PACIFIC REGION

North Bend West (From Mile 119.0 Thompson Subdivision West)

Summary Bulletin

BCO – 002/13

Effective: 0001, 13 - 07 - 01 Until: 2359, 13 - 10 - 31

In accordance with CROR, Effective May 28, 2008, and the application of Special Instruction to Rule 83. (C), Summary Bulletins will be issued on the first of March, July and November

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This summary bulletin need not be posted in the Operating Bulletin book. Each employee affected is responsible to secure a copy of same in order to ensure that it is accessible while on duty. Crews working within the Vancouver Terminal are required to carry a copy of the Vancouver/Waterfront Instructions (BCO-113/12) dated May 30, 2012 North Bend West - All Points

SUMMARY BULLETIN NO. BCO-002/13 PACIFIC REGION - NORTH BEND WEST SUMMARY BULLETIN EFFECTIVE 0001 July 1, 2013 CURRENT TIME TABLE FOR PACIFIC REGION - NUMBER 41 Modules 3, 6, 13, 15 EFFECTIVE 0001 May 23, 2012

A COPY OF THIS BULLETIN MUST BE ACCESSIBLE

TO ALL OPERATING PERSONNEL ON DUTY

This Bulletin supersedes Canadian Pacific Railway Vancouver Service Area, North Bend West Summary Bulletin No. BCO-001/13 dated March 1, 2013.

A. THIS BULLETIN IS EFFECTIVE UNTIL 2359 October 31, 2013.

TABLE OF CONTENTS Page#

GOI and CROR Changes now follow Bulletins in Effect in a separate document attached to this SB

B. FOREIGN LINE SUMMARYOF BULLETINS IS IN EFFECT July 1, 2013 to October 31, 2013

IV) DIRECTIONAL RUNNING ZONE – BULLETINS IN EFFECT

 BULLETIN NO. BCO-094/01 CP/CN Directional Running

For the Directional Running arrangement between CN and CPR trackage between Coho BC and Matsqui Jct. BC, CN has made an exception in regards to the movement of Overloaded cars between those stations on CN lines.

This exception has been extended to include Kamloops BC and Thornton Yard BC. For the car capacity CN has agreed to allow the movement of CPRS Overloads on CN Trackage within CPRS tolerances.

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These tolerances are:

220,000 lb car is okay to travel @ 230,000 263,000 lb car is okay to travel @ 275,000 268,000 lb car is okay to travel @ 275,000 286,000 lb car is okay to travel @ 290,000

 BULLETIN NO. BCO-066/03 Boston Bar Terminal Instructions

Please be advised that the handbrake policy has been amended and revised for Boston Bar Terminal as follows:

If the lead locomotive is between Mile 125.0 Ashcroft Sub and Mile 1.3 Yale Sub, in the application of GOI Section 14 Items 1.1 (k) and 3.0, when a train is left unattended with locomotives attached, the minimum number of hand brakes to be applied is FIVE.

Crews are reminded of the requirements of Section 14 Item 1.2, testing handbrake effectiveness.

 BULLETIN NO. BCO-090/13 Radio Procedures for CN Operating on CP Trackage

The CN/CP Differences package dated May 28, 2008 is revised to include the following:

In application of Rule 578, radio broadcast must:  be provided at each controlled location or controlled point, and on the advance signal to the next controlled location, controlled point or interlocking;  commence with the initials of the lead locomotive  end with the spoken word “OUT”

C. GENERAL INFORMATION

Ditch Lights According to the Locomotive Inspection and Safety Rules, the leading locomotive of a train or transfer in road service must be equipped with ditch lights in the direction of travel. The Canadian Rail Operating Rules require that the ditch lights be displayed continuously in the direction of travel when the headlight is required to be displayed full power. In the event of failure of the ditch lights, the train or transfer may proceed unrestricted to the next point where repairs can be made. A locomotive not equipped with ditch lights in the direction of travel will only be permitted in circumstances such as enroute switching, doubling, running around equipment, assisting other movements, when there are enroute equipment failures, or in case of emergency. Under such circumstances, speed is restricted to 10 MPH at crossings not equipped with automatic warning devices until fully occupied. Note: An engine in yard service is not required to have ditch lights. An engine in yard service is defined as “yard service” means locomotives involved exclusively in switching, marshalling, humping, trimming and industrial switching.“ Any operation meeting this definition is not required to have ditch lights.

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D. REVISIONS TO TIME TABLE 41, Module 3, 6, 13, 15

BULLETIN NO. BCO-120/12 Revision to Time Table 41, Module 3 Cascade Subdivision (East) Footnotes Item 9.1

Effective 1200, June 15 Time Table 41 Module 3 Page 3 Cacade Subdivision (East) Footnotes, Item 9.1 is revised as follows:

9.1 Whistle Signal Rule 14(l) is prohibited at the following public crossings:

Mile 58.9………………………………………..Highway No 9 Mile 60.18………………………………………Ashton Road Mile 61.54………………………………………Camerson Road Mile 70.35………………………………………Harrison Bay Road

BULLETIN NO. BCO-125/12 Revision to Time Table 41, Module 6 Mission Subdivision Footnotes Item 4.0 Speeds

Effective 0001, June 15 Time Table 41, Module 6, Page 3 Mission Subdivision Footnotes, Item 4.0 Speeds is revised as follows:

4.0 SPEEDS

4.1

Westward Eastward Movements Movements MPH Mile MPH 10 10.1 to 8.5 10

BULLETIN NO. BCO-120/13 Revision to Time Table 41, Module 15 Vancouver Terminal Footnotes Item 2.3

Time Table 41, Module 15, Vancouver Terminal Footnote Item 2.3, Page 2, is revised to read as follows:

2.3 Diesel Units - 6 Axle units prohibited at the following locations:

Coquitlam yard Tracks X1-X12, X23, X28, and X29 Vancouver yard 1. Lead into Alliance Grain Terminal includes access to Lantic Sugar, 2. West Coast Reduction 3. Pacific Elevators - Restricted to 5 MPH a. PAC #1 – prohibited past the house b. PAC #3 – prohibited past the sign “No 6-axle Locomotives Beyond This Point, SD40’s Exempt” Ioco Spur On, and north of, bridge at mile 0.5 Marpole Spur Mile 0-14.2 Van Horne Spur Entire Spur Westminster Sub Stella Jones E29 mile 4.9

BULLETIN NO. BCO-117/12 Revision to Time Table 41, Module 15 Vancouver Terminal Footnotes Item 12.4

Time Table 41, Module 15, Vancouver Terminal Footnote Item 12.4, Page 8, is revised to read as follows:

In the application of GOI Section 14, item 1.1(k), when leaving unattended equipment in the specified tracks or yards:

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Coquitlam Yard

Minimum Number of Track(s) Coquitlam Yard hand brakes A yard 5 on east end X30-X42, X Lead 5 on east end C1-C8 5 on east end X23-X29 2 on east end B yard 3 on west end C9-C25 3 on east end

Note: Location of brakes (east end or west end) may be modified by Field Ops Supervisor

BULLETIN NO. BCO-160/12 Change in Vancouver Terminal DOB Limits

Effective at 0001 Sunday July 29, 2012 Vancouver Terminal DOB limits are modified as follows: - On the Cascade Sub, existing DOB limits are extended east to mile 83.9 Hatzic - On the Mission Sub, new DOB limits between mile 0.0 and SNS Vedder - On the Page Sub, new DOB limits between mile 0.0 and CN Signal 897B Page

The following changes to modules in Time Table No 41 apply:

Module 3 Cascade Subdivision (East): on page 1/5, in the TGBO / DOB Limits column, revise the boundary between DOB and TGBO Limits to be Hatzic; and on page 3/5, Footnote 5.1 is revised to read as follows:

5.0 TGBO / DOB LIMITS All main tracks and signalled sidings TGBO between North Bend and Hatzic and on all signalled tracks (see footnote 6.4) Vancouver Terminal DOB DOB in effect on all tracks between Hatzic and Maple Meadows

Module 6 Mission Subdivision: on page 1/3, in the TGBO / DOB Limits column, DOB Limits apply between Mission Jct. and Vedder; and on page 1/3, Footnote 5.1 is revised to read as follows:

5.0 TGBO / DOB LIMITS TGBO Not applicable Vancouver Terminal DOB DOB in effect on all tracks between Mission Jct. and Vedder

Module 10 Page Subdivision: on page 1/2, in the TGBO / DOB Limits column, DOB Limits apply between Riverside and Page; and on page 2/2, Footnote 5.1 is revised to read as follows:

5.0 TGBO / DOB LIMITS TGBO Not applicable Vancouver Terminal DOB in effect on all tracks between DOB Riverside and Page.

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Roberts Bank Route Joint DOB in effect between Signals 21, 21D, Rawlison, CN Rawlison Subdivision and mile 24.1, BCR Port Subdivision.

The following applies to the Cascade Sub portion of the Vancouver Terminal DOB, and TGBOs on the Cascade, Mission and Page Subs.

All Vancouver Terminal DOB dated Saturday July 28 which have been received from the FIT:

- before 1800, will state the limits of the Cascade Sub portion of the DOB as “Cascade Sub between mile 106.4 and mile 129.1.” Such DOB must not be extended to movements in DOB limits on the Cascade Sub. Instead, in the application of Rule 156(b), after 0001 Sunday July 29, a movement in DOB limits on the Cascade Sub must be stopped or in possession of a current DOB dated Sunday July 29.

- after 1800, will state the new limits of the Cascade portion of the DOB, and will include all GBO within these limits. These limits are temporarily corrected to read: “Cascade Sub between mile 106.4 and mile 129.1” until the new limits become effective at 0001 Sunday July 29. Such DOB may be extended as required.

A train specific Cascade Sub, Mission Sub or Page Sub TGBO made complete before 0001 Sunday July 29 may include limits affected by this change. After 0001 Sunday July 29, in the application of Rule 157(a), such train specific TGBO remains in effect only for those limits specified, if any, east of mile 83.9 Cascade Sub. Train specific Mission Sub TGBO and Page Sub TGBO are no longer in effect. Subdivision TGBO on the Mission and Page Subs will no longer be valid and should not be printed from the FIT.

Westminster Subdivision, Marpole and Van Horne Spurs

The minimum number of hand brakes to be applied is two on either end, except on Sapperton interchange tracks where the minimum number is five.

Port Moody Yard

Operations into Track G5 at Port Moody Item 1. Loaded Westward Trains into track G5 at Port Moody delay in spotting.

a) Westward Trains destined to Track G5 at Port Moody will apply a minimum of (5) handbrakes on the west end and test the effectiveness.

Item 2. Loaded Westward Trains into track G5 at Port Moody with immediate spotting.

a) Westward Trains in possession of a current Train Brake Status Report for their train may rely upon Emergency air brake applications to hold equipment stationary for short periods of time and it is not necessary to test hand brake effectiveness provided: Any crew assigned to spot the equipment left in track G5 must be at the location or stopped at Port Moody or Cassin, or within the controlled block prior to the signal; the angle cock at the point of uncoupling may be closed to facilitate this move provided the brake pipe hose on the equipment being left has been fully vented to atmosphere for at least two minutes and the angle cock on the opposite end will be left open within 20 minutes.

Item 3. Equipment Left Unattended in the following tracks must be secured as follows;

Minimum Number of Track(s) Port Moody Yard hand brakes Tyes track G05-01 Old track G5A Tyes track G05-02 Old track G5B 3 on east end Tyes track G05-03 Old track G5C GT05F,GT05G 3 on east end G05-10,G05-11,G05-12,G05-13,G05-14,G05-15

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Minimum Number of Track G5 Port Moody hand brakes G5 Loaded train delay in spotting as per Item 1 5 on west end G5 meeting criteria in as per Item 2 May not be required. G5 Empty equipment left unattended 5 on east end

Vancouver Intermodal Facility, Pitt River

Minimum Number of VIF Track(s) hand brakes

P3, P4 and P5 (equipment) 2

P3, P4 and P5 (train) 5 on east end

P6 through P9 2

P12 through P22 2 on west end

Vancouver Yards

Equipment Left Unattended in the following tracks must be secured as follows:

Yard & Industry Tracks Second Minimum Number of hand brakes Narrows to End of Track

K yard 3 on east end

L yard 2 on west end

N yard 2 on east end

O yard 2 on east end Main Track (between signals 1242S & 3 on head end 1290B) Waterfront yard 2 on east end

DP World L81 1 on east end

Lantic Sugar L15 1 on each car Alliance Grain Terminal L56 1 on south end (Exception: 2 on south end track #1 dumper) Vanterm East and West L67 1 on south end TSI Oil L66 1 on north end West Coast Reductions L26 2 on north end Pacific Elevators L74 1 on south end Columbia Containers L40 1 on west end Cascadia 5 on west end Note: Location of brakes (east end or west end) may be modified by Field Ops Supervisor Crews are reminded that when you apply hand brakes you MUST test the effectiveness.

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BULLETIN NO. BCO-011/13 Revision to Time Table 41 Module 6, Mission Subdivision Footnotes 9.0

Time Table 41, Module 6, Mission Subdivision, Mission Subdivision Footnotes 9.0 Public Crossing at Grade is revised to read as follows:

9.0 Public Crossing At Grade

9.1 Warning devices at the following public crossings may be activated by keying code on radio channel indicated, but will stop after 30 seconds unless movement detected by constant warning time devices:

Mile Crossing Channel Code 5.68 McClure Road CP 1 05681 6.51 George Ferguson Way CP 1 06511 6.59 Essendene Ave CP 1 06511* 7.64 Marshall Road CP 1 06591* 9.12 Vye Road CP 1 009121*

BULLETIN NO. BCO-015/13 Revision to Time Table 41, Module 15 - Vancouver Terminal Tower Codes

Vancouver Terminal will be migrating to a new radio system effective 1100 PST on January 30, 2013. Channels and Call-in Codes will remain the same, however site Point to Train and Utility Tower Codes for Local Repeater and Extended Repeater features will change at this time as per the appended table. This migration will take approximately 5 minutes to complete.

Point to Train and Utility Tower Codes indicated in Time Table No 41, Module 15 Vancouver Terminal:  in Tower Code columns on page 1/10;  in Footnote 12.6 H on page 8/10; and  in Footnote 12.7 J on page 9/10 are revised accordingly.

Cascade Track Existing New Point Existing New Local Repeater Extended Subdivision Mileage Point to to Train Utility Utility (XXX is the last Repeater Towers Covered Train Tower Tower Code Tower Code Tower three digits of (XXXX is the Code Code tower code) tower code) Coquitlam 106.4‐114.1 071 2081 171 2181 *ZXXX# *ZXXXX# Cassin 114.1‐123.5 N/A 2083 N/A 2183 *ZXXX# *ZXXXX# Williston 123.5 ‐129.1 072 2084 172 2184 *ZXXX# *ZXXXX#

Westminster Track Existing New Point Existing New Local Repeater Extended Subdivision Mileage Point to to Train Utility Utility (XXX is the last Repeater Towers Covered Train Tower Tower Code Tower Code Tower three digits of (XXXX is the Code Code tower code) tower code) Coquitlam 0‐3.5 071 2081 171 2181 *ZXXX# *ZXXXX# Port Mann 3.5‐9.2 N/A 2082 N/A 2182 *ZXXX# *ZXXXX#

Marpole/Van Track Existing New Point Existing New Local Repeater Extended Horne Spur Mileage Point to to Train Utility Utility (XXX is the last Repeater Towers Covered Train Tower Tower Code Tower Code Tower three digits of (XXXX is the Code Code tower code) tower code) Marpole All 073 2085 173 2185 *ZXXX# *ZXXXX#

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BULLETIN NO. BCO-028/13 Revision to Time Table 41, Module 3 Cascade Subdivision – Katz Siding

Siding Katz, Cascade Subdivision, between siding signals 436D Katz East and 449B Katz West is removed from service.

Time Table 41, Module 3 Cascade Subdivision (East), is revised accordingly by deleting siding capacity at Katz from station column on page 1/5, and deleting reference to Special Derail on siding Katz in Footnote 11.3.

BULLETIN NO. BCO-054/13 Signal and Track Changes between Mile 22 and Pratt, Page Subdivision

New station View added at mile 23.6 Page Subdivision. BCR siding at Pratt and junction switch with SRY (Southern Railway of BC) extended eastward approximately 0.4 miles to View.

All controlled signals at Pratt, Signals 239 (CP), 142 (SRY) and 02D and 02 (BCR) removed from service, and replaced with controlled signals at View as follows:

Westward Signal 235; Eastward Signal 146 governs movements from SRY; and Eastward Signals 236 and 236B govern movements at the east end of Pratt siding. Signals 235, 146 and 236B display 3 lights in line on a tall mast; and Signal 236 displays 2 lights in line on a tall mast.

Time Table No 41, Module 10 Page Subdivision is revised as follows:

In the station column: . add new station View at mile 23.6, the junction with SRY; and . show a signaled siding at Pratt, with capacity of 9870 feet (including the portion on BCR Port Sub).

Add footnote to Item 4.0 (Speeds) reading:

“Maximum speed 30 MPH on that portion of siding Pratt between Signal 236B, View, and Station Name Sign Pratt, Mile 24.0.”

Add footnotes to Item 6.0 (Centralized Traffic Control) reading:

“Siding at Pratt is a signaled siding and CTC Rules apply. Siding begins at Signal 236B, View”, and “When westward Signal 221, mile 22.0 displays: Rule 409 ‘Clear to Slow’ the route at View is set for SRY; or Rule 407 ‘Clear to Medium’ the route at View is set for Pratt siding.”

