporary speed restriction
requirements for ballast consolidation in
restricted speed in table 4-1 will
be continued for a period of 48 hours
on the Devils Lake, El Paso, Glorieta,
La Junta, Raton, and Topeka Subdivisions
or for 24 hours on all other Subdivisions
where passenger trains are operated.
_________________________________________________________________________
Section 6, Rail, the following instructions are amended:
In Table 6-7 replace the BNSF Remedial Action for Detail
Fracture, Engine Burn Fracture, or Defective Welds that are
between 1% - 24% with the following description:
Limit operating speed over defective rail to 50 MPH. Within
4 days apply joint bars bolted through outermost holes;  thereafter
limit speed to 50 MPH.*  If joint bars are not applied within 4 days,
limit speed to 30 MPH until joint bars are applied; thereafter limit
speed to 50 MPH.* On subdiv. where maximum authorized speed
is 40 MPH or higher, remove joint-barred defects in main tracks,
sidings, and crossovers off main tracks within 90 days. (Code "C")

Replace item number 4 in Section 6.7.2 B on page 6-45 with the
following:
Provide a qualified escort to obtain track authority for the detector
car and to supervise its movement on the railroad. The escort must
ride in the test vehicle while it is on the track.  If two test vehicles
are used, for example a lead car and a chase car, an escort must
ride in each car.
EXCEPTION:  Escort for chase car can ride in
separate hyrail vehicle behind chase car, subject to the following:
a) Lead car and chase car operate under same track authority,
and lead car does not clear track until chase car arrives at point
where both cars will clear; and, b) Whenever chase car operator
stops to hand test rail or perform other work, operator will stop
chase car and exit vehicle, but will not foul track until escort has
stopped hyrail behind chase car and exited hyrail to accompany operator.

Add the following items to Section 6.7.2 B:
7. Insure that Detector Car Yard Testing Maps are accurate
   as shown on the Engineering Web:
   <http://kcintvpd0001.iss.bnr.com/dcar/web/dcar.htm>
   including the yard drawing and tracks to be including in the
   Yard Test Plan as shown in red.
8. Division escort working with rail detector during yard
   tests must be familiar with current Detector Car Test Map
   and work jointly with Detector Car Operators to insure
   proper reporting of click numbers for yard test. The escort
   must also insure that all tracks are tested per the map once
   the yard test has started and if not provide information on
   tracks and crossovers skipped to the Manager Rail
   Detection with explanation.

Add the following item to Section 6.7.2
F. Yard Testing
 Division personnel will identify each Yard and the specific
 tracks to be included in the Rail Detection Test Plan. The
 Managers Rail Detection will schedule the rail detector
 cars based on the division plan. Designated yard tracks
 will be tested on a minimum of 365-day frequency.
 Divisions can request through their respective Manager
 Rail Detection to set a particular yard test frequency to
 something less than 365 days if deemed necessary.
 1. Division personnel will review, periodically,
    Yard Test Maps located within the Engineering
    Intranet Web Page:
    <http://kcintvpd0001.iss.bnr.com/dcar/web/dcar.htm>
 2. Division personnel will communicate directly with Trans
    Systems, phone # (816) 329-8644,
    all corrections and changes to the Yard Maps.
    Additionally, if an entire yard plan is added that has not
    been previously identified, the Division must notify the
    Manager Rail Detection to insure Yard is scheduled
    accordingly.
 3. Once a yard test is started, Division personnel must
    work with the Operations Department to insure that tracks
    are cleared and available to facilitate testing. All identified
    tracks including crossovers are to be tested according to
    the map and corresponding click numbers.  If tracks are
    blocked and cannot be tested the Division Engineer must
    notify the General Director Maintenance and they must
    jointly agree upon remedial action in lieu of the skipped
    test.  The Division will report to the Manager Rail Detection
    the tracks and crossovers that are skipped before the
    conclusion of the test.

