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3.
Time on Duty
An employee's time on duty begins when he reports for work and ends when he is finally released
from duty. Employees should have at least eight consecutive hours off duty during the preceding
24 hours. Employees who work 12 hours or more should be given at least 10 consecutive hours
off duty before they are allowed to work again. Employees shall not be worked over 12 hours
without approval of the transportation supervisor. Periods of less than four hours off cannot be
counted towards the required off-duty time but should be counted towards time on duty.
4.
Railcar Intermix.
Railcars with "Explosives hazard class 1.1 and 1.2," "Flammable," and "Poisonous Gas" placards
should have at least one car between them and any occupied locomotive. Cars placarded
"Explosives (hazard class 1.1 through 1.6)", "Radioactive," "Flammable," or "Poisonous Gas"
should be placed in the consist so that each group is buffered from the other group by at least one
car. See Department of Transportation, Bureau of Explosives 6000 for information on hazardous
material load and segregation charts.
5.
Commercial Access to Station.
a. Background. Commercial railroad access to Navy ordnance activities is required to
drop off or pick up cars. Activities normally control access with a gate in the activity's perimeter
fence that is locked when not in use. When a commercial train has to enter, activity personnel
(usually security) must unlock the gate. Therefore, the activity and hence the captive railroad
know that a commercial train is on the activity. The best security arrangement for commercial rail
access is to have a commercial railcar holding area, called "a bullpen." The bullpen is normally a
chain-link security fenced area inside the ordnance activity, which is large enough to hold a
number of cars and which has a locked gate at each end. The commercial rail line has the key to
the outer gate to move cars in and out. The Navy has the key to the inner gate. Bullpen holding
area procedures provide excellent security and accountability for all rail cars entering and leaving
the activity. This arrangement can not be implemented at all activities due to track layout and
terrain. In these cases, other positive security and accountability methods must be implemented.
b. Recommendations. Facility managers should ensure that procedures for commercial
rail access provide as much security and railcar accountability as the bullpen concept. For
facilities with bullpens, facility managers should ensure that the procedures for use of the bullpen
are complete and address all possible situations.
6 -5


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