BULLETIN NO. BCO-055/13 Signal Changes Between Mile 22 and Pratt, Page Subdivision

Effective after 1200 Thursday February 21, 2013, the following signal changes are made on the CP Page Subdivision between mile 22.0 and Pratt to accommodate the siding extension project:

Eastward signals: Signal Approximate Capable of Displaying Indications Change Number Location (Rules): BCR Pratt Removed from service N/A 02D, 02 SRY 142 Pratt Removed from service N/A View, south side of New signal placed in service 236 405, 411, 415, 436, 439 main track - 2 lights in line on a tall mast View, north side of New signal placed in service 236B 422, 427, 436, 439 Pratt siding - 3 lights in line on a tall mast New signal placed in service SRY 146 View 422, 427, 436, 439 - 3 lights in line on a tall mast

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Westward signals: Signal Approximate Capable of Displaying Indications Change Number Location (Rules): 221 Mile 22.0 2 new indications added New indications – 409, 415 New signal placed in service 235 View 405, 411, 415, 422, 424, 427, 436, 439 - 3 lights in line on a tall mast 239 Pratt Removed from service N/A

Rule Signal name Rule Signal name 405 Clear Signal 424 Medium to Medium 409 Clear to Slow 427 Medium to Stop 411 Clear to Stop 436 Restricting Signal 415 Advance Clear to Stop 439 Stop Signal 422 Medium to Clear

BULLETIN NO. BCO-070/13 Revision to Time Table 41, Module 15 Vancouver Terminal Footnote 2.2

Vancouver Terminal Footnote 2.2

The third dash of Vancouver Terminal Footnote 2.2 on page 2/10 of Time Table 41, Module 15, specifying a restriction on bridge mile 109.58, Cascade Subdivision, is revoked.

BULLETIN NO. BCO-078/13 Revision to Time Table 41 Module 10 Vancouver Terminal Footnotes Item 9.1

Vancouver Terminal Footnote Item 9.1 on page 4/10 of Time Table 41, Module 15 is revised to include:

Whistle signal Rule 14(l) is prohibited at public crossing at grade mile 126.85 – Victoria Drive. When required, all other whistle signals must be sounded as prescribed by Rule 14.

BULLETIN NO. BCO-099/13 Revision to Time Table 41 Module 15 - Special Derail Installed at Port Moody

Special Derail located on West end of track G5 Port Moody, Mile 117.2 Cascade Subdivision.

Page 1 of Module 15 Time Table No. 41 is revised by adding the letter S adjacent to station Port Moody in the station column.

BULLETIN NO. BCO-102/13 Cascade Subdivision (East) Tower Codes – Re-issue

Point to Train and Utility Tower Codes indicated in Time Table No 41, Module 3 Cascade Subdivision (East):  in Tower Code columns on page 1/5; are revised accordingly.

Cascade Track Existing New Point Existing New Local Extended Subdivision Mileage Point to to Train Utility Utility Repeater Repeater Towers Covered Train Tower Tower Tower Code Tower (XXX is the (XXXX is the Code Code Code last three tower code) digits of tower code) Maple 103.0–106.4 N/A 2076 N/A 2176 *ZXXX# *ZXXXX# Meadows Albion 96.0-103.0 064 2075 164 2175 *ZXXX# *ZXXXX# Ruskin 89.0-96.0 N/A 2074 N/A 2174 *ZXXX# *ZXXXX# Mission 77.0-89.0 063 2073 163 2173 *ZXXX# *ZXXXX# Harrison Mills 72.0-77.0 062 2072 162 2172 *ZXXX# *ZXXXX# Agassiz 51.7-72.0 061 2071 161 2171 *ZXXX# *ZXXXX#

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E. SAFETY RULE BOOK For FIELD OPERATIONS

BULLETIN NO. BCO-122/12 Safety Rule Book for Field Operations – T8 Crossing Over Rail Equipment

Page 19 of the Transportation Field Operations Safe Work Procedures Manual, T-8 Crossing Over Rail Equipment please add the following: Intermodal If recommended practice of 3 point contact cannot be maintained, cross over by way of another rail car that has platform equipped with a handrail when practicable . If crossing over an Intermodal car is required, the safe method to be followed is:  Request 3 Point protection from Locomotive Engineer  Visually inspect platform to ensure free of any tripping hazards, eg., snow, ice, damage.  Platform is not to be crossed if tripping hazard is present.

If no Locomotive is attached, the Coquitlam Tower, Williston Supervisor Operations or Kamloops Supervisor Operations are to be contacted to ascertain permission to cross over equipment. In all other instances it will be necessary to ensure there are no other movements on the track affected. BULLETIN NO. BCO-123/12 Safety Rule Book for Field Operations Section II, Rule T - 4 Company Vehicles

Section II, T- 4 Company Vehicles New Requirement: Prior to operation of a vehicle the driver must conduct a walk around of the vehicle to identify any obstacles, clearance restrictions, or adjacent vehicles that may interfere with executing a safe movement.

*Commercial Vehicle – a vehicle weighing more than 10, 000 lbs. or 4, 500 Kg. Examples include but are not limited to BTMFs, Material Handling Trucks, and Welding Trucks.

**Restricted Rear-view - applies to trucks that are equipped with a canopy or service body that restricts visibility through the rear window.

For Commercial Vehicles and Vehicles with a Restricted rear view, if no passenger is available and if you need to check clearances to prevent a collision, the driver should stop the reverse movement and get out to check.

BULLETIN NO. BCO-124/12 Change to Safety Rule Book for Field Operations – T-24 Riding Equipment

Safety Rule Book for Field Operations T-24 Riding Equipment, Page 43 please add the following item:

8 (a) Movements must not exceed 20 mph when an employee is riding on the side of equipment when pulling or shoving. Consideration must be given to the location employee is riding, potential for adverse slack action, and any condition that may affect the safety of the movement.

BULLETIN NO. BCO-179/12 Change to Safety Rule Book for Field Operations

Background: with the recent changes to rule T-11 Entraining/Detraining that permits employees to entrain/detrain moving equipment when;

 Conditions are safe,  At a walking pace not exceeding 4 mph  Only after they have demonstrated proficiency in entraining and detraining to a manager.

The following rules in the Safety Rule Book for Field Operations are changed to accommodate this rule change.

Effective immediately upon successful T-11 Entraining/Detraining moving equipment certification;

T-6 Coupling/Uncoupling, Item 1 on page 18 is replaced with the following:

1. Before coupling cars:  If riding equipment prior to coupling, detrain (if riding a locomotive, you are exempt from detraining); and  Ensure couplers are aligned and that at least one knuckle is open.

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T-23 Restricted/Close Clearances, Item 2 on page 43 is replaced with the following:

2. When riding on equipment, detrain before reaching a restricted/close clearance.

BULLETIN NO. BCO-244/12 Change to T-1 Air Hoses

Effective immediately (Canada only), Safety Rule Book for Field Operations T-1 Air Hoses bullet #6 – is no longer in effect.

T-1 Air Hoses reads

6. It is prohibited to “bottle the air” on a car.

Important – Bottling the air on equipment is permitted providing a sufficient number of handbrakes have been applied and the effectiveness tested to prevent any unintended movement.

Remember - The key factor to securing equipment is to ensure the effectiveness is properly tested after sufficient hand brakes have been applied. When brakes are released to test effectiveness, allow sufficient time for the air brakes to fully release.

BULLETIN NO. BCO-245/12 Change to T-27 3-Point Protection

Effective immediately; Safety Rule Book for Field Operations T-27– is revised as follows;

T-27 3- Point Protection

Provide 3-point protection when cars are connected to locomotives and when:

 working on the ground with one or both feet between the rail; or  working on the ground and breaking the plane of the rail with your torso between or around the equipment.

When applying 3- point protection the automatic brake is not required if the engineer ascertains that the locomotive brake(s)are sufficient to hold the equipment. The employee requesting the three point protection can still request that the automatic brake be applied if needed to prevent unintended movement.

Note: Any other department i.e. mechanical, engineering etc. that requests three point protection must have the automatic brake applied.

Safe Work Procedure: Applying 3-Point Protection

Step 1: Apply engine brakes and automatic brake (if required) Step 2: Center the reverser. Step 3: Open the generator field switch. Step 4: Communicate to your crew member that 3-point protection has been applied.

Safe Work Procedure: Releasing 3-Point Protection

Once confirmation is received the 3-point protection is to be removed: Step 1: Close the generator field switch. Step 2: Move the reverser to forward or reverse. Step 3: Release the brakes. Step 4: Communicate to your crew member that 3-point protection has been released.

Safe Work Procedure: Applying 3-Point Protection in Remote Control Locomotive Service (RCLS)

Ensure that the operator in control communicates that 3-point protection is established. Confirm with controlling belt pack operator that: Step 1: Speed selector is in “STOP”. Step 2: Reverser is in “NEUTRAL”. Step 3: Automatic train brake is in “LIGHT” or greater.

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BULLETIN NO. BCO-004/13 Change to T-9 Derails

Background: As we continue to review our rules and work procedures to ensure an efficient and safe operation, it was suggested that T-9 Derails bullet #4 be reviewed. This rule currently reads; 4. “When entering a track with a derail, do not ride a car over a derail left in the non-derailing position. Entrain the movement at a point past the derail. Exemption – special derails with locks.” After conducting a risk assessment involving both union and management, it was determined that if employees follow existing rules and communicate as required there was no need for this portion of the rule. As such, effective immediately, T-9 is revised and bullet #4 as shown above is removed.

The following are issued as reminders:

CROR General Rule C (i) Employees must; be vigilant to avoid the risk of injury to themselves or others; Crew members are jointly responsible to make verbal communication between each other and confirm it is properly understood whenever any of the following work activities apply to them:  derails are required to be handled and/or locked

T-0 Job Briefings 1. Job briefing is led by the conductor/foreman. Crew members must have a clear understanding of the tasks to be performed prior to commencing any work and/or when conditions change. The conductor/foreman is responsible for completing the applicable form as required.

Remember: Effective job briefings ensure crew members communicate critical information pertaining to safe train operations prior to and throughout their tour of duty in road and yard service. Before performing any job involving two or more employees, a job briefing must be held to ensure that all employees have a clear understanding of:

 The task to be performed  Employee individual responsibility  Situational awareness

BULLETIN NO. CPSB005-13 Change to T-21 Personal Protective Equipment and Clothing – Eye & Face Protection

Effective immediately it is mandatory that approved safety eyewear be worn inside the cabs of locomotives, all track units (i.e. Hi-rail vehicles, on-track equipment ) and all mobile equipment at all times, regardless if the windows are open or closed.

The current exemption as written under T-21 Personal Protective Equipment and Clothing- Eye and Face Protection (bottom of p. 38 of the Field Operations Safety Rule Book) is changed to read as follows:

Exemptions

You are exempted from wearing approved safety eyewear in:

 Office areas;  Designated lunch break areas;  In vehicles (i.e. cars, crew vans, trucks, taxis) with windows closed;  Passenger rail cars; and  Areas where exemption has been granted based upon a risk assessment that indicates an adjustment to the personal protective equipment requirement.

The Personal Protective Equipment and Clothing Chart has also been changed as follows:

T&E PPE Hearing Gloves/ High Hard Respiratory Eye Safety Requirements Protection Mitts Visibility Hat Protection Protection Footwear Vest M = mandatory R = as required - Not required

In locomotives- R - - - - M M Closed windows

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In locomotives- R - - - - M M Open windows

F. SUBDIVISION INSTRUCTIONS

(I) Cascade Subdivision (0.0 to 106.4)

a) The minimum numbers of handbrakes applied to Easbound trains with power attached at North Bend, East of the Chaumox Road crossing mile 0.40 Cascade Subdivision will be (5).

b) Watch for high and uneven footing and close clearances on the south side of spur track off the south track at Mile 93.8 Cascade Subdivision

c) Spotting Bad Orders When Set Off On-line

In order to ensure our Mechanical Department is able to access and repair bad order cars setoff on line, signs have been erected to ensure these B/O cars are properly positioned where there is road access at the designated setoff locations.

When setting off bad orders on line, please ensure B/O cars are setoff in accordance with the signage at the following location:

Example:

NICOMEN SOUTH STORAGE TRACK EAST END. And AGASSIZ NO. 2 SOUTH STORAGE TRACK EAST END.

Cars to be set off WEST of the above sign.

SADDLE ROCK BACKTRACK EAST END.

Cars to be set off BETWEEN the above signs.

SPUZZUM NO 2 BACKTRACK WEST END.

Cars to be set off WEST of the above sign. d) Switches in North Bend Yard

In the application of Rule 104 (o), a movement may leave non main track switches in the North Bend Yard lined and locked in either position. e) Providing Fuel Levels to the CP Cascade Sub RTC Crews departing Roberts Bank with CP coal trains are required to provide fuel levels of all locomotives in their train to the CP Cascade Sub RTC when calling for signals at Mission. f) Yard Speed Increase

North Bend Passing track – 15 mph

(II) Mission Subdivision nil

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I. TERMINAL INSTRUCTIONS

(I) Vancouver Terminal (Cascade Subdivision 106.4 to 129.1. Also Williston Yard Area, Port Moody Area, Westminster Sub, Van Horne, Ioco and Marpole spurs)

BULLETIN NO. 212/09 Shifted Load Reduction

Effective immediately, in addition to requirements found in the GOI, the following will be implemented to reduce shifted loads originating in Vancouver Terminal:

INTERMODAL & MULTI-LEVEL AUTOMOBILE CARS (Whether loaded or empty)

 Must be shoved to rest or coupling. Do not hump or cut off in motion.  Do not allow to be struck by a car traveling under its own momentum.  Do not couple onto with more force than necessary to complete coupling.  Couple with care to avoid damage to lading.  Do not couple from a distance (Radar couplings)

BULLETIN NO. BCI-146/12 Noise Issues – New Westminster

At a recent meeting in New Westminster, we were advised that residents living along the south side of the Dock Yard between mile 8.5 Westminster Subdivision and mile 16.0 Marpole Spur (north side of Quayside Drive) have expressed significant concern about the amount of noise from railway operations.

Although we explained that four (4) railroads operate in this area, we committed to ensuring that CP employees working in and around the Dock Yard are aware of these noise concerns and take all reasonable steps to ensure we operate with as little annoyance to the public as possible.

In this regard:

 Maximum coupling speed in this area is reduced from 4 mph to 2 mph.  Cars must not be cut-off in motion, all cars must be shoved to rest.  Lowest throttle position possible is to be used to facilitate the movement i.e., Lifting train, etc.  Crews on locomotives that are inactive for 20" or more must ensure locomotives are shut down (manually or Smart Start).

This is also a reminder of Canadian Pacific’s Corporate Environmental Plan to be recognized as the most environmentally responsible railway by our employees, customers, regulators, suppliers and the communities in which we operate.

Your assistance and cooperation in this regard is appreciated.

BULLETIN NO. BCO-128/12 Transfer Speed Exemption – Vancouver Terminal

On April 15, 2011 the Minister of Transport granted an exemption to CP from the speed requirements for transfers as contained in the definition of Transfers within the CROR, subject to the following conditions:

 The tail end car is equipped with an operative and tested SBU.  The tail end three cars must be verified to have operative brakes (application and release).  Prior to departing Vancouver a pull-by inspection or equipment is required on both sides at a speed not exceeding 5 mph  Departing Coquitlam a pull by inspection is not required.  Transfers subject to this exemption must not exceed 30 miles per hour (MPH)

A Vancouver Terminal Transfer Movements Job Aid job aid has been developed to clarify procedures regarding Transfer Moves between Vancouver, Coquitlam and New Westminster. These job aids can be obtained from Coquitlam or Williston Supervisor Operations or a Trainmaster.

Any questions or concerns should be directed to your immediate supervisor or a Trainmaster for clarification.

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BULLETIN NO. BCO-029/13 Connecting Track Between the ‘L’ Lead and the CN Lead (M127.2)

All movements travelling through the connecting track (crossover) between the ‘L’ lead and the CN Lead, which heads towards Vanterm East and Pacific #3 House are restricted to 5 MPH and must not handle more than sixty eight (68) cars or platforms (loads or empties) at any one time. This applies when pulling or spotting Vanterm East or Pacific Elevator.

BULLETIN NO. BCO-082/13 Vancouver Waterfront Noise Reduction and Control Instructions - UPDATE

1. All railway crossings over Stewart and Commissioner St. are designated and posted as PRIVATE CROSSINGS; Whistle signal as prescribed by CROR 14(l) is NOT required 2. Testing of the Whistle and Bell on the Williston Shop track is not permitted and can be done once leaving the vicinity of the Shop Track.

Victoria Drive east

3. Cars must not be cut off in motion. All cars must be pushed to coupling. 4. Cars must not be coupled with more force than necessary.

BULLETIN NO. BCO-122/13 Mile 0.6 Van Horne Spur to End of Spur – Out of Service

Van Horne Spur is out of service from mile 0.6 to end of Spur.

(II SBU Intructions

The following applies to all trains arriving into Vancouver Terminal. When arriving to Coquitlam yard please leave SBU’s on the locomotives to the shop track. Diesel Shop staff will recover the SBU’s and return to the car shops as required.

Coquitlam In all cases arriving trains must have the correct SBU number recorded on the IDP 125. Conductors are to remove the SBU and place it next to the closest switch and advise the Supervisor Operations of its number and location when handing in their IDP 125 to the tower.

Vancouver, Sapperton and Port Moody For trains yarding in Vancouver, Sapperton or Port Moody, crews must stop at tail end of train and pick-up the SBU and return it to Coquitlam.