Replace all of Section 6.9.4 with the following:
BNSF has available three grades of grease for use in
wayside and hy-rail applications. These distinct grades
of grease were formulated with different base oil viscosity's
to allow for the wide temperature range throughout the year
on BNSF. It is extremely important that the proper grade of
grease be used at the correct time of the year to optimize the
lubrication effort. Adjust inventories to accomplish this.
If the grease is too light or fluid in warm temperatures, it will
run off the rail and not effectively transfer down the rail.
If the grease is too heavy or thick at cold temperatures,
it will channel in the reservoir and not pump to the application
blade or nozzle.
The guidelines in the approved lubricant table are general
guidelines. A variety of equipment is in use with different
pump and application characteristics. Your experience is
necessary for applying the appropriate grease. Preferably,
use the heaviest grease possible for the time of year.
The approved lubricant table is maintained in the
Engineering & Mechanical Reports and Documents web
page under Rail Lubricators, Approved Lubricants.doc:
 <http://topudspd1001.iss.bnr.com/cgi-bin/enme/enmeDYNAM.cgi?DIRECTORY
 =/Rail%20Lubricators>
_________________________________________________________________________
Engineering Instruction 9-Turnouts, OTM, and Railroad Crossings, new
section No. 9.1.2(J) is added:
9.1.2(J) Switch Stand Targets
A crossover is a combination of two switches connecting two adjacent
tracks meeting all of the following criteria:
* Operating practice stipulates that the normal position of both
  switches is for other than movement through the crossover.
* Targets on crossover switches are in correspondence, i.e. when
  switches are both lined for movement through the crossover,
  both targets should display red or yellow and when lined for other
  than the crossover, should both display green or dark.

Unless otherwise authorized by Timetable-Special Instructions or
Bulletin, install targets on switch stands in compliance with MW and
General Code of Operating Rules, 8.0 Switches.
The normal position of most switches, except for main track or siding
switches, is not specified in the operating rules or special
instructions. When the normal position of a switch is specified in the
operating rules or special instructions, the target shall display green
or dark for the normal route.
For other than a crossover, if the normal position of a switch is not
specified in the operating rules or special instructions, then install
the switch target so it displays green or dark when lined for the normal
side and yellow or red when lined for the turnout (diverging) side.
________________________________________________________________________
Engineering Instruction 9.3 - Derails, is replaced in its entirety:
9.3 Derails
9.3.1 Required Locations
Place derails to prevent Equipment (defined as:  locomotives, cars, or
on-track equipment) from fouling the track being protected by the derail.
Derails will be used to protect the following tracks, regardless of
grade:
* Main tracks, branch lines, sidings,
* Industrial leads identified in the Timetable.
* Locations where switching of rail car(s) is done by a third party
* All other locations designated by the Division General Manager.
Under no circumstance place a derail on a signalized siding
without approval of signal engineering.

9.3.2 Derail Types
Derail types include:
* Bi-directional sliding derail with crowder Plan 2405.03
* Hinged with finger lift - Do not use for any new installations
* Sliding without crowder - Do not use for any new installations.
* Switch point (single or double point)
* Interlocking
* Spring-operated

9.3.3 Installing Derails
Refer to BNSF Drawings 2400 (Switch Point Derail) and 2405
(Slide Derail with Crowder) for information on inspecting, installing,
and maintaining derails. For new and replacement derails, use
drawings 2400 or 2405 only. The drawings are available from the
Roadmaster. Install derails as follows:
1. Place derails on tangent track (where possible) and in advance
   of curves to allow Equipment to derail away from the protected track.
2. It is preferred that derails be placed  at least 100 feet beyond
   the clearance points defined on Standard Plan 2808.01.02, otherwise,
   place derails the maximum distance beyond the clearance point
   that is practical.
3. When installing derails near insulated joints, it is preferred that
   derails be placed at least 100 feet beyond the insulated joints  so
   that equipment will derail before fouling the protected track circuit,
   otherwise, place derails the maximum distance that is practical
   beyond the insulated joints.
4. When installing a derail on signaled track, make sure the
   derail sets the signals red to comply with FRA Track Safety
   Standard Section 236.303.  This type of installation should be
   tested with the signal maintainer prior to placing in service.
5. A sliding derail, hinged derail, or a sliding derail with a wheel
   crowder may not be sufficient in all locations.
   Install a single switch point derail where any one or more of
   the following apply:
   *  The grade is 0.5 percent or greater descending toward the
      track being protected.  The track profile is the best reference
      for this information unless it is surveyed by engineering
      department.
   *  Rolling Equipment can attain enough speed to reach protected
      track after derailing.
   *  A hinged or sliding derail with or without a crowder has
      proven insufficient.
   *  The Division General Manager directs otherwise.
   *  Switching of rail car(s) is performed by a third party.