Vancouver Intermodal Facility - VIF When the tailend of your train is left at VIF, the Conductor is responsible to advise the Supervisor Operations of its Number and location when handing in their IDP 125 to the tower.

Vancouver Terminal Roadswitchers All Vancouver Roadswitchers are to report to the Supervisor Operations the SBUs they are taking, and on return, the SBUs returned and its location. Roadswitchers are also responsible to remove the SBU and place it next to the closest switch and advise the Supervisor Operations of its number and location.

If in Vancouver, Roadswitcher must return with the SBU they arrived or confirm arrangements with the Supervisor Operations to have retrieved and recorded.

These instructions may only be modified by the Trainmaster or Supervisor Operations on duty.

The intent of these instructions is to ensure we maintain an accurate inventory of SBUs. On a system basis on any given day hundreds of SBUs, worth millions of dollars remain unaccounted for. Each SBU is estimated to be worth upwards of $7,500. In addition we pay costly “rents” to foreign roads for any foreign SBUs last record on our line. In order to remain cost effective we must ensure this resource is managed effectively.

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(III) Coquitlam Yard a) BULLETIN NO. BCO-077/13 Flat Switching Rules for Coquitlam Yard - UPDATE

FLAT SWITCHING RULES FOR COQUITLAM YARD COMMON PROCEDURES 1. Employees are required to switch equipment by releasing them on their own momentum. 2. When switching is performed, precautions must be taken by crew members to prevent unintended rollbacks and/or fouling of other tracks and equipment. 3. If equipment is present in a track, before switching is commenced crews must confirm securement status of track(s) to be used. Confirmation can be obtained via: i. Supervisor Operations, ii. personal transfer of information from another crew. Note: In the event confirmation cannot be received, the crew must confirm securement status by personal observation.

YARD SPECIFIC PROCEDURES

Unless otherwise instructed, the procedures listed below apply to switching in the East end of B-Yard or West end of X-Yard. For the purpose of this instruction, B Yard comprises tracks BT-01 thru BT- 19. The X-Yard comprises of tracks X-Lead and XT-23 thru XT-42. B-Yard i. GOI Section 14 item 1.3 (a) instruction DOES NOT APPLY while switching the East end of the B-Yard. ii. Please note that GOI Section 14 item 1.1 (f) instructions DO NOT APPLY, when cars are left in any of the B-Yard tracks. If there are three or more cars on a track they must be shoved to the West end of the track and secured on the West end with 3 handbrakes. iii. Equipment previously secured does not require an effectiveness test when adding or removing equipment, unless the hand brake(s) on any of the previous cars have been released to facilitate switching or removal. In the application of Rule 113(a), equipment left as per the procedures above, are considered secured for the purpose of coupling to equipment. iv. Before leaving equipment unattended: - Cars on all tracks must be coupled together unless otherwise instructed. Any individual cuts must be secured. - Advise the Supervisor Operations which tracks (if any) were secured, the location and number of handbrakes applies.

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X-Yard When cars are left in the X-Yard tracks they must be secured with five (5) handbrakes on the East end, except: tracks XT-23, 24, 28 and 29 which are secured with two (2) handbrakes on the East end. When switching the West end of the X-Yard no more than two (2) loaded cars, or a cut of cars containing no more than (2) loaded cars, may be released on their own momentum at any time. When releasing equipment under its own momentum toward tracks XT30 thru XT34, the west end of the standing portion of these tracks must be west of the Coast Meridian overpass. Note: Care and good judgment must be used when releasing loaded cars under their own momentum.

b) All crews on arriving trains into Coquitlam are to contact the locomotive planner for locomotive shop track yarding instructions.

“Diesel A/1” channel on your digital hand held radio is to be used when contacting the planner for instructions.

If your hand held radio does not have this channel, please take it to the radio shop and they will program this channel into your radio. c) When a CP crew takes control of a 604 crude train from the BN the crew must report the fuel levels of the locomotives to the Supervisor Operations prior to departure from Coquitlam

d) Yard Speed Increase – Coquitlam Yard

Yard speed has been increased on the following tracks to 15 mph:

 Tracks X41/X42 and the lead tracks connecting to X41/X42 and the X-Lead.  X-Lead from X41/X42 divider switch on the east end and through to the main track at Smith and including 105 portion of track on North between 1099N and 1098N dwarf signal.  X-lead west end from X41/X42 and the connecting tracks, through the X-Lead up to and including the C3 extension to the main track at Westwood.  A-Yard – All Tracks including leads and crossovers – 15 mph  C1, C2 – Including crossovers – 15 mph  C3, C2 crossovers at McCauley – 15 mph

e) BULLETIN NO. BCO-050/13 Information Required when Contacting the Coquitlam Tower

All Westbound Trains when contacting the Coquitlam tower for yard instructions are to supply the following information to the Supervisor Operations upon the initial call

 Train Symbol  Train Length  Hours remaining on their clock

(IV) Vancouver Intermodal Facility

BULLETIN NO. BCO-208/12 Consist Review for Vancouver Intermodal Facility

Effective immediately all westbound trains are to check their paperwork and verify whether their train contains traffic for Vancouver Intermodal Facility (Station 9714). If your train does contain traffic for VIF you must contact the Supervisor Operations Coquitlam before passing Maple Meadows to verify yarding instructions.

BULLETIN NO. BCO-106/13 Yard Speed Increase

Yard speed has been increased in all tracks to 15 mph

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H. BULLETINS IN EFFECT

 BULLETIN NO. BCO-136/07 Restricted Clearances West Coast Express Compound Mission  BULLETIN NO. BCO-204/08 Minimum Handbrake requirements at North Bend  BULLETIN NO. BCO-010/09 CP/CN Operating Differences Manual CN Ashcroft & Yale Subdivisions  BULLETIN NO. BCO-101/09 Update – Crew Change Pull-by Inspections – Reissue  BULLETIN NO. BCO-119/09 Documents and Paper Work to the Tower  BULLETIN NO. BCO-179/09 Mandatory Requirements to Carry Subdivision TGBO’s  BULLETIN NO. BCO-312/09 VIA Rail – Blue Flag / Derail Devices  BULLETIN NO. BCO-313/09 Controlled Block / Advance Signals Voiced Over the Standby Radio Channel  BULLETIN NO. BCO-078/10 Work Enroute  BULLETIN NO. BCO-143/10 Movements En Route to the Cascade Subdivision from the CN Yale Sub  BULLETIN NO. BCO-178/10 Checking Fuel Level Readings on Empty Coal Trains at Roberts Bank  BULLETIN NO. BCO-026/11 Train Documentation for Empty Coal Trains Departing Roberts Bank  BULLETIN NO. BCO-098/11 Air Hose Extensions on Coal Cars  BULLETIN NO. BCO-148/11 Two Crews Working in Same Track – Instructions  BULLETIN NO. BCO-154/11 Electronic Parking Brake on CP8900 to 8960  BULLETIN NO. BCO-178/11 #1 Brake Test Exemption on Export Coal Trains  BULLETIN NO. BCO-212/11 Restarting MP15DC Units (CP1440-CP1444)  BULLETIN NO. BCO-057/12 Rotary Coupler Trial on IS Coal Trains – Update  BULLETIN NO. BCO-126/12 Contacting Pitt River Bridgetender  BULLETIN NO. BCO-127/12 Electronic Parking Brake on CP8900 to CP8960 and CP9350 to CP9379  BULLETIN NO. BCO-186/12 Tripping Hazards Mile 115.89 Cascade Subdivision – PCT  BULLETIN NO. BCO-292/12 Reporting of Yard Pull Time Clarification  BULLETIN NO. BCO-091/13 Bridgetender Hours of Operation – Harrison Bridge Mile 68.20 Cascade Sub  BULLETIN NO. BCO-126/13 Coal Train Dusting Issues

 Indicates Bulletins are appended

 BULLETIN NO. BCO-136/07 Restricted Clearances West Coast Express Compound – Mission

Do not ride on side of equipment in WCE compound at Mission due to restricted clearances.

Restricted clearances not marked by restricted clearance signs, located at the train wash facility at the west end of the compound, as well as off track equipment and storage containers located adjacent to tracks 1, 2 and 3 within the facility.

 BULLETIN NO. BCO-010/09 CP/CN Differences Manual CN Ashcroft and Yale Subdivisions – May 28, 2008

Canadian Pacific employees must be in possession of this document when operating on the CN Ashcroft & Yale Subdivisions.

 BULLETIN NO. BCO-119/09 Documents and Paper Work to the Tower

Conductors on Westbound trains must ensure they bring all required documents to the 3rd floor (tower) for faxing and proper storage. They include but are not limited to:

a) form 125- fax to Winnipeg and place in marked bin. b) form 1225- fax to NMC Car Planning Specialist. c) crew to crew form – place in marked bin for storage d) Completed work orders- fax to Winnipeg and place in marked bin

Conductors on trains where the Vancouver terminal is not the final destination for that train, ( i.e. CP and CN sulphur trains ), must ensure the crew to crew form is delivered to the Supervisor Operations to ensure it is kept secure for future crews.

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 BULLETIN NO. BCO-179/09 Mandatory Requirements to Carry Subdivision TGBO’s

All RTE’s are to ensure they are in possession of Subdivision TGBO’s for every tour of duty, so they may go to work on-line in the event of deadheading or otherwise.

 BULLETIN NO. BCO-312/09 VIA Rail – Blue Flag / Derail Devices

VIA Rail provides the following information regarding their blue flag/derail devices located within the West Coast Express Compound, Mission.

Devices combining a blue flag and a derail are located within the WCE compound at Mission:

 on track 1 at the west end;  on the lead at the west end between the switches to tracks 1 and 2; and  at the east end of the yard between the lead switch and the track gate.

Such derail locations are not marked by a derail sign or target.

The devices operate as follows:  when the blue flag is displayed, the derail is in the derailing position; and  when the blue flag is removed (dropped to the ground), the derail is in the non-derailing position.

This equipment is for the protection of VIA Rail mechanical forces, is to be handled exclusively by them and will be secured with a VIA Rail Mechanical Department lock.

When the protection of VIA Rail mechanical forces is no longer required, the blue flag will be removed (dropped to the ground) and the derail left locked in the non-derailing position.

 BULLETIN NO. BCO-313/09 Controlled Block / Advance Signals Voiced Over the Standby Radio Channel

In order to clarify the application of CROR Rule 578 the following is applicable. All designated controlled block signals and their advance signals, as per the examples below, must be voiced over the standby radio channel. The broadcast must include:

• the train designation and the name of the advance signal displayed TO the controlled location; and • the train designation and the name of the signal displayed AT the controlled location.

Example in single track "CP 9502 East - Clear signal TO Kanaka West, OUT." "CP 9502 East - Clear signal AT Kanaka West, OUT." “CP 9502 East- Clear signal At Kanaka East, OUT.”

In addition, after broadcasting a Stop signal, a crew member must broadcast the name of the signal displayed when leaving the controlled location.

Example: "CP 9502 East - Stop signal AT Kanaka East, OUT." "CP 9502 East - Medium to Clear LEAVING Kanaka, OUT."

Note: The track being occupied must be voiced when operating in multitrack. When crossing over between main tracks in multitrack, both tracks must be stated.

Example in multitrack "CP 9502 East on South track - Clear signal TO Ruskin, OUT." "CP 9502 East on South track - Clear signal AT Ruskin, OUT." or "CP 9502 East on South track - Clear to Medium TO Ruskin, OUT."

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"CP 9502 East on South track - Medium to Clear AT Ruskin, crossing over to the North track, OUT."

This applies to all CN crews as well operating on CP track.

 BULLETIN NO. BCO-078/10 Work Enroute

The following instruction applies to all crews with work on line.

Trains originating at Coquitlam

Prior to departing, Conductors are to consult with the Supervisor Operations.

Enroute

 After departing the initial terminal, on first opportunity, all crews CN/CP with work on line (Thompson, Cascade, Mission Subdivisions) are to notify the respective RTC’s. This will enable the RTC to properly line up each movement and ensure arrangements are made to protect the setoff(s) or lift(s).

 BULLETIN NO. BCO-143/10 Movements En Route to the Cascade Subdivision from the CN Yale Sub All movements en route to the Cascade Subdivision from the CN Yale Subdivision must contact the CP RTC and provide their location, train symbol and lead unit number when accepting signal indication at CN Glen Valley or CN Arnold.

This must be done prior to accepting signal indication at Page or Matsqui Junction.

 BULLETIN NO. BCO-178/10 Checking Fuel Level Readings on Empty Coal Trains at Roberts Bank

All empty coal trains departing Roberts Bank MUST check the fuel level readings on all locomotive in the train's consist, and report these levels to the Locomotive Manager - West. Contingency plans can then be made to avoid unplanned events. Roberts Bank Road Switchers - Upon exiting a train from a dumper at Roberts Bank, check all fuel level readings on the lead and remote consists. Record the fuel level readings and report these to the Locomotive Manager - West at (403) 260-5826. If you get Voice Mail, please leave a message indicating the Train Symbol, Locomotive numbers, and fuel level reading of each locomotive. Roberts Bank Freight crews - Prior to taking control of an empty coal train, determine if the fuel level readings have been recorded by the Road Switcher crew. If the Road Switcher has not recorded and/or reported the fuel level reading to the NMC Locomotive Manager - West, this information must be determined. Once the fuel level readings are received, the outgoing crew will then contact the Cascade Subdivision RTC via the Trackside Radio System and advise the RTC of the fuel level readings on each locomotive on their train.

 BULLETIN NO. BCO-026/11 Train Documentation for Empty Coal Trains Departing Roberts Bank

Effective Immediately - On Arrival at Roberts Bank:

The conductor on loaded coal train will gather all paperwork associated for that train (both the Conductor's and the Locomotive Engineer's), including the outbound wheel report, tonnage profile, and Crew-to-Crew Form. This paperwork will be compiled and placed inside the Conductor's desk so that it will not be thrown our mistakenly by the cleaners.

Upon arrival for duty, the outgoing conductor will check the FIT to see if paperwork for the empty train has been generated. If there are no documents for the empty train in the FIT, the paperwork for the loaded train will be used. Crews are NOT to wait for new paperwork to be sent to the FIT. The paperwork for the loaded movement will be used as it contains all the relevant information, such as the locomotives (and the position of same), number of cars on the train, each specific car number, tare weight of the train and the length of train.

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Upon departure from Roberts Bank, the outgoing crew must advise the Cascade Sub RTC that the paperwork for the train should be sent to the FIT at North Bend for the Kamloops crew to pull. Before departing Roberts Bank SYO should be contacted to confirm if any changes have been made to the train (i.e. a car has been set off).

In closing, Transport Canada has been made aware of this change. It should be mentioned that this same practice is in place for the loaded trains arriving at Sparwood from the mines in S.E.B.C.. Often, if the paperwork for the loaded movement has not been generated, the crews on the loaded trains will use the empty train symbol's paperwork until the train arrives at Fort Steele. The crews on the Windermere sub will then pull the loaded paperwork for the train at Fort Steele.

 BULLETIN NO. BCO-098/11 Air Hose Extensions on Coal Cars

It has been discovered that there are certain types of foreign double rotary coal cars that have a traditional brake pipe layout (crossed-over, with angle cocks on opposite sides of couplers), and not typical brake pipe layout that is commonplace on coal cars (angle cocks all on the same side of the car). This crossed-over brake pipe design will prevent the end hose to successfully undergo rotary unloading operation, due to its shorter length. Although the number of these cars presently in export coal operation are low, employees encountering coal cars with crossed air hoses need to be on the lookout for an indication that Mechanical Services have addressed the issue (by adding and securing a hose extension) and no further actions are required by Running Trade Employees.

Terminals at Roberts Bank. If these cars have had an air hose "extension" applied at the location where the air hoses are crossed, and the extension has been tie wrapped at one of the glad hands, the car(s) is okay to proceed into the dumper in this fashion. If there are air hoses crossed that do not have an extension applied, one must be applied before dumping is to take place. Only air hose extensions that are applied by other than MS employees (i.e.; RTE's) need to be removed prior to the train departing Roberts Bank.

Additionally, the air hose extension(s) that have been tie wrapped on one end, MUST NOT be removed prior to the train departing Roberts Bank, as these cars are safe to travel in this fashion. In all cases, employees must use extreme care and caution when uncoupling an air hose with an extension applied.

 BULLETIN NO. BCO-148/11 Two Crews Working in Same Track – Instructions

SWITCHING INSTRUCTIONS

When two or more train crews are simultaneously performing work in the same yard or industry tracks, extra precautions must be taken:

Same Track:

Two or more crews are prohibited from switching into the same track at the same time, without establishing direct communication with all crew members involved.

Adjacent Track:

Protection must be afforded when there is the possibility of movement on adjacent track(s). Each crew will arrange positive protection for (an) adjacent track(s) through positive communication with coordinator and/or other crew members.

In summary, supervisors are reminded not to assume anything.

Supervisors are to advise both crews when more than one crew is listed to work in a track. Supervisors are to also provide crews with working channels information.

It is the responsibility of the crews to contact each other before work has commenced.

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 BULLETIN NO. BCO-178/11 #1 Brake Test Exemption on Export Coal Trains

As of September 26th, 2011, CP has been operating unit coal trains in Canadian Export coal service between the coal mines in the Elk Valley and the West coast utilizing the Automated Train Brake Effectiveness (ATBE) test in lieu of the traditional #1 brake test. The ATBE test uses data that is received from the Hot Box Detector (HBD) system to monitor wheel temperatures and confirm if the brakes on a car are providing effective retarding force and/or released. Cars that fail to meet set temperature requirements are automatically flagged in the system and will be removed in Golden for repair and testing. The benefits of the ATBE test: • More accurate – able to test the actual effectiveness of the brakes vs observing the piston. • Advance notice of the cars that will be required to be removed from the train for inspection and repair. • Allows CP to trend equipment performance and identify issues before failures occur. (Proactive vs Reactive) Trains that meet the requirements of a ATBE test will not receive a #1 brake test at Golden, however they will still receive a safety and maintenance inspection at that location. For the most part, train crews will not be affected by the change to a great extent. There is a Crew Information Form that is specifically designed for ATBE Trains which has a different Train Brake Status portion (Part 5) on the form.

Crews will still be required to update the form, no different than what they do now. Note: As per GOI Section 13 Item 17.2, all original and subsequent Crew Information Forms must remain with the train until it reaches its final destination (Golden on the return empty move), and must be submitted and retained for audit purposes. Similar to a WILD detector, if the system identifies a car(s) on the train, Cranbrook crews on the Windermere Sub or Revelstoke crews on the Mountain / Shuswap Subs will receive ATBE information on the cars from the RTC after passing the specific HBD’s used to monitor the train (there are 4 locations). This information must be recorded in the Train Brake Status portion of the Crew Information Form and form 1225 filled out. The result of inspections performed for hot wheel notifications from the RTC, must also be recorded on the Crew Information Form. ATBE Trains operating under the TC Exemption must have a minimum of 95% operative brakes. In the event that car(s) are cut out enroute and the 95% requirement cannot be met, then car(s) will have to be reduced from the train to meet the 95% operative requirement. (Note: In the past year of monitoring, no trains have yet to operate with less than the required 95%) In addition to the 95% requirement, crews will still be responsible to ensure that current air brake requirements as per GOI Section 13 are met.

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For example:  Cars lifted enroute will still require a #1A brake test.  Rear 3 cars (cars, equipment or locomotives) of the train must have operative brakes.  No more than 2 cars with inoperative brakes coupled together. This may require the set off or re-marshalling of equipment enroute. Should you have any questions in regards to this process, please contact your Rules Specialist or Local Manager.

 BULLETIN NO. BCO-212/11 Restarting MP15DC Units (CP1440-CP1444)

On locomotives with DC main generators, as on the MP15DC locomotive (CP1440-CP1444), the batteries are connected to the main generator to crank the engine. If the locomotive is receiving a direction command from the reverser the traction motor power contactors will also be closed so the battery power will be applied to the traction motors during engine cranking on restart. This action is likely to cause a small surge while the engine is cranking. This surge is very minor and not noticeable if the locomotive independent brake or hand brake is applied. Please be advised if you are stationary when engine restart is initiated the independent brake or a hand brake can be used to prevent the locomotive from moving during restart.

 BULLETIN NO. BCO-057/12 Rotary Coupler Trial on US Coal Trains – Update

Background: For close to two months, CP has successfully monitored coal trains in the circuit between Chicago and the coal mines in the Elk Valley.

During the initial trial period, only a select group of coal trains were allowed to operate with rotary couplers that were coupled together. Effective immediately, we will be expanding the trial period to allow all trains operating in the corridors between Chicago and the coal mines in the Elk Valley, to be exempt from the requirements of GOI Section 7 Item 16.1(L).

Mechanical Services will no longer be performing the additional inspections (other than required inspections) on these trains. Train crews performing train inspections (passing / pull-by / standing) must report any irregularities with having rotary couplers which are coupled together. Any irregularities found must be corrected, if not able to correct, the equipment must be removed from the train.

Note: Only trains operating in the Chicago to Elk Valley corridors are exempt from the GOI requirements. All other rotary equipment operating outside of this corridor must be marshalled (stripe aligned) as per the requirements of the GOI.

 BULLETIN NO. BCO-126/12 Contacting Pitt River Bridgetender

All crews should contact the Pitt River Bridgetender prior to entering the controlled locations at Smith (Eastward) or Pitt River (Westward) and/or the interlocking limits.

The intent of this bulletin is to provide Information Only to the Bridgetender of your train or engines’ approach to the interlocking, under signal indication, so that the Bridgetender does not unexpectedly put in place Signal or TOP blocking, which may drop the governing signals.

Note: Timetable 41, Vancouver Terminal Module 15, Item 10.1 governs this interlocking.

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 BULLETIN NO. BCO-127/12 Electronic Parking Brake on CP8900 to CP8960 and CP9350 to CP9379

As indicated in the differences bulletin, the new CP 11’s (8900 to 8960) and CP12’s (9350 to 9379) are equipped with an Electronic Parking Brake. The following is provided to familiarize employees of the operating instructions for the parking brake. The Electric Parking Brake can be applied or released electrically by using the Electric Parking Brake pushbuttons or the manual handbrake wheel. The panel has two pushbuttons and four indicators that show the status of the Electric Parking Brake system. The pushbuttons and indicators are:  Power On Indicator Light – This indicator light (1) is illuminated when power is available at the controls.  Electric Parking Brake Applied Indicator – This indicator light (2) is illuminated when the Electric Parking Brake is applied in AUTO mode.  Electric Parking Brake Apply Pushbutton – When the Electric Parking Brake controls are in the AUTO mode, this pushbutton (3) will apply the brake.  Electric Parking Brake Release Pushbutton – When the Electric Parking Brake controls are in the AUTO mode, this pushbutton (4) will release the brake.  Electric Parking Brake Released Indicator Light – This indicator light (5) will be illuminated when the brake has been released in AUTO mode.  Manual Mode Indicator Light – This indicator light (6) will be illuminated when the Electric Parking Brake system is in the MANUAL mode. The APPLY and RELEASE lights may alternately flash signalling that the brake unit is not in a fully applied or fully released position during initial power application. To place the brake in position, press either the APPLY or RELEASE button for one second and release. This will activate the brake and allow the brake to reach the desired position.

The POWER light is intended to let the operator know the brake unit is active. The light is on continuously when the brake unit is powered. If the POWER light begins flashing or is not illuminated, the system has detected an internal fault. If an internal fault is detected or if the brake fails to initialize during power up, toggle the circuit breaker off and on. If cycling the power does not clear the fault, set the circuit breaker to OFF and operate the Electric Parking Brake unit in the manual mode until repairs can be made (Report defective brake to the Central Locomotive Specialist). To change the wheel from the auto to manual mode, pull the knob of the selector handle and rotate the handle to the MANUAL position. Verify the selector handle knob is fully engaged. If the handle becomes difficult to engage, rotate the wheel 180 degrees and re–engage the lever. The MANUAL indicator should illuminate. Turn the wheel clockwise until the brake shoes lock against the wheels. To release the parking brake, turn the wheel counter clockwise until resistance is felt. When returning the selector handle to AUTO position, the MANUAL light may temporarily stay illuminated until the internal gearing aligns. Press and hold the APPLY or RELEASE button to activate the brake and the MANUAL light will turn off. The brake remains fully functional in the AUTO mode until the selector handle is again changed. In the AUTO mode, the wheel spins freely with no resistance.

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 BULLETIN NO. BCO-186/12 Tripping Hazards Mile 115.89 Cascade Subdivision – PCT

Employees are advised to be on the lookout for tripping hazards on and around track GT05 at mile 115.89 Cascade Subdivision until further advised account track work.

 BULLETIN NO. BCO-292/12 Reporting of Yard Pull Time Clarification

all crews at every on duty location will report the “Yard Pull Time” to the S.O. (Supervisor Operations) in charge or the RTC where no S.O. is on duty. The definition of “Yard Pull Time” is as follows: The time the crew starts to move a train to leave the terminal after completing work, including at run short and run long locations. If a train is delayed leaving the terminal due to meets, ES, Mechanical reasons etc., then the Pull Time will be once the train begins moving after the delay.

To be clear, this is NOT the OMTS/AEI departure time of the train. This is the time the train starts to move out of its location.

 BULLETIN NO. BCO-091/13 Bridgetender Hours of Operation – Harrison Bridge Mile 68.20 Cascade Sub

Harrison Swing Bridge operation is from April 22, 2013 to September 27, 2013. Daily hours of operation (Bridgetender on Duty): Monday to Friday from 0700 to 1500, excluding General Holidays.

After hours operation will be as and when required by marine traffic demands, the Bridgetender may be required to remain on duty for longer periods of time including General Holidays and weekends.

Please be governed by applicable CROR, GOI, and Time Table Special Instructions pertaining to this interlocking during manned and unmanned hours.

 BULLETIN NO. BCO-126/13 Coal Train Dusting Issues

In addition to other instructions issued in this regard, to ensure that we are living up to our commitments to communities we operate through between the coal mines and Roberts Bank and return, Train and Engine crews handling loaded and empty coal trains are to be mindful of coal dusting issues present on their trains. Crews are to continually monitor for excessive dusting conditions, and ask other trains and/or ES wayside inspections to monitor for dusting as well. If the dusting conditions are extreme, Crews are to reduce their train speed to 30 mph to avoid dusting. Ongoing monitoring needs to occur, and if dusting conditions continue, reduce train speed in intervals of 5 mph until the desired effect (reduced dusting) has been achieved.

All employees performing wayside inspections of trains are to be mindful of coal dusting and notify the train crew immediately as conditions warrant.

In all cases, the RTC must be notified of any speed reductions made to their trains.

Mark Rickerby, General Manager Operations – Pacific Region If you find that personal problems are having a negative impact on your life, help is available through your Employee And Family Assistance Program (EFAP). To contact the nearest EFAP Referral Agent in your area please call1-800-735-0286.

CROR

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General Operating Instructions

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General Operating Instructions for Engineering Services

Revision Document

Effective 0001 JULY 01/2013 until 2359 October 31/2013

1

CROR, GOI & GOI-ES Revisions – Table of Contents

REVISED CROR AND SSI INSTRUCTIONS ...... 5 Definitions – Add new SSI Definition: ...... 5 SSI to General Rule A – Add new SSI to A(xii): ...... 5 SSI to General Rule C – Add new SSI to C(vi): ...... 5 SSI to General Rule N – Abbreviations: ...... 5 SSI to Rule 3 – Time in Effect: ...... 6 CROR Rules 40.1 - 40.2 - 840.1 - 840.2 – Replaced as follows: ...... 6 SSI to Rule 83(c) – Rescinded and Replaced as follows: ...... 6 CROR Rule 85 – Add new SSI: ...... 6 SSI to Rule 85(b) – Add new SSI: ...... 6 CROR Rule 85(c) – Revised to include the SSI as follows: ...... 6 SSI to Rule 101 (c) – Protection Against Extraordinary Conditions – Add new SSI: ...... 6 CROR Rule 103.1(g) – Replaced as follows: ...... 6 SSI to Rule 103.1(h) – Add new SSI: ...... 6 SSI to Rule 104(i) Note (ii) – Rescinded and Replaced as follows: ...... 6 SSI’s to Rule 104(i) Note (iii) – are revised to read: ...... 7 SSI to Rule 104(o) – Rescinded and Replaced as follows: ...... 7 SSI to Rule 104.4 – Add new SSI: ...... 7 SSI to Rule 111(a) – Add new SSI: ...... 7 SSI to Rule 114(b) (Exception) – Is rescinded: ...... 7 SSI to Rule 116 – Rescinded and Replaced as follows: ...... 7 CROR Rule 121(a) – Revised to include the SSI as follows: ...... 8 CROR Rule 132(d) – Revised to include the SSI as follows: ...... 8 SSI to Rule 134 (a) Item 1. GBO/TGBO is revised to read: ...... 8 SSI to Rule 134 (a) Items 1&2. Add the following:...... 8 CROR Rule 142(b) – Revised to include the SSI as follows: ...... 8 SSI to Rule 147(a) – Is rescinded: ...... 8 CROR Rule 147(b) – Revised to include the SSI as follows: ...... 8 SSI to Rule 157(c) – is revised to read: ...... 8 SSI’s to Rule 303.1 Add the following: ...... 9 CROR Rule 304 – is revised to read: ...... 9 CROR Rule 315(a) – Revised to include the SSI as follows: ...... 9 SSI to Rule 430 – Add new aspect: ...... 10 CROR Rule 578(a) – Revised to include the SSI as follows: ...... 10 SSI added to CTC Section: ...... 10 CROR Rule 803 – Add new SSI: ...... 10 CROR Rule 804 – Add new SSI: ...... 10 SSI to Broadcast requirements under TOP protection: ...... 11 SSI to Rule 855 Add the following: ...... 11 CROR Rule 864 – Replaced as follows: ...... 11 CROR Rule 865 – Replaced as follows: ...... 12 GOI ...... 13 GOI Section 1 ...... 13 Add new Item to page 2 ...... 13 Add new line to SCZ SSI chart on page 3 ...... 13 Item 1.0 – Remove wording ...... 13 Item 1.5 – Change Rule number ...... 13 Item 4.4 – Correction in chart ...... 13 (UTO) BEHIND A MOVEMENT – Replaced ...... 14 GOI Section 2 No Revisions ...... 14 GOI Section 3 No Revisions ...... 14 GOI Section 4 ...... 15 Add new Item to back of Section 4 ...... 15 GOI Section 5 ...... 16 Item 7.1 – Replace Item “b” ...... 16 Item 23.2 – Replace as Follows ...... 16 Item 23.3 – Add Exception to Note ...... 16 Item 26.0 – Add New Exception ...... 16 2 Item 29.0 – Add Paragraph “d” ...... 16 GOI Section 6 ...... 17 Item 20.1 – Revision to Note ...... 17 Item 22.0 – Number Change ...... 17 Item 22.1 – Replace 1st Bullet Point ...... 17 Item 23.0 – Add new ...... 17 GOI Section 7 ...... 17 Item 2.3(a) – Replace as Follows ...... 17 Item 6.2 – Replace Comma...... 17 Item 7.1 – Replace Chart ...... 18 Item 7.3 – Replace as Follows ...... 18 Item 8.2 – Replace Chart & Notes ...... 18 Item 8.5 – Replace Chart ...... 19 Item 15.1 – Step 4 – Replace Establish 3 Point (1) ...... 19 Item 16.2 – Revised Items B&C ...... 19 Item 17.1 – Replace Chart ...... 20 Item 26.1 – Add paragraph (c) ...... 20 Appendix 2 – Replace Chart ...... 21 GOI Section 8 ...... 22 Item 3.1 – Step 1 Revised ...... 22 Item 3.2 – Replace as Follows ...... 22 Item 6.3 – Add New Notes ...... 22 Item 10.0 – Add new ...... 23 GOI Section 9 No Revisions ...... 23 GOI Section 10 ...... 24 Item 2.2(d) – Revise Chart ...... 24 Item 2.2 – Add New Item (g) ...... 24 Item 4.0 – Revise as follows...... 24 GOI Section 11 ...... 25 Item 4.0 – Number Changes ...... 25 GOI Section 12 No Revisions ...... 25 GOI Section 13 ...... 25 Item 3.4 – Replace Note ...... 25 Item 4.5 – Change heading ...... 25 Item 4.0 – Add New Item 4.6 ...... 25 Item 5.0 – add New Item (c) to Note ...... 25 Item 5.1 – Number Change ...... 25 Item 5.1 – Chart Change ...... 25 Item 5.2 – replace Step 5 ...... 25 Item 7.1 – Change First Sentence ...... 25 Item 9.2 – Replace as Follows ...... 25 Item 9.3 – Replace as Follows ...... 25 Item 9.4 – Add note to the bottom of the chart ...... 25 Item 14.1 – Revised as follows ...... 25 Item 16.3 – Replace Item 2 ...... 25 Item 17.2 – Replace Example & Add Q&A’s ...... 26 Item 18.1 – Add New Note ...... 26 GOI Section 14 ...... 26 Items 1.0 & 1.1 – Replaced as Follows ...... 26 Item 1.2 Add New Note ...... 27 Item 1.3(G)(i) Remove Last Sentence and Example: ...... 27 Items 2.0 (E) – Replace Last Bullet Point ...... 27 Items 3.0 (E) – Replace as Follows ...... 27 GOI Section 15 ...... 27 Item 4.0 – Replace as Follows ...... 27 Item 4.0 – Add new Item 4.7 ...... 28 Item 15.1 – Delete second step 6 ...... 28 Item 20.6 – (Exception Chart) is replaced ...... 28 Item 25.3 – Add Paragraph ...... 28 Item 27.0 – Add new item 27.1 ...... 28 Item 28.0 – Replace as Follows ...... 29 3 Appendix 1 – Table 1 Note Change ...... 29 Appendix 1 – Change reference number ...... 29 GOI Section 16 ...... 29 Item 2.0 – Change Item (C) ...... 29 Item 3.0 – Add New Item 3.6 ...... 29 Item 7.0 – Add New Items ...... 29 Item 8.1 – Replace Chart ...... 30 Item 8.0 – Add new item 8.5 ...... 30 Item 17.3 – Currently Suspended ...... 31 Item 17.4 – Add Exemption ...... 31 Item 17.4 – Add new items ...... 31 GOI Section 17 ...... 31 Item 2.0 – Add New Item 2.1 (Revised) ...... 31 Item 4.0 – Add New Item 4.5 ...... 31 Item 7.4 – Step 4 is revised as follows ...... 32 Item 7.4 – Add following to Step 7 ...... 32 Item 7.5 – Steps 2&3 are revised as follows ...... 32 Item 7.5 – Change application pressure ...... 32 Item 12.1 – Step 3 is revised as follows ...... 32 Item 12.2 – Step 2 is revised as follows ...... 32 Item 12.4 – Step 1 is revised as follows ...... 32 Item 12.4 – Replace Note in Step 2 ...... 32 Item 18.0 – Add note to the bottom of the chart ...... 32 Item 20.1 – Replace step 5 ...... 32 Item 20.2 – Replace step 4 ...... 32 Item 20.3 – Replace step 4 ...... 33 GOI (Engineering Services) ...... 34 GOI-ES Section 1 No Revisions ...... 34 GOI-ES Section 2 No Revisions ...... 34 GOI-ES Section 3 No Revisions ...... 34 GOI-ES Section 4 No Revisions ...... 34 GOI-ES Section 5 ...... 34 Item 5.2 – Calling Procedures ...... 34 GOI-ES Section 6 ...... 34 Item 6.1 – Speed ...... 34 Item 6.1 – Speed ...... 34 Item 6.2 – Distance between Track Units ...... 34 Item 6.6 – New Item ...... 34 GOI-ES Section 7 No Revisions ...... 34 GOI-ES Section 8 No Revisions ...... 34 GOI-ES Section 9 No Revisions ...... 34 GOI-ES Section 10 No Revisions ...... 34 GOI-ES Section 11 No Revisions ...... 34 GOI-ES Section 12 ...... 34 Item 12.1 (c) is changed as follows ...... 34 GOI-ES Section 13 No Revisions ...... 34 GOI-ES Section 14 No Revisions ...... 34 GOI-ES Section 15 ...... 34 Item 15.3 – Track Unit Broadcast ...... 34 GOI-ES Section 16 ...... 35 Spotting of Equipment Prohibited Sign: ...... 35 GOI-ES Section 17 No Revisions ...... 35

4 REVISED CROR AND SSI INSTRUCTIONS

Definitions – Add new SSI Definition: CONTROLLED SIDING A non-signalled siding indicated in special instructions, the use of which is governed by special instructions.