When necessary to quickly force Equipment away from the track when
derailed by a derail, a double switch point derail may be necessary.
A single switch point derail is necessary if a double switch point derail
would force Equipment too far from the center of the track in a multiple
track location, or close clearance location, or where the subgrade would
not support a derailed piece of Equipment.  In the single switch point
derail installation, an inner guard rail is required to keep the car near
the center of the track.  See standard plan 2400.01.
1. All ties that a derail is attached to must be solid and full size
   7"X 9"ties.  Replace ties if rot, split, or other defects are evident.
2. Pre-drill and install lag screws in every hole provided by the
   manufacturer.  These would include the:  derails, wheel crowder
   and switch stand.
3. Place Derail Sign No. 28 opposite the derail and at least 8 feet 6
   inches from the centerline of the nearest track, or mount it to the
   operating stand mast. Place the sign post according to BNSF
   Standard Plan 3020.01.
4. When derails are not in use, store them in a secure place to prevent
   vandalism.
5. EXCEPTIONS TO DERAIL POLICY:  Any locations where
   there is an exception to this policy, either proposed or existing,
   the Asst VP Transportation and the Chief Engineer - Line
   Maintenance must agree to the specific exception.  The Division
   General Manager shall be responsible for creating and maintaining
   a listing of ALL derail exceptions on the Division that are agreed
   to with the Asst VP Transportation and the Chief Engineer - Line
   Maintenance.  The Chief Engineer System Maintenance & Planning
   shall establish a common database for the BNSF system.  The
   Division General Manager shall enter and/or update the derail
   exception information which will be made available by web link.
   Access to the derail exception information for changes is restricted
   to the Division General Manager or their designee(s).
6. The General Director Line Maintenance and Division General
   Manager are responsible for insuring that this derail policy
   is followed.

9.3.4  Inspecting and Maintaining Derails
When making the monthly switch inspection, inspect derails as follows:
1. Make sure that derails are installed properly (see section 9.3.3) on
   rails and securely spiked to non-defective ties.
2. Make sure that derails are the proper size according to the
   following table:

Derail Size          Weight of Rail          Height of Rail
_________________________________________________________________________
No. 4                70 lb or less           4 1/2" or less
No. 5                70 to 90 lb             4 1/2 to 5 1/2"
No. 6                90 to 115 lb            5 1/2 to 6 1/2"
No. 7                119 to 136 lb           6 1/2 to 7 1/2"

1. Make sure that derails are painted properly (see section 9.3.5).
2. Check for derail defects such as unusual wear, distortion, or
   breakage.
3. Immediately repair or replace defective derails.
4. Make sure the derail sign is legible and visible. See BNSF Standard
   Plan 3020.01.
5  Make sure that each derail has at least 1-5/8 inches of top-of-rail
   to top-of-derail clearance in the open position. This prevents the
   derail from being caught by the underlying equipment of passing
   trains.
6. Ensure that derails are lined and locked in a proper position when
   not in use.  See MW Rule 8.20
_________________________________________________________________________
Replace Section 11.15.20 in its entirety with the following:
11.15.20 Thermite Welding on Open Deck Timber Bridges
Thermite welding on open deck timber bridges is permitted when
all requirements are met. Follow these requirements for both
ballast-deck and open-deck timber bridges.
A. Safety
*  All BNSF employees must comply with bridge worker
   fall protection requirements.
*  A job briefing must be held to cover the nature of the work
   being done.
B. Fire Prevention
*  Do not attempt to weld on or near badly decayed or
   weathered ties.
*  Do not attempt welding or grinding during high winds
   that would cause sparks to travel abnormal distances.
*  When performing hot work on timber bridges, a
   fully-equipped independent fire watch must be assigned to
   observe the entire structure for smoke or fire.
*  Remove combustible materials from beneath bridge
   when practical.  If combustibles can not be removed,
   they must be "pre-wetted" prior to beginning hot work.
*  "Pre-wet" the work area prior to welding using a
   soap and water and fire suppressant solution.
*  Have water solution and fire fighting equipment
   readily available.
*  After finish grinding is complete, soak the area
   thoroughly with water and fire suppressant solution.
*  After welding is complete, have a fire watchman
   carefully observe the entire bridge for at least 1 hour
   to check for smoke. Conditions may require a longer watch.
C. Procedures
   Follow these additional procedures when welding on open
   decktimber bridges:
 1. Move the ties on each side of the joint to allow the base
    plates and molds to be packed; do not cut or notch the ties.
 2. If needed on open-deck bridges, have a bridge gang
    space the ties before performing the welding.
 3. Plug spike holes before the welding starts.
 4. On open-deck bridges, Use bags of thermite
    packing sand on top of the bridge stringers as a cover.
 5. Place a "Wilson 3000 insulating blanket" on top of
    the packing sand and against the side of the ties each side
    of the weld.
 6. On open-deck bridges, Place two sheets of 1/2-inch
    plywood painted with a sanded coating between the rails
    to serve as a work platform.
 7. Place all weld slag, risers, and molding materials in a
    fire-resistant container.  Be careful to prevent slag, risers,
    or molding materials from dropping on the bridge.
 8. Use spark guards devices or blankets when grinding or cutting the
    rail.
 9. Do not drop or throw any hot metal, molds, or slag
    into the water, or throw combustibles under the bridge.
_________________________________________________________________________
14.12.6 A. Car Moving Instructions for Brandt Roadrailer
and Other Car Moving Equipment (page 14-109 revised November 1, 2002)
Delete item 4 in its entirety.
_________________________________________________________________________
Add the following bullet item to Section 15.22.7
* Do not change tire sizes on hy rail vehicles.
_________________________________________________________________________
Item 18.5.3, New rule added:
Spike or clamp a switch that is removed from service, and attach
an out-of-service tag.  When the switch is a power-operated switch
or a hand-operated switch equipped with switch-and-lock-movement,
notify the Train Dispatcher and the Signal Maintainer when the
switch is removed from service. When restoring the switch to service,
determine that the signal maintainer has performed the applicable
point detector tests prior to notifying the train dispatcher that
the switch is ready to be restored to service.
_________________________________________________________________________