SSI to General Rule A – Add new SSI to A(xii): 1. Personal electronic devices Employees are PROHIBITED from using such devices. They must be turned off, with any ear pieces removed, and stored out of sight in a location not on their person. (Not applicable to medical devices such as hearing aids, etc.) Exceptions: Employees may use personal electronic devices when deadheading in other than a controlling locomotive. Employees may use personal cellular telephones:  during emergencies or in lieu of radio during radio failure;  during a recognized break or meal period; or  for minimal voice communication when the movement/track unit/work activities are stopped, the employee is not foul of any track and a job briefing with all involved employees confirms such use will not interfere with any safety related duty. 2. Railway provided electronic devices Note: The term electronic devices does not apply to devices used for, and directly relating to, safe railway operations; e.g.: railway radios, remote switches, etc. (a) The employee controlling the engine or track unit is prohibited from using such devices: (i) when in motion or (ii) when any employee is on the equipment or track unit, outside the cab, or on the ground for related work activities. (b) Other employees may use such devices when: (i) inside the cab while in motion, only after all crew members or operator of the track unit, agrees it is safe to do so; (ii) outside the cab only if: - the employee is not foul of a track; - the employee is not engaged in physical work related activities; and - all crew members or operator of the track unit, confirm that operation will remain suspended until advised otherwise; or if: - within the body of a passenger train or business car when it will not interfere with an employee’s performance of safety related duties.

Exception: Employees may use railway provided cellular telephones during emergencies or in lieu of radio during radio failure

SSI to General Rule C – Add new SSI to C(vi): (vi) not be on the end of a car other than the end platform of a tank car while in motion except for the purpose of operating a hand brake.

SSI to General Rule N – Abbreviations: The following additional abbreviations may be used: PDT ...... Pacific Daylight Time MDT ...... Mountain Daylight Time CDT ...... Central Daylight Time EDT...... Eastern Daylight Time

5 SSI to Rule 3 – Time in Effect: Where “Daylight Saving Time” or “Daylight Time” appear in rules, special instructions and other documents, their meaning is identical.

CROR Rules 40.1 - 40.2 - 840.1 - 840.2 – Replaced as follows: In the diagrams contained in the above rules, replace the wording to read as follows: “Red flag by day….”

SSI to Rule 83(c) – Rescinded and Replaced as follows: Summary bulletins will be issued on the first of March, July and November.

CROR Rule 85 – Add new SSI: The provisions of Rule 85(b) and the SSI to Rules 85(b) and (c) also apply when providing a train location report to a foreman, train or transfer.

SSI to Rule 85(b) – Add new SSI: Such report must be recorded in writing on the prescribed form.

CROR Rule 85(c) – Revised to include the SSI as follows: (c) When a track release report is transmitted to the RTC, the RTC must, as it is transmitted, verify the movement identification and record the location and time into the computer assisted system. If the report as repeated by the RTC is correct the employee controlling the engine of a movement must confirm correctness of the report to the RTC. Track release and confirmation must be provided in the following form: Transmitting - “Conductor (name), (train designation) clear of (identifiable location) at (time);” Confirming - “(identifiable location repeated by RTC), confirmed by Locomotive Engineer (name).”

SSI to Rule 101 (c) – Protection Against Extraordinary Conditions – Add new SSI: When a distributed power train is required to double or switch a portion of the train and that portion is trailed by a locomotive, the crew must advise the RTC and any foreman who has provided instructions within protected limits or other movements encountered, that a portion of the train was left. The RTC must advise any foreman in possession of a Follow-Up TOP.

CROR Rule 103.1(g) – Replaced as follows: (g) At crossings equipped with automatic warning devices, movements must not accelerate by more than five (5) MPH unless automatic warning devices are known to have been operating for at least twenty (20) seconds.

SSI to Rule 103.1(h) – Add new SSI: (h) Employees observing the improper operation of any automatic warning device must notify the RTC as soon as possible. The RTC must immediately notify those charged with repair and/or responsibility. On track not controlled by an RTC, the employee responsible for the supervision of movements must be notified, who must instruct all affected movements as follows: “Rule 103(g) applies at road crossing mile ______.”

SSI to Rule 104(i) Note (ii) – Rescinded and Replaced as follows: When either switch of a crossover is restored to normal position, unless otherwise specified, both must be restored to normal position. When switching at a crossover, a main track switch need not be restored subject to the requirements of Rule 104(i).

6 SSI’s to Rule 104(i) Note (iii) – are revised to read: (iii) An employee encountering a main track switch in normal position after having a warning that the switch is in reverse position must;  Communicate to other crew members or rules qualified employee that the switch is restored to normal, a crew member must record all applicable portions on the prescribed form, and  report to the RTC from the location of the switch i.e. physically situated at or having the switch in sight, or the switch at the time is occupied by a portion of the movement. Such report must be transmitted by the conductor when a movement is involved. The RTC must repeat:  The name and occupation of the employee providing such report, and  The location and position of the switch. If the report as repeated by the RTC is correct, the employee providing such report, or employee responsible for controlling the locomotive when a movement is involved, must acknowledge as correct in the following form: “(switch location repeated by RTC) is in normal position, acknowledged by (occupation and name).” If the RTC cannot be contacted, the employee may leave that location, leaving the switch lined and locked in the normal position.

SSI to Rule 104(o) – Rescinded and Replaced as follows: At a crossover joining a main track and a non-main track, when authorized to leave the main track switch in reverse position, the non-main track switch may also be left in reverse position. Before a movement commences over either switch of a yard crossover (a connecting track between two yard tracks) both switches must be lined in the same position. Exception: 1) When switching at the crossover, a movement may occupy the switch lined in normal position provided the facing point direction of the switch in reverse position is protected by equipment and operation over the same switch is required to return to such equipment. 2) Where semi-automatic switches are used, a trailing point switch may be lined by trailing through. Both switches must be left in the same position when the crossover is left unattended.

SSI to Rule 104.4 – Add new SSI: The provisions of SSI to Rule 104(o) relating to hand operated switches of a yard crossover, also apply to semi- automatic switches.

SSI to Rule 111(a) – Add new SSI: When a freight train or transfer stops en route, a walking and/or pull-by inspection of as much of the train or transfer as is possible must be made as time and conditions permit.

SSI to Rule 114(b) (Exception) – Is rescinded:

SSI to Rule 116 – Rescinded and Replaced as follows: Running switches are prohibited. A gravity switch is permitted at locations approved by the Superintendent provided:  5 cars or less are handled;  none of the cars are placarded;  when practicable, the hand brake(s) to be operated is on a car without a load prone to shifting;  the hand brake used to control the move is a low mount vertical hand brake on a car with proper hand holds, ladders or platform to maintain 3 point contact;  the hand brake(s) is tested prior to making the switch;  a sufficient number of hand brakes must be operated by crew members to ensure that the cars can be controlled and stopped;  the switch is lined for the intended route prior to making the switch; and  the cars are not allowed to couple to other equipment.

7 CROR Rule 121(a) – Revised to include the SSI as follows: (a) The person initiating a radio communication and the responding party must establish positive identification. The initial call must commence with the railway company initials of the person being called. When the initial call is to a movement, the conductor must respond when conditions permit. In addition, when a non-railway company person is calling on a company’s channels, they must use their company’s name to identify themselves within the initial transmission.

CROR Rule 132(d) – Revised to include the SSI as follows: (d) When an accident or incident occurs, all authorities, GBO or written instructions must be retained until relieved of this requirement by a supervisor. Except when an accident or incident occurs, all authorities, GBO and written instructions in possession of a movement’s crew during a tour of duty, except those transferred as per Rule 147, must be retained, and handled by the crew as described by operating bulletin.

SSI to Rule 134 (a) Item 1. GBO/TGBO is revised to read: 1. GBO/TGBO: Train symbol only, except engine number in DOB limits.

SSI to Rule 134 (a) Items 1&2. Add the following: A Passenger Train: “psgr” must be included.

CROR Rule 142(b) – Revised to include the SSI as follows: (b) Crew members within physical hearing range are required to remind one another of the restrictions contained in GBO and clearances in sufficient time to ensure compliance. This communication must be initiated by the conductor and acknowledged by the person responsible for controlling the locomotive.

SSI to Rule 147(a) – Is rescinded:

CROR Rule 147(b) – Revised to include the SSI as follows: (b) When it is not practicable to carry out a personal transfer, crews relieved of duty on line must contact the RTC as to the disposition of all documentation and authorities held for their movement. If documentation is to be left at any point for the relieving crew, a list of the items transferred must be prepared and signed by the crew member(s) going off duty. The relieving crew must compare all pertinent information with the RTC before proceeding. TGBO must not be transferred unless permission has been obtained from the RTC. SSI to Rule 157(c) – is revised to read: (c) TGBO Verification: All crew members must ensure that their movement is properly designated on their TGBO, it contains the correct number of pages and that the limits cover the specific routing. If an incorrectly designated TGBO is received or there is no TGBO for that movement the RTC must be contacted immediately. All crew members must be in possession of the TGBO, confirm and initial the limits and designation. When received by FAX or e-mail, the TGBO must be acknowledged by a crew member to the RTC. NOTE: The engine number contained on a TGBO does not form part of the designation. Crews must notify the RTC if the number of the leading locomotive is different than this engine number. If no engine number is contained on a TGBO, crews must inform the RTC of the leading locomotive number.

8 SSI’s to Rule 303.1 Add the following: (c) Except as provided in paragraph (e), a train or transfer so restricted must not leave the location named nor leave any identifiable location until the preceding train or transfer has reported that it has left an identifiable location ahead. This report must be recorded in writing by a crew member of the preceding and following train or transfer. Such information may be received from the RTC. Note: Identifiable locations as listed in Rule 82 must be used. (e) When the preceding train or transfer has stopped between two identifiable locations, arrangements may be made with the following train or transfer to “close up” between these two locations. These arrangements must be made in writing between the crews of both trains or transfers. Between these two identifiable locations, the following train or transfer must not exceed 15 MPH and must be prepared to stop short of the preceding train or transfer. When the preceding train or transfer resumes moving, the following train or transfer will be governed by paragraph (c). Note: When the preceding train or transfer has left the location to which the following train or transfer is authorized, Rule 303.1 no longer applies. Prior to transmitting a report to a following train or transfer, the Cndr must confirm accuracy with other crew members. The person responsible for controlling the locomotive must confirm correctness to the following train or transfer

CROR Rule 304 – is revised to read: 304 RESTRICTION BEFORE LEAVING When a train or transfer has been restricted by clearance, such train or transfer must not leave the point named until it is positively known by the conductor and person responsible for controlling the locomotive that the opposing trains or transfers named on the clearance have arrived. A train has not arrived until its designated engine and TIBS or tail end remote locomotive has arrived. After visual identification, crew members must communicate to each other, in a clear and audible manner, the number of the designated engine of each train or transfer they are required to identify as arriving. Trains or transfers operating without TIBS or a tail end remote locomotive have not arrived until confirmed by direct communication with a member of the crew of such movement. Note: If either the conductor or person responsible for controlling the locomotive are unable to observe the arrival of a train or transfer, or both are unable to communicate with a member of the crew, the RTC must be contacted.

CROR Rule 315(a) – Revised to include the SSI as follows: (a) A member of the crew (the conductor when in the cab of the controlling locomotive) on all trains and transfers must initiate a radio broadcast to the airwaves on the designated standby channel 1 to 3 miles from the next station or interlocking. This broadcast must commence with the designation of the train or transfer specified in SSI to Rule 134(a), item 2, include the next requirement to protect against another train, transfer or foreman, or location where the train or transfer is restricted by limit of operating authority (item 3), item 4, 6, 7 or 8 of clearance, if the restriction is between the upcoming station and the next station or interlocking, or beyond. A radio broadcast must also be made: 1. before departure from location where crew receives a clearance stating;  station from which train or transfer is departing, and;  location train or transfer is first restricted by limit of operating authority (item 3), item 4, 6, 7 or 8 of clearance, and 2. between one and three miles from: (i) cautionary limits; (ii) locations where protection of impassable or slow track is provided by GBO; and (iii) locations where the train or transfer is required to protect against a foreman or another train or transfer.

9 SSI to Rule 430 – Add new aspect:

CROR Rule 578(a) – Revised to include the SSI as follows: (a) Within single track, and in multi-track when so specified by special instructions, a member of the crew (the conductor when in the cab of the controlling locomotive) on all trains or transfers must initiate a radio broadcast to the airwaves on the designated standby channel stating the name of the signal displayed at each controlled location or controlled point, and on the advance signal to the next controlled location, controlled point or interlocking. A radio broadcast must commence with the designation of the train or transfer specified in SSI to Rule 134(a), item 2. In addition, the name of the controlled location, controlled point, or location of interlocking must also be stated. A radio broadcast must also be made: 1. before departure from location where crew receives a TGBO, and 2. between one and three miles from locations where:  protection of impassable or slow track is provided by GBO; and  the train or transfer is required to protect against a foreman or another train or transfer.

SSI added to CTC Section: CONTROLLED SIDINGS All non-signalled sidings in CTC are controlled sidings and the following governs their use. (a) Rule 105 does not apply (b) CTC Rules do not apply. (c) The operation of movements and protection for track work or track units on controlled sidings will be supervised by the RTC who will issue instructions as may be required. (d) Movements may only enter a controlled siding by signal indication or with permission from the RTC. (e) Movements must operate at REDUCED speed prepared to stop at the signal governing entry to CTC until it can be observed as displaying a more favourable indication than Stop, and the track to the signal is clear. (f) Unless otherwise provided by signal indication or special instructions, movements operating on a controlled siding must not exceed fifteen (15) miles per hour. (g) Hand operated switches in controlled sidings may be considered lined for the normal position unless advised otherwise by the RTC, GBO or special instruction. (h) The provisions of Rules 102 and 563(a) apply to controlled sidings. (i) Track work must not be performed, nor track units allowed to foul or occupy a controlled siding except as authorized by TOP. (j) When movements are required to enter the limits of a TOP, the provisions of Rule 567.2 apply (k) Rules 862.1 and 863.1 do not apply.

CROR Rule 803 – Add new SSI: Territory Rule Controlled Siding TOP CROR Rule 804 – Add new SSI: Territory Rule Controlled Siding TOP

10 SSI to Broadcast requirements under TOP protection: The following replaces the Broadcast requirements under TOP protection SSI found on page 115 of the Canadian Rail Operating Rules (CROR), (Page 107 of the CROR portion of the General Engineering Instructions (GEI)) . Broadcast requirements under TOP protection Prior to occupying any main track or passing station mile signs within OCS or CTC, the employee responsible for a track unit(s) must, at first opportunity arrange for an announcement over the train standby channel designated in the time table stating:  track unit, operator, person in charge or crew  location  direction  designation of track, and  limits of TOP authority.

SSI to Rule 855 Add the following: (i) A single work group may work under a foreman’s TOP, Form Y or sub-foreman protection. In order to be considered part of a work group you must:  not be in a different trade within Engineering (i.e.: Track Maintenance, Structures, S&C, TP&E); and  be a regular member of the crew holding the protection. Restriction: Within TP&E, the foreman must use sub-foreman procedures to protect the leading and trailing Track Unit. (ii) Multiple work groups require separate protection (TOP, Form Y or sub-foreman) for each work group.