Section 18.11.1 in Engineering Instruction is replaced in its entirety:
18.11.1 Exception Reporting Hot Box Detectors (HBD's)
and Dragging Equipment Detectors (DEDs)

BNSF has installed many hot box detectors (HBDs) and dragging equipment
detectors (DEDs).  Many of these locations are protected by Radio
Reporters (Talkers) equipped with Exception Reporting to minimize
the radio congestion in the area of these closely spaced detectors.

Exception Reporting systems are designed to talk to trains only when
there is an alarm. For test purposes, the software is designed to say
"System Working" whenever on-track vehicles with only two or three
track dolly wheels per rail pass by the detector. This feature allows
MW employees to automatically test the functionality of these systems
just by driving by in most types of hy-rails. In addition, they can
generate a manual test by passing a metal object, such as a hammer,
two times over the wheel detection unit. Without periodic testing,
there would be no indication that an exception-only reporting system is
"off the air".

BNSF employees have the following responsibilities:
* All MW employees should be aware of Exception Reporting
  locations in their areas of responsibility and the radio communications
  characteristics of these systems.
* Signal Managers will provide the Division Engineers or
  their designated representatives in their territories with an
  up-to-date "detector reporting detector checklist" for each
  subdivision. Signal Managers are responsible for keeping
  these checklists up-to-date as additional draggers are
  added or moved.
* Division Engineers or their designated representatives
  will instruct and audit hy-rail operators to ensure that
  they comply with this instruction and use the "detector
  reporting detector checklists."
* Track Supervisors and Track Inspectors are responsible for
  monitoring Exception Reporting locations when hy-railing by them in
  vehicles that have only two or three dolly wheels per rail.
* All Exception Reporting Detectors must be tested at least
  twice each week, even if this testing requires manually
  generated alarms.

If the Exception Reporting Detector does not say "System Working"
over the radio when passed by an on-track vehicle with only two or three
dolly wheels per rail, immediately notify the Signal Call Desk in Fort
Worth, Texas.
1. Call either 234-1680 or 800-713-3599 to use the interactive tie up
   system.

2. Use the proper option to speak with a signal controller. Or, use the
   option to leave a voice message stating that an Exception Reporting
   detector located at (location of the HBD or DED by division,
   subdivision and mile post) failed to talk for a "two wheel-count
   hy-rail test".

Note:  Locations programmed for exception reporting only will
be listed on a general order when first placed in service and
subsequently shown in the timetable.  They will also be identified
by a sign (Standard Sign #32) placed adjacent to the detector.
Track supervisors and track inspectors must test all Exception Reporting
Detectors at least twice a week, even if this requires a manually
generated test.
_________________________________________________________________________
Replace the first sentence in Section 18.12.2 which currently
reads "The Signal Maintainer and Track Inspector must perform
quarterly Maintenance of Way switch and insulated joint inspections
on foot using the proper form." with the following sentence:
At least every six months, the Signal Maintainer and Track
Inspector must perform Maintenance of Way switch and
insulated joint inspections on foot using the proper form.



APPROVED:
C R ICE
EXEC VICE PRESIDENT & COO

SYSTEM GENERAL ORDER(S) FOR THE SYSTEM DIVISION IN EFFECT
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| 9,16-18,22-23                                                         |
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