CROR Rule 864 – Replaced as follows: 864. FOREMAN REQUIREMENTS Before a TOP is cancelled the foreman must; verify, and make a written record of such verification on the applicable portion of the prescribed form, that the TOP is not required for protection. (a) (i) ensure that any employees or track unit(s) for which the foreman is responsible are clear of the track; and (ii) ensure that the track within the limits of the TOP is safe for movements at normal speed, or is protected as prescribed by Rule 843; or (b) ensure all track units or track work for which the foreman is responsible within the limits of the TOP are protected as prescribed by Rule 842; or (c) be issued a new TOP to include the track affected by the track work or occupied by the track unit(s); and When a TOP is superseded, after copying and before repeating the superseding TOP, the foreman must:  view the TOP being superseded, verify it’s not required for protection, record such verification on its “Written Record of Verification”, then record its TOP number adjacent to item 2 of the new TOP;  view the new TOP and verify the number of the TOP being superseded, as recorded in item 2, is the same as the number recorded adjacent to item 2; and  state to the RTC “I have confirmed TOP No ___ (no of TOP being superseded) is not required for protection”. (d) promptly advise the RTC, stating the foreman’s name, TOP number and the limits of the TOP to be cancelled, followed by “I am not protecting anyone in these limits.” The number and limits must be read from the TOP to be cancelled and verified through the use of underscoring when repeated by the RTC. When requested to do so, the foreman must verify against the written record, then confirm to the RTC, that the TOP is not required for protection.

11 CROR Rule 865 – Replaced as follows: 865. RTC REQUIREMENTS When a TOP is no longer required; (a) the limits of the TOP to be cancelled must be verified by the foreman and the RTC; Prior to cancelling a TOP, the RTC will:  read back the limits of the TOP to the foreman so the foreman can identify the limits being cancelled; and  request that the foreman confirm from the written record that the TOP is not required for protection. (b) the RTC will cancel the TOP by stating to the foreman the TOP number, the cancellation time and the initials of the RTC; (c) the foreman must acknowledge the cancellation by repeating the TOP number, the cancelled time and the initials of the RTC to the RTC; and (d) the cancellation takes effect once it has been correctly repeated and acknowledged by the foreman.

12

GOI

GOI Section 1

Add new Item to page 2 Crew to Crew Form (Name Change)

Where the term “Crew to Crew” appears within the GOI in reference to the Crew to Crew Form, it also applies to the new “Crew Information Form / Train Brake Status”. Until supplies of the old form are depleted, either form is acceptable for use.

Add new line to SCZ SSI chart on page 3

When not protected according to Rule 40.1, track work may be protected by the Site Supervisor. Instructions from the Site Supervisor protecting track work must be received in writing; e.g. “Engine 8500 may operate within the SCZ with the following additional restriction: all moves between ______and ______must be made as per verbal instructions of Foreman Joe Black.”

Item 1.0 – Remove wording On page 6, the words “Error! Bookmark not defined” should be removed. Proper wording should read: “1.0 Track Unit Operated as a Train”.

Item 1.5 – Change Rule number On page 7, Item 1.5 (b) Second bullet point – change rule number to read:  Rules 405-439 do not apply.

Item 4.4 – Correction in chart On page 10, in the chart under number 3 it should read “Do not touch the equipment and the ground at the same time....balance is the same.

13 GOI Section 1….Continued (UTO) BEHIND A MOVEMENT – Replaced UNIDENTIFIED TRACK OCCUPANCY (UTO) BEHIND A MOVEMENT 1. When a movement has been advised by the RTC that a Unidentified Track Occupancy (UTO) inspection is required, the movement is governed by the following:

1st UTO 2nd UTO 3rd UTO If moving to OCS, the movement Movement must stop and perform The movement must be stopped must have a pull-by inspection a pull by inspection at the first safe immediately until full inspection performed in one of the following location, avoiding impediments to can be made by a certified car manners, in no case exceeding 60 a safe inspection such as bridges. inspector. miles from the location of the 1st NOTE: Inspection to be performed UTO: by qualified Field Operation  By other crew members at a personnel. crew change or meet location. The inspection must include a  By wayside employees. pull-by inspection of one side of  By crew members of the the equipment at a speed not movement which left the UTO. exceeding 10 MPH, followed by a stationary inspection on the other

side. BOTH sides of ALL cars and locomotives must be inspected for potential wheel defects. Inspection of entire movement must be completed even if defects are found. NOTE: For 2nd or 3rd UTO inspection, the RTC may allow a movement to proceed at a speed not exceeding 10MPH in order to clear a switch prior to the inspection being performed.

2. If any wheels are found or suspected to have defects, that piece of equipment must be set off at that location if possible, OR moved at a speed not exceeding 10 MPH to the nearest location where it can be set off, but only if deemed safe to move by the person making the inspection. Results of the inspection must be recorded on the Crew to Crew form, noting "UTO inspection". 3. In situations where the crew has been advised by the RTC to inspect and it is further determined that the UTO was not caused by railway equipment, the RTC will advise the crew that they are relieved from performing the inspections required by the UTO policy. The crew must draw a line through any related entry on the Crew to Crew Form and enter "UTO cancelled" with the date, time and RTC initials for the UTO that was removed.

GOI Section 2 No Revisions

GOI Section 3 No Revisions

14 GOI Section 4 Add new Item to back of Section 4

15 Note If the final results message reports “No GOI Section 5 Alarms” then resume speed and proceed Item 7.1 – Replace Item “b” without an inspection. (The final message corrects for inaccurate readings of converted b) it is known or suspected that the train contains plain bearing journals). loads prone to shifting 5 Perform a stationary inspection at the  Loads prone to shifting include: defect location. (E.g., pipe, timber, poles, metal rods, including rail on a) Locate the defect using the axle count as flat cars or other similar material that is not protected per item 24.1. by end bulkhead to top of lading.) b) See item 11.0, to test for overheated Other similar material would include: bearings.  Coil steel not covered and/or not protected by end or special bulkheads. Item 23.3 – Add Exception to Note Note: These loads are not prone to shifting: Exception: Provided there are no alert tones machinery / vehicles loaded on flat cars that are followed by a “hot box” or “dragging equipment” equipped with special tie-down devices; announcement, a pull-by inspection or combination bulkhead flats loaded with banded or packaged lumber standing/pull-by inspection is permitted at a speed that does not extend above the bulkhead by more than not exceeding 5 MPH. 50 percent. Item 23.2 – Replace as Follows Item 26.0 – Add New Exception 23.2 Hot Box Exception: Business car CP 99 (Display Car) is equipped with a low slung generator that when When an alert tone is followed by the operating, may trigger a false “Hot Box” alarm. announcement “hot box”… Providing business car personnel perform a bearing Step Action temperature test and no excessive temperature is 1 Note the DMD reading. present, CP 99 is exempt from the requirement of 2 Immediately reduce to Slow Speed using Item 26.0. throttle modulation and dynamic brake, and without using the air brakes, if possible. Item 29.0 – Add Paragraph “d”  If a subsequent announcement states “dragging equipment” or the train will d) Cold Weather Speed Exemption Zones (CWSEZ): pass over a facing point switch, then Based on Wheel Impact Load Detector reports, stop immediately and follow the trains may be exempt from Cold Weather Speed procedure for dragging equipment. Restrictions when operating in a CWSEZ. The 3 Observe the train for defects. If the defect area between each WILD detector location, is is visible from the cab of the locomotive or classed as a CWSEZ. there is an obvious indication of a To be exempt from the cold slow requirements derailment, then stop the train immediately within a zone, the following procedures and and inspect. (See item 24.2, Locating conditions apply: Defects using Measured Distance.)  Conductor must advise the RTC as per 4 When the rear of the train has passed the paragraph (b) when cold slows are in effect. HBD and the final results messages have There are two temperature ranges that apply in been reported. determining if a train is exempt (-25 to -29 and -  allow a crew member to detrain, and 30 to -34). It is important that the RTC be  pull the train ahead, not exceeding 10 advised of the temperature when reporting that a MPH, to the defect. cold slow is in effect, as it will govern the Note: If an inspection point is designated, exemption status. then proceed, not exceeding 10 MPH (without stopping) to the inspection point.  If operating within a CWSEZ, the RTC will advise Note If the final results message reports more the crew if they are exempt from the speed than six alarms, stop the train immediately requirements indicated in the Summary Bulletin and perform a stationary inspection or GBO. (dragging equipment procedure applies). Note: Prior to receiving exempt status for a Exception: Provided there is no alert tone CWSEZ, the Crew and the RTC must confirm with followed by a “dragging equipment” each other that no additional equipment has been announcement or an uninspected portion of added to the train since passing the WILD detector the train will not pass over a facing point governing entrance into the CWSEZ. If equipment switch, a pull-by inspection or combination has been added to the train (including locomotives) standing/pull-by inspection is permitted at a after passing the WILD detector, the cold slow speed not exceeding 5 MPH. exemption cannot apply. 16  In the event that the next available temperature Item 23.0 – Add new readout indicates that the train is operating under a different temperature range, the RTC must be 23.0 CLU (HOT) Repeater Device advised as the exempt status may change. 23.1 The Quantum Engineering Q3442 CLU or Head  The speed exemption will only apply to the Of Train (HOT) device incorporates “in-train” specific zone being operated in. When the train repeater and standard CLU functions in one passes the next WILD detector and if the cold enclosure. The mode of operation is selected slow is still in effect, the crew must check with the via a two position switch located on the front of RTC to confirm if the train is still exempt. Note: the unit. The Q3442 can be used as a Head- After passing a WILD detector, it can take up to of-Train device or as a Repeater device on a 10 minutes (4 minutes is the average) for the remote locomotive to ensure communications system to process the train and the results to be between a Head-of-Train device and an End- available. If the RTC cannot be contacted or the of-Train device. information is not yet accessible, the cold slow 23.2 To use as a normal CLU device on a lead must be applied until the information is available. locomotive, ensure that the toggle switch is in  When applicable, exempt status must be the “HOT” position. The device will perform the transferred to relieving crews. If in doubt, the same as our current CLU’s and no difference crew must obtain the current temperature and will be noted on the display screen of the confirm with the RTC, if exempt status still locomotive. applies 23.3 To use as a repeater on a remote, once the Note: Cold Weather Speed Exemptions do not device is installed (same as a normal CLU), apply when temperature is –35 or colder. place the toggle switch in the “REPEATER” position and on the remote locomotive screen, enter the SBU number that will be used on the GOI Section 6 train. There is no arming required or comm Item 20.1 – Revision to Note check needed on the remote, all that is needed is to enter the SBU number. Note: When entering the train length into the DMD, Once the lead locomotive is armed to the SBU, the actual train length must be used. Should the train the repeater will monitor messages from the length change enroute, due to a pick-up or set-off, lead locomotive and the SBU and repeat them. crews are responsible to ensure the train length There is no indication on the lead locomotive entered into the DMD is adjusted accordingly and that the device is operational, if the device fails, such information passed on to succeeding train the only indication would likely be a noticeable crews. increase in communication losses with the Item 22.0 – Number Change SBU. In item 22.0 on page 67, change the first item number to read 22.1. GOI Section 7 st Item 22.1 – Replace 1 Bullet Point Item 2.3(a) – Replace as Follows  Locomotive SBU holders are the preferred means a) Conventional Train – a train in which all to transport SBU’s. If holders are not available, operating locomotives are located at the head the locomotive car body or cab may be used, end of the train. Maximum train length not to provided the SBU(s) are secured and must not exceed 10’000 feet (excluding Locomotives). present an obstruction or tripping hazard. Note: Maximum tonnage on Mixed Conventional

trains must not exceed 14’000 tons.

Item 6.2 – Replace Comma

On page 79, last paragraph, the item number should

read 18.1

17 GOI Section 7….Continued Item 7.1 – Replace Chart

Maximum Driving Axles – Distr Pwr Trains In Train Train Type Lead Consist Remote (extreme rear) Remote(s) All train types 24 24 12 Note: until changes are made to the TrAM system, crews must manually ensure that the maximum driving axles do not exceed 24 on the lead consist.

Item 7.3 – Replace as Follows 7.3 Maximum Distance between Lead and furthest Remote Locomotive Consist

Maximum distance 14,000 feet1 Note: 1. Distr Pwr trains with a remote in excess of 10’000 feet must operate in multiple remote configurations, i.e. must have a minimum of two remote positions. Important: If all remotes on a Distr Pwr train fail or are put in the Isolate / Idle mode, the train is considered a conventional train and maximum train length must not exceed 10’000 feet. A Tram Check is required to confirm marshalling requirements are met.

Maximum Distance 14,000 feet

Note: The maximum distance requirement is based on the ability to perform a comm loss idle down of the remotes when the train is operating in a state of “Comm Loss” as indicated in Section 17 Item 5.0. It is not based on radio communication.

Item 8.2 – Replace Chart & Notes

Conventional Trains

Less Than 24 24 Equivalent Driving Axles2 Equivalent Driving Train Type Axles2 - Any Not more than Greater than Tonnage Threshold Tonnage Threshold Tonnage (item 6.4) (item 6.4)  Light Bulk Ascending Grade Weight Zone restrictions do not apply  Light Uniform  Mixed Cars or platforms on extreme 1  Heavy Uniform Ascending Grade Weight Zone restrictions do head end must pass not apply minimum weight requirement shown in item 8.3 Distributed Power Trains If maximum Buff and Draft forces are not exceeded anywhere on the train, the train complies with AGWZ Rules. Excessive Buff and Draft forces, if applicable, are shown in Part 3 of TrAM Messages.

Note 1: Crews are responsible to ensure that Heavy Uniform Conventional trains do not operate in an AGWZ in violation of these requirements. There will NOT be any TrAM message concerning AGWZ for these types of trains. Note 2: See Appendix 2 for equivalent driving axle counts.

18 Item 8.5 – Replace Chart Service Area Subdivision and TrAM Ascending Grade Weight Zone Direction Area Located between BC Interior Mountain Area 5 Albert Canyon and Glacier Eastward Fraine and Stoney Creek Westward (Connaught Track) Hill and Field Eastward Alberta Laggan Area 5 Field and Divide Eastward Wetaskwin Area 4 Camrose to Wetaskiwin Westward & Eastward

Item 15.1 – Step 4 – Replace Establish 3 Point (1) 1. Fully apply locomotive brakes and if the air is cut in, make at least a minimum reduction (Unless locomotive brakes are sufficient to prevent movement).

Item 16.2 – Revised Items B&C

B Loads prone to shifting Must be marshalled as follows: (E.g., pipe, timber, poles, metal rods, including rail on flat cars or other Separate loads prone to shifting from occupied: similar material.)  cabooses,  service equipment cars, and Other similar material would include:  passenger cars, Coil steel not covered and/or not by at least two cars of any type, or by one: protected by end or special  full sized steel box car, bulkheads.  car loaded with one or more containers, or Marshalling restrictions apply when  bulkhead type car the ends of which extend above the load lading is both: being protected against. a) in an open: Separate loads prone to shifting from: - top car, or  a locomotive, - container in the end position on by at least one car of any type. the car; and

b) not protected by end bulkheads

extending to top of lading. Also applies to gondolas with Note: Unit pipe trains are restricted to a maximum of 5000 feet, excluding locomotives. removable end bulkheads Non-unit pipe shipments on conventional trains greater than Note: These loads are not prone to 5000 feet in length, are restricted to a maximum of 30 loads of shifting: pipe.  machinery / vehicles loaded on flat cars that are equipped with special tie-down devices;  bulkhead flats loaded with banded or packaged lumber that does not extend above the bulkhead by more than 50 percent. C Special loads requiring observation Marshall as close as possible to leading locomotive. Notification that a special load is in the train is given by:  train consist or protection notice (as per GOI Section 10 Item 5.7), or  Service Area Manager – Field Operations.

19 Item 17.1 – Replace Chart

Car Type Car Numbers When authorized Maximum speed with freight train speed is: scale test cars is: Two-axle 420926, 420928, 420932, 420939 30 MPH or over 30MPH 420941, 25 MPH or less Authorized freight train CANX 52104, CANX 52108, speed CANX 52109, CANX 52257, CANX 52258, CANX 52264, CANX 52265, CANX 52274, CANX 52277 Short, four- 420927, 420930, 420934, 420935, 50 MPH or over 50 MPH axle 420936, 420938, 420944 45 MPH or less Authorized freight train CN 52283 speed Unrestricted 420942, 420940, 420943 Any speed Authorized freight train CANX 61300, CANX 61301, speed MNWX 333

Item 26.1 – Add paragraph (c) c) When empty, maximum authorized speed for CWR equipment is 45 MPH.

20 GOI Section 7….Continued

Appendix 2 – Replace Chart APPENDIX 2: Locomotive haulage ratings and equivalent axle counts

21 printing, their name, employee number and date GOI Section 8 along with their signature. Item 3.1 – Step 1 Revised b) If a FIT supplied Hazardous Materials document is not available, the information must be recorded 3.1 Shipper’s Siding or at Interchange on the Form 125. Before lifting a dangerous goods car from a shipper's 3) At Regular Crew Change Points / Staged siding or interchange, complete the following steps. Enroute 1. Must have for each car: a) Conductor must confirm that the Hazardous At Shipper’s Siding: Materials document or Form 125 has been signed at origin/enroute as per items 1 & 2  Compressed waybill, or above. If signed as indicated, there is no need to  Work order or work instructions to lift/pull, re-check the documentation prior to leaving. received through electronic means (FIT / AIR / b) If the Hazardous Materials document or Form FAX) along with a compressed waybill or shipper 125 has not been signed, the RTC must be supplied document. advised and the conditions of item 1 will apply. If At Interchange: any documents are found missing enroute the  Compressed waybill, or provisions of item 3.7 (Radio Waybill – Missing Documents) apply.  Shipper supplied document, or  Foreign line waybill (applies only at interchange). c) At crew change points, radio waybills must be replaced with a compressed waybill or a TSC- Item 3.2 – Replace as Follows DG8, unless the Director Operations – NMC 3.2 1) At Train Origin or When New Train provides authority to proceed with an existing Documents Are Received radio waybill. (See item 3.7.) a) Ensure all dangerous goods cars on the train Item 6.3 – Add New Notes consist have one of the following required Note 2: Except for the requirement to have a documents: shipping document, Molten Sulphur is exempt from  Compressed waybill, or the TDG regulations, provided the rail car is marked  TSC-DG8 Documentation Authorization. (See on each side with the following markings (Note, these item 3.4, Compressed Waybill Missing.) are not placards): b) If the first page of the FIT dangerous goods compressed waybill documentation package indicates there are mixed loads on the train requiring shipper supplied documentation (as per item 3.3) then: 1. Ensure there is a documentation envelope for mixed loads. 2. Compare the car initials and numbers on the envelope to the car initials and numbers listed in the FIT message. When marked as above, the General Marshalling c) Conductor must confirm on the FIT supplied Restrictions in item 6.3 do not apply. Hazardous Materials document that all shipping documents / compressed waybills for the Note 3: In Canada, Asphalt is exempt from dangerous goods / hazardous materials marshalling requirements unless shipped as a Class shipments on the train are available and match 3 Flammable Liquid (UN1999). In the U.S., Asphalt those indicated on the document. Conductor is regulated as an Elevated Temperature Liquid, (UN must record, in legible printing, their name, 3257, Class 9). Class 9 products are exempt from employee number and date along with their marshalling requirements in the U.S., however the signature. following mark will be displayed on the car (Note: this d) Emergency response information provided in the is not a placard). FIT documentation is intended as a supplement to the Emergency Response Guidebook. It is not a required document for train movement. Do not leave without all of the required documents. Shipments destined to or from the United States 2) When Lifted/Set-Off Enroute which display the above mark are not restricted nor a) In addition to the requirements of Item 3.1(lift) or do marshalling restrictions apply in Canada. Item 3.6(set-off), the Conductor must update the FIT supplied Hazardous Materials document to reflect the lift/set-off and must record, in legible 22 Item 10.0 – Add new

10.0 Alert Trains

10.1 Canadian crews handling Alert Trains in the US will be required to follow the procedures outlined below. 10.2 General Requirement Trains carrying specified numbers of loaded or residue / empty rail cars, trailers, or containers of dangerous goods must be operated as “Alert Trains.”

10.3 Alert Train Definition An “Alert Train” is any train as described in either a, b, or c below: a) one (1) or more loads and/or residue/empties containing a poisonous inhalation (PIH) commodity including anhydrous ammonia (Identification Number 1005) and Ammonia Solution (UN3318) in a single bulk packaging; or

b) one (1) or more loads and/or residue /

empties of Highway Route Controlled

Radioactive moving under the following

Hazardous Materials Response Codes

4929142, 4929143, 4929144, 4929147; or

c) one (1) or more cars containing greater than 2,268 kg (5,000 lbs) of Class 1.1, 1.2 or 1.3 explosive in a single carload. 10.4 Identifying Alert Trains a) The conductor must review the computer- generated train consist/train list for all dangerous goods cars and determine Alert Train status.

b) When a computer-generated train consist/train list is not available or dangerous goods cars are added to a train, the conductor must review the shipping papers for all dangerous goods cars and determine Alert Train status. c) After picking up or setting out dangerous goods shipments en route, the Alert Train status may change. The conductor must determine whether or not Alert Train status has changed and, if so, promptly notify the RTC/dispatcher.

GOI Section 9 No Revisions

23 GOI Section 10 Item 2.2(d) – Revise Chart The 17th row in the chart on page 140 of GOI Section 10 Item 2.2(d) is revised as follows: Between Via

Montreal (Montreal Wharf-Lachine) Adirondack Subdivision and Lacolle Subdivision and St. Jean / Rouses Point Add the following new row: Winnipeg (Woodman & Kemnay) and Glenboro & Estevan Subdivisions Estevan Item 2.2 – Add New Item (g) g) Fully enclosed (roof, sides, and ends) extended height multi-level traffic (Automax). This traffic can be handled without restriction on CP, between the locations shown below. Note: This traffic is NOT authorized to move beyond these limits unless authorized by valid dimensional protection.

Between Via

Buffalo and St. Luc Hamilton, Guelph Jct, Toronto, Smiths Falls

Guelph Junction and Windsor ON Galt, Windsor Subdivisions

Galt and South Junction Waterloo Subdivision

West Toronto and Mactier Mactier Subdivision

Toronto (Obico-Vaughn) and Galt and Windsor Subdivisions College Ave (Prohibited between College Ave and Detroit)

Item 4.0 – Revise as follows  Last sentence in Item 4.1 is changed to read: Also: See item 4.2 for further restrictions applicable on SPECIFIC CURVES & SIDINGS.  Change the title of item 4.2 as follows: 4.2 Specific Curves and Sidings  Add the following chart below the Specific Curve chart: The following additional restrictions apply on these specific sidings: Nemegos Sub White River Sub Heron Bay Sub Nipigon Sub Pogamasing Esher Mobert Pays Plat Drefal Musk Struthers Dublin Roberts Lochalsh Heron Bay Nipigon Ramsey Girdwood Marathon Bowker Devon Coldwell Mackenzie Stralak Middleton Navilus Kinogama Steel Jackfish  Item 4.3 Chart #1, last sentence is changed to read: Important: This chart does not apply on specific curves & sidings listed in item 4.2.  Item 4.3 Chart #3, change title to read: Chart #3: Specific Curves & Sidings (see item 4.2) 24

Item 5.2 – replace Step 5 GOI Section 11 Item 4.0 – Number Changes 5 If using the Air Flow Method, the Air Flow Indicator(s) must be calibrated – Indicator(s) In item 4.0 on page 151, change the item numbers to at or below 60 cfm (Total of all flows not to read 4.1, 4.2 and 4.3. exceed 90 cfm on Distr Pwr Trains). Item 7.1 – Change First Sentence GOI Section 12 No Revisions First sentence is changed as follows: GOI Section 13 Is performed by a qualified person(s). Item 3.4 – Replace Note Item 9.2 – Replace as Follows NOTE: If the alarm on a RSC is operating erratically 9.2 When the brake pipe has been coupled to cars (alarm every 20 seconds), the event recorder speed equipped with an SBU or Remote Locomotive on sensor may be malfunctioning. The Locomotive the rear, it is only necessary to establish that the Specialist and RTC must be notified accordingly, air is rising (minimum 3 psi rise) on the last piece however the train may proceed to the next locomotive of equipment, to confirm brake pipe continuity. facility where repairs can be made or locomotive replaced. Item 9.3 – Replace as Follows 9.3 A locomotive engineer must perform a brake pipe Item 4.5 – Change heading continuity test immediately if brake pipe continuity 4.5 Enroute Brake Pipe Pressure Requirements is suspect. – Conventional Trains Except when cold weather conditions will effect Item 4.0 – Add New Item 4.6 brake pipe flow, a brake pipe continuity test must be performed prior to leaving if: 4.6 Enroute Brake Pipe Pressure Requirements – • the train does not leave the terminal Distr Pwr Trains immediately upon completion of the brake test, If combined air flow to the brake pipe exceeds 90 • stops are made and there is public access to CFM and/or more than 60 CFM at any one the train, locomotive consist on the train, when automatic • public crossings are blocked, brake handle is in the release position, other than during intended brake application and/or release Item 9.4 – Add note to the bottom of the activity, corrective action must be taken if the flow chart does not return to acceptable limits within a reasonable period of time. Note: When performing a crew change continuity test, the inbound engineer performs This may include stopping the train at the next Steps 1, 2 and the note and the outgoing available location and inspecting for leaks. engineer performs steps 3, 4 and 5. Integrity must be confirmed. Item 5.0 – add New Item (c) to Note Item 14.1 – Revised as follows c) Distr Pwr Trains Only – combined air flow to the brake pipe does not exceed ninety (90) CFM and 14.1 A maximum of two (2) per location, of solid no more than 60 CFM at any one locomotive coupled block(s) of 2 or more cars removed consist on the train, as indicated by the flow from a train may be added to another train, or indicator. Brake pipe pressure must be within 15 CUT INTO the same train, with only a psi of standard operating pressure. Continuity test, provided that: Distr Pwr trains with air flow greater than 60 cfm Item 16.3 – Replace Item 2 must use the Air Flow Method only, (leakage test not allowed). 2 Cars permitted to depart from a safety inspection location with inoperative brakes, Item 5.1 – Number Change may be moved for loading and/or In item 5.1 on page 164, change the Transfer item unloading while enroute for repair. number in chart to read 15.1. Item 5.1 – Chart Change The “performed by” column for a No 1-A and Continuity Test is changed to read “qualified person(s)”.

25 Item 17.2 – Replace Example & Add GOI Section 14 Q&A’s Items 1.0 & 1.1 – Replaced as Follows 1.0 Hand Brakes

Unless otherwise specified by special instructions, the following instructions apply.

IMPORTANT: Crew members are responsible to inquire and confirm with each other that equipment is left in accordance with these instructions.

NOTE 1: In the following instructions, a car or locomotive is considered "unattended"

when no crew member is close enough to Q. I am working on a train that will be required to the equipment to take safe and effective make a lift or a set off enroute. Do I have to action to control its movement. record the lifts and set offs and brake information on the Crew Information Form? NOTE 2: Reference to hand brakes on locomotives includes those with electric parking brakes. A. Yes, the information must be noted on the form as indicated in the example above. 1.1 Leaving Railway Equipment Unattended Q. I am working a Road Switcher that travels to a In the application of CROR Rule 112(a), the minimum customer facility to drop off cars and lift cars on number of hand brakes is those determined sufficient the return movement. We receive a No 1 brake through testing the effectiveness. test at our initial terminal from the car inspectors. Do I have to fill out a Crew Information Form? A Equipment, as defined in this rule, applies to rail cars and locomotives. A. Yes, the brake test information, including who provided it, must be noted on the form. B A single piece of equipment must ALWAYS be left with the hand brake applied and tested as Q. In the situation above, we lift 10 cars from the effective. customer facility and perform the No 1A brake test on the cars. Do I have to fill out a new Crew C Two or more pieces of equipment require sufficient Information Form and fill in the brake test handbrakes, tested as effective, to prevent information? unintended movement, taking into consideration the location and grade. A. Yes, a new form must be made out with the brake information. On arrival at the final terminal, D Never leave a single piece of equipment with a both forms would be submitted and must be defective hand brake by itself. It must be coupled to another piece of equipment with a hand brake retained for 30 days. and tested as effective. Q. I am on a train that will be setting off 10 cars that E Individual blocks of equipment must be secured will be block swapped to another train. The cars with a sufficient number of effective hand brakes had received a No 1 brake test at the initial on each block. terminal. What must I do in regards to providing the information on the brake test status for these F Hand brakes must be applied on the equipment at cars? the low end of a downward sloping track. A. A copy of the Crew Information Form (Crew to G When leaving equipment in a track equipped with Crew) must be left for the crew that will be lifting a derail, it should be left as close as practical to the cars. The form must indicate the No 1 brake the derail (about 100 feet). This does not include test information in the gray box and show the cars, which have been spotted for loading, information that the cars have been set off at that unloading, repair, or cars being handled while location. (see example of cars set off at Swift switching. Operating Rules which govern Current). proximity to public crossings at grade still apply. H There may be situations where all handbrakes Item 18.1 – Add New Note should be applied. Note: Distr Pwr trains with greater than 60 cfm are Provided sufficient handbrakes have been applied prohibited from operation in the USA. Crews I and effectiveness tested, equipment may be left must notify the RTC if the combined flows on a with angle cocks closed, with or without air USA destined train exceed 60 CFM. applied.

26 Item 1.2 Add New Note 4.4 Adding Locomotives to the Basic Consist IMPORTANT: When brakes are released to test On 24 equivalent driving axle territory (unless effectiveness, allow sufficient time for the air brakes otherwise restricted) additional locomotives may to release. be added to the basic consist, not to exceed 8 locomotives in total. The following restrictions Item 1.3(G)(i) Remove Last Sentence and will apply: Example:  excess locomotives must be dead or isolated. G When cutting off in motion (flat switching):  weight of dead or isolated locomotives must be included in weight of the train; i) Do not uncouple or allow car(s) to move under their own momentum onto standing cars unless  total train tonnage (excluding weight of it is positively known that the number of hand operating locomotives) must not exceed brakes applied on the standing cars are haulage capacity of the basic consist as sufficient to prevent movement of all cars. indicated in 4.5;  all locomotives must have coupler alignment Items 2.0 (E) – Replace Last Bullet Point control/bolster stops. • On all other locations, apply hand brakes on at Exception: On Distr Pwr Trains, additional least 10% of the cars. Operating Locomotives must not be added to Items 3.0 (E) – Replace as Follows either the lead or remote locomotive consists beyond what is indicated by the instructions in E The controlling locomotive must be left as follows. GOI Section 7, item 7.0. • Independent brake cut-IN and FULLY applied. 4.5 Maximum Trailing Train Tonnage allowed on • Automatic brake cut-IN and handle in RELEASE. Conventional Trains • Generator Field OFF, Engine Run ON, Control/Fuel Pump ON. Total train tonnage (excluding weight of operating • Engine Control Switch (ECS) to Isolate. locomotives) must not exceed haulage capacity (Exception: On Distr Pwr trains and during Cold of the basic consist using the haulage factors as Weather Operations the ECS switch must be left indicated in Appendix 1 or Section 7 Appendix 2. in RUN). 4.6 Locomotive Restrictions • Reverser handle removed. • Take the reverser handle from the cab of all A - Yard Switchers equipped to operate in road locomotives in the consist except as specified by service cannot be used in multiple with any other Section 15 - item 10.3, or except as specified by class of locomotive even when equipped with MU special instructions, subdivision footnotes or features. operating bulletin. B - Unless otherwise instructed, if necessary to cut out more than one motor on a GMD 4-motor GOI Section 15 locomotive, the locomotive must be isolated and moved to specified shop for repair. Item 4.0 – Replace as Follows 4.0 Number of Locomotives in a Basic Consist 4.1 A basic consist is the number of locomotives which may be coupled together, provided current

time table permits, and is limited by the number of equivalent driving axles as follows: 4.2 Maximum Driving Axles (non 6 axle territory) Unless authorized by Time Table or Special Instruction, on Regions / Tracks where 6 axle locomotives are prohibited (as indicated in Time Table), the maximum number of equivalent

driving axles is 16.

4.3 Maximum Driving Axles (6 axle territory)

On Regions / Tracks where 6 axle locomotives are permitted, the maximum number of equivalent driving axles is 24. NOTE: See item 6.0 for additional operating restrictions between Thunder Bay and St. Martin Junction.

NOTE: See Appendix 2 in Section 7 for equivalent driving axle ratings for locomotives. 27 Item 4.0 – Add new Item 4.7 Item 20.6 – (Exception Chart) is replaced 4.7 Equivalent Driving Axle Exemption Exception: On SD40 and GE AC Locomotives, Items 4.4 and 4.5 are modified as indicated by Main Reservoir, Brake Pipe & Brake Cylinder the instructions below for the lead consist only: pressures are not monitored if the locomotive Start/Stop (ECS) switch is in the ISOLATE position. Lead Consist Equivalent Driving Axles Except during cold weather operations, the Conventional Trains remote(s) on Distr Pwr trains must be left in the Train Type 30 36 Isolate Mode to prevent the remote(s) from trying to maintain brake pipe pressure. Heavy Uniform Warning: It is important to ensure that locomotives Light Uniform 1,2,3,4 1,2,3,5 and/or trains are properly secured and tested, as it Mixed is expected that M/R, B/P and B/C pressures will eventually leak off. Distr Pwr Trains Heavy Bulk 1,6 During cold weather operations or if air is required N/A to be maintained on the train, the Start/Stop (ECS) Light Bulk 5 switch must be left in the RUN position. The Stop / N/A = Not Allowed Start system will still operate, however the main reservoir pressure will prompt a restart of the Notes as indicated above: locomotive. On Distr Pwr trains the lead locomotive 1 TrAM Areas 1 - 2 - 3 only. must always be left with the Start/Stop (ECS) switch is in the RUN position. Head-end 15 cars/platforms must have at 2 least 50-tons of weight (contents + tare) Item 25.3 – Add Paragraph Maximum train tonnage must not exceed If a suitable replacement locomotive is not available 3 haulage capacity of 30 driving axles within the lead consist or at the next crew change location, the NMC may authorize the train to proceed HP/Ton ratio must be between 1.0 and 4 to the next locomotive facility where repairs can be 1.5, before exceeding 24 driving axles made or locomotive replaced. HP/Ton ratio must be greater than 1.5, 5 before exceeding 24 driving axles Item 27.0 – Add new item 27.1 27.1 Charging Time Predictor 6 DB Factor of 25 allowed on Head-end. During charging of the brake pipe on conventional Train Handling Instructions, when trains, the following Flow / Gradient Predictor must be operating with 30 or 36 Equivalent DA’s used to calculate if requirements will be met (15 psi When operating at speeds less than 12 MPH, gradient and no more than 60 cfm of air flow). Tractive Effort (as indicated on the lead unit) With the brake handle in Release, train should meet should not be allowed to exceed 135k lbs the flow/gradient requirements, when any one of the (110k if 36 D/A). conditions below are met or exceeded: Extreme caution must be used when operating at high tractive efforts, as a pull- 1 SBU pressure increases from 65 psi to 70 psi apart may occur due to excessive forces. in 10 minutes or less. 2 SBU pressure has reached 70 psi and AFM If operating in FTO, manual control must be indicator shows 60 CFM or less (Calibrated). used if Tractive Effort (as indicated on the lead unit) approaches or exceeds 100k lbs. If condition 1 or 2 cannot be met or Brake Pipe does Unless otherwise allowed (as indicated not reach 65 psi within a reasonable amount of time above), the Dynamic Brake factor per consist and not exceeding 30 minutes after air was cut in, must not exceed 20. arrange to inspect the train for excessive leaks and/or reduce / distribute the power within the train on the The Locomotive Engineer is responsible to advice of local management or the Operations Center ensure that the Equivalent Driving Axles and (NMC). Dynamic Brake factors do not exceed the required limits. This may require the cutting out of traction motors and/or isolating locomotives.

Item 15.1 – Delete second step 6

Item 15.1 on page 192, delete the second step 6.

28 Item 28.0 – Replace as Follows Item 3.0 – Add New Item 3.6 28.0 Response to Alarms 3.6 Running Release of the Brakes – Conventional 28.1 IF the locomotive alarm is sounding and/or Trains. being displayed, the cause of the alarm must Following a release of the Automatic Brake, the be investigated as soon as practical. throttle must not be advanced or dynamic brake adjusted until the air has been seen rising (minimum 28.2 Continuous Wheel Slip / Pinion Slip 3 psi) on the rear of the train. This may require or Indication / Locked Axle Alarm result in stopping the train to allow for the brakes to If wheel slip, pinion slip and/or locked axle release. indicator and accompanying ALARM indicates Item 7.0 – Add New Items slipping, even though throttle or dynamic braking are reduced enough to prevent 7.11 Required Dynamic Brake Locations slipping: When operating on the specific areas listed below, STOP MOVEMENT IMMEDIATELY. unless otherwise specified, Dynamic Brake must be available on the required number of locomotives for Contact the CLS and be governed by their haulage of the train, up to a maximum of 200,000 lbs instructions. (referred to as DB factor of 20). 28.3 Locomotive Speed Sensor Failure Note: On a Distributed Power train, TrAM messages will indicate if the use of DB must be restricted based If it has been confirmed that a speed sensor on the number and location of locomotives in the defect exists on a locomotive that will be train. allowed to travel to a maintenance facility, the If restricted, the TrAM message will indicate the crew must confirm with the CLS, if the maximum retarding force to be used, and is based on locomotive must be marshalled within the lead DB being operative on all locomotives on the train. consist to enable close observation. The Crew Information Form must be updated accordingly. British Colombia 28.4 Temporary Wheelsets Subdivision Location Direction When a defective traction motor assembly is Between Castlegar and Rossland* Southward replaced with a temporary wheelset, the Mile 10 locomotive engineer will be advised by * Including Northward on Non Main Track MP 22 to MP mechanical personnel of any speed/operating 18.6 restrictions. The locomotive must be marshalled in the lead consist to allow close Fording River Entire Subdivision Southward observation and CIF updated accordingly. Mountain Entire Subdivision Westward Appendix 1 – Table 1 Note Change Mountain Specific Instructions – Eastward Appendix 1 on page 205, table 1 (Notes), change Train Tonnage Required DB Factor Note 1 to read as follows: Less than 5500 0 ** 1. Must only be operated with other DS or DRS class 5500 to 7299 10 locomotives (Max Speed 35 MPH). 7300 to 9799 20 Appendix 1 – Change reference number 9800 to 12200 30 Appendix 1 on page 205, the table 2 heading reference to Section 7 appendix 3 should read ** When handling less than 20 cars, a minimum of one Appendix 2. locomotive with operational DB is required.

Alberta GOI Section 16 Subdivision Location Direction Item 2.0 – Change Item (C) Laggan West of Lake Louise Westward Item (C) is changed to read as follows: Laggan Copithorne Spur Both C - Use of the independent brake to control train Pecten Entire Subdivision Northward speed can cause overheating of the locomotive Red Deer Rockyview Spur Westward wheels. Therefore, the independent brake should Shantz Entire Subdivision Both not be used to control train speed except as per Section 16, item 7.7 c) and item 12.0 Southern Ontario Subdivision Location Direction Between Mile 70 and Hamilton Southward Desjardins 29 7.12 Dynamic Brake Test (Safety Inspection Dynamic Brake Operational Test have been Locations) performed. Safety Inspection Location – Location where a If lifting a locomotive enroute, the information from certified locomotive inspector performs a safety the Crew Information Form must be transferred to the inspection for which the results are provided to a Crew Information Form for that train. If the Crew crew via a Schedule B, personal contact or radio. Information Form does not indicate that the Dynamic Brake was tested at a Safety Inspection Location or Prior to operating in a territory listed in item 7.11, it no form is available, this information must be must be confirmed that the Dynamic Brake has been obtained before the next crew change off tested at a Safety Inspection location. This location. information may be obtained:  in writing (Schedule B form), Item 8.1 – Replace Chart  in person, or by radio from a person who has Unit Type Maximum Tractive Effort on: access to the test results (Mechanical staff or Locomotive Specialist). AC Curves & Turnouts Straight Track Note: the results must immediately be recorded on 1 unit 150 klbs Maximum available the Crew Information Form in the Dynamic Brake 2 units 75 klbs 110 klbs Status Chart prior to departure from the Safety DC Curves & Turnouts Straight Track Inspection Location. If the Crew Information Form 1 unit 900 amps 900 amps does not indicate that the Dynamic Brake was tested 2 units 450 amps 600 amps at a Safety Inspection Location, this information 3 units 300 amps 450 amps must be obtained before the next crew change off location. Exception: If the above ratings are not sufficient to move, then the ratings may be exceeded, but only to the extent to 7.13 Dynamic Brake Operation Test cause or allow movement of the equipment. Extreme When a Dynamic Brake Test has been performed as caution and good judgment must be used as there is a per Item 7.12, the operation of the Dynamic Brake high risk that jackknifing may occur. must be verified by performing a running DB test prior Note: No more than 2 AC or 3 DC locomotives may be to descending the first location where Dynamic Brake operating when making reverse movements. is required (see item 7.11). Additional locomotives must be isolated. Note: the results of the first DB running test must be recorded on the Crew Information Form in the shaded Item 8.0 – Add new item 8.5 area of the Dynamic Brake Status Chart. 8.5 Equipment handling on Non – Main Track. Each subsequent locomotive engineer must confirm that the DB running test has been performed as When operating on Non-Main Track through indicated on the Crew Information Form. Yards, Turnouts, etc, if the train consist TrAM If the test has not been performed, then a running DB marshalling messages indicates a TrAM 2 or test must be made prior to descending the first greater marshalling violation or a dynamic brake location listed in item 7.11 and the results indicated restricted message exists, then caution and good on the Crew Information Form as indicated in the judgment must be used, including a blended note above. brake application of Air and Dynamic Brake (when available), to control the equipment and 7.14 Enroute Dynamic Brake Failure prevent severe in-train forces. In the event that Dynamic Brake becomes inoperative, a running test of the air brakes must be If train consist information / TrAM messages are made prior to operating in a territory listed in item not available, movements handling more than 50 7.11. cars / platforms are governed by the procedures above. The train may be operated to the next Locomotive Safety Inspection Location for that train, unless Additional Restrictions / Requirements: arrangements are made to replace the locomotive(s).  When operating in yards with a light engine Note: Unless not required, a train must not depart consist no more than throttle position 2 is to with a defective dynamic brake from the last be utilized unless a higher throttle position is Locomotive Safety Inspection location prior to a required to initiate the movement. territory listed in item 7.11. (examples: Westward  When moving equipment no more than from Alyth / Eastward from Coquitlam / Coal Trains throttle 5 is to be utilized unless a higher ex Golden) throttle position is required to initiate and/or 7.15 Transfer of Information maintain the movement. If a locomotive is set off enroute, a copy of the Crew  When making long pulls, crew members are Information Form must be left with the locomotive that to discuss number of cars to determine if indicates that the Dynamic Brake Test and the additional braking is required. If required, sufficient cars must be cut in. 30  To assist in reducing in-train forces, if a crew Consist feature must be performed while the member is in a position to observe the last train is stopped. car on large cuts, when practicable they must D To contact the FTO 24/7 Fuel Analyst Desk. advise the locomotive engineer when the last car starts to move. Via radio: 1) Switch To: Utility Channel Item 17.3 – Currently Suspended 2) Dial: *(z)706# Item 17.4 – Add Exemption 3) Listen For: "OK" + 8 seconds + "RINGING" Exemption: For the purpose of training, locomotive 4) To disconnect: Dial *(z)# engineer trainees are exempt from the requirement of (z) = subdivision zone engaging fuel conservation systems, however, they Note: For those areas where the above must initialize the system so that it is available for instructions are not applicable, local use. instructions will be issued for contacting Item 17.4 – Add new items the desk via radio. Via office phone: A When initialization of a fuel conservation 1-800-308-6426 or 1-877-301-5009 system is performed, the preferred method is for the train to be stationary. If a moving initialization is necessary, unless otherwise indicated by local instruction, maximum speed GOI Section 17 must not exceed 15 MPH. Item 2.0 – Add New Item 2.1 (Revised) The preliminary FTO initialization must be accomplished within 35 miles of the originating 2.1 Maximum Distances Between Locomotive station. Consists – Distr Pwr Trains • When a train is staged enroute or a train Note: Distr Pwr trains with a remote in excess crew will be relieved, the crew must select of 10’000 feet must operate in multiple remote the “END TRIP” feature. configurations, i.e. must have a minimum of • When a relief crew takes control of a train, two remote positions. they must request a new trip initialization If combined air flow to the brake pipe does not and compare train and TGBO information exceed 60 CFM, the maximum distance between for the current subdivision. the lead and remote consist is 10,000 feet. Note: If the train is within 35 miles of the If combined air flow to the brake pipe is between final destination, the train must be operated 61 and 90 CFM and no more than 60 CFM at any manually, as the system will not initialize for one locomotive consist on the train, the maximum the current subdivision if a new trip is distance between any of the locomotive consists requested. is: Important: Train crews are required to review  Single Remote Trains: 5500 feet, all active TGBO information and if required,  Multiple Remote Trains: 7500 feet. operate in manual mode to comply with any restrictions. Item 4.0 – Add New Item 4.5 B When initializing the GE – Fuel Trip Optimizer 4.5 Loss of Air Source – Distr Pwr Trains (FTO) system, crews are responsible to ensure In the event that one or more of the air sources the information provided by the system on a Distr Pwr train fails, the train must be corresponds to the documentation for the train. stopped immediately and a Full Service Brake Any discrepancies must be reported to the FTO Application made. Upon Release, it must be 7/24 desk. ascertained if the combined air flow to the brake pipe will meet air flow requirements. The C Crews are responsible to make changes to the train details in Fuel Trip Optimizer, using the requirements of Item 2.1 must also be met and if Edit Consist (EC) feature when train details necessary, train must be remarshaled or have changed due to lifts, set-offs or power reduced. configuration changes and whenever the FTO CAUTION - Hand Brakes: Prior to release of consist details do not match the actual the brakes, unless movement can be prevented equipment on the train. with locomotive brakes, sufficient hand brakes Any changes to the consist must be reported to MUST be applied. the FTO 7/24 desk so that the train details can be updated to generate the proper information for the next regular crew change location. Note: Unless otherwise indicated by local instruction, all changes made using the Edit 31 Item 7.4 – Step 4 is revised as follows 4 When flow rates have stabilized and the sum is less than When flow rates have stabilized and the sum is less than 90 cfm and do not exceed 60 CFM at any one location. 90 cfm and do not exceed 60 CFM at any one location. Press EXECUTE. On right screen, press BRK PIPE TEST, press EXECUTE Item 7.4 – Add following to Step 7 Following the BP Test, the locomotive engineer must confirm that the remotes are properly labeled and shown in the proper position. Item 7.5 – Steps 2&3 are revised as follows 2 Ensure unit A and unit(s) B, C, D, and E (as applicable) each display charging flow rates less than 60 cfm. 3 Wait for the air flow charging rate to stabilize. Item 7.5 – Change application pressure Item 7.5 on page 246, in steps 5 & 6, change AB pressures to read 20 psi. Item 12.1 – Step 3 is revised as follows

3 When rear car is charged to at least 75 psi (if SBU equipped) and when the flow rates have stabilized and the sum is less than 90 cfm and do not exceed 60 CFM at any one location, AND when a signal is given to apply the brakes, make a full service AB application. Item 12.2 – Step 2 is revised as follows

2 Press MAIN. When the sum of the lead and remote air When the sum of the lead and remote air flow indicators is flow indicators is less than 90 cfm and do not exceed 60 less than 90 cfm and do not exceed 60 CFM at any one CFM at any one location, AND a signal is given to apply location, AND a signal is given to apply the brakes, select the brakes, press REMOTE, select each remote one at a each remote one at a time and press BV OUT. Press time, press BV OUT. Press EXECUTE. Ensure each EXECUTE. Ensure each remote reports flow is OUT and remote reports BV OUT. BV OUT. Item 12.4 – Step 1 is revised as follows 1 Ensure that the sum of the lead and remote air flow indicators is less than 90 cfm and do not exceed 60 CFM at any one location. Item 12.4 – Replace Note in Step 2 Note: it is permissible to close the angle cock immediately behind the lead locomotive consist, except on multiple distributed power trains, the angle-cock must be closed at a location between the last mid remote and the remote located on the rear. Item 18.0 – Add note to the bottom of the chart Note: To assist maintaining brake pipe during cold weather operations, do not isolate the remote(s). Item 20.1 – Replace step 5 5 Place the reverser in forward, place the throttle in TRACTION 1 and release the INDEPENDENT brake. The LOCOTROL system will now control power at the desired speed automatically. If train speed is too fast or surging occurs, independent brake may be used control the train (Caution and good judgement must be used to prevent locomotive wheels from skidding). Item 20.2 – Replace step 4 4 Place the reverser in forward, place the throttle in TRACTION 1 and release the INDEPENDENT brake. The LOCOTROL system will now control power at the desired speed automatically. If train speed is too fast or surging occurs, independent brake may be used control the train (Caution and good judgement must be used to prevent locomotive wheels from skidding).

32 Item 20.3 – Replace step 4 4 Press “SLOW SPEED ON” to activate the system. The system will display a prompt to place the throttle handle in Notch 1. Place the reverser in forward, place the throttle in TRACTION 1 and release the INDEPENDENT brake. The Speed Control system will control power at the desired speed automatically. If train speed is too fast or surging occurs, independent brake may be used control the train (Caution and good judgement must be used to prevent locomotive wheels from skidding).

33 GOI (Engineering Services) Item 6.6 – New Item Brake Test Requirements GOI-ES Section 1 No Revisions a) A stationary brake test: prior to moving, parking brake (if equipped) must be released and brakes GOI-ES Section 2 No Revisions used to control speed must be applied. The operator must ascertain the brakes are effective by GOI-ES Section 3 No Revisions attempting to move the track unit. b) A running brake test: immediately after a track unit GOI-ES Section 4 No Revisions is in motion, the brakes must be applied with a force sufficient for the operator to know the brakes are GOI-ES Section 5 able to control the speed of the track unit. This test must be repeated at intervals sufficient for the Item 5.2 – Calling Procedures operator to know at all times the track unit is under Item 5.2(a) is replaced as follows: full control regardless of rail conditions. (a) In the application of Rule 121 Positive Identification, c) A MINIMUM stopping distance brake test: at intervals not exceeding 6 months or when an (i) Trains and transfers will be identified as per the operator is new to the track unit, a controlled stop provisions of SSI to Rule 134(a), item 2 (e.g. under good conditions (dry rail on level track) must 6032 East; plow 6032 East, etc.). be initiated from the maximum allowable speed for Exception: Trains and transfers may be identified that track unit. The distance required to stop will be by their train schedule identification including date recorded in the track unit’s history repair log. This or sequence (e.g. 402-10, 612-007, etc.) when distance should be considered as the MINIMUM communicating with yard or terminal personnel stopping distance of a particular track unit. Track (TYC, MYPM, etc.), or with the RTC for reasons units that will be loaded must be tested loaded. other than the issuance of authorities. (ii) Engines will be identified by their engine number. GOI-ES Section 7 No Revisions

GOI-ES Section 6 GOI-ES Section 8 No Revisions

Item 6.1 – Speed GOI-ES Section 9 No Revisions Item 6.1(b) is replaced with the following: 10 MPH when moving over a power-operated or dual GOI-ES Section 10 No Revisions control switch or derail and prepared to stop quickly should the route be unexpectedly changed; GOI-ES Section 11 No Revisions Item 6.1 – Speed GOI-ES Section 12 Item 6.1(c) is deleted in its entirety. Item 12.1 (c) is changed as follows Item 6.2 – Distance between Track Units Prior to conducting track work, the Site Supervisor must Item 6.2(a) is replaced with the following: be advised. When travelling to or from a worksite, a minimum When not protected according to Rule 840.1, distance of 300 feet must be maintained between a confirmation must be received from the Site Supervisor preceding and following track unit. The operator of the that they will provide protection against any movements preceding track unit must signal the following track unit authorized into the SCZ limits. Instructions to by radio, hand signal or other pre-arranged method movements from the Site Supervisor when protecting prior to stopping, then prolong or repeat such signal track work must be recorded in writing; e.g. “Engine until it is acknowledged by the following track unit. The 8500 may operate within the SCZ with the following following track unit is then governed by paragraph (b). additional restriction: all moves between ______and ______must be made as per verbal instructions of Foreman Joe Black.”

GOI-ES Section 13 No Revisions

GOI-ES Section 14 No Revisions

GOI-ES Section 15 Item 15.3 – Track Unit Broadcast All references to “maintenance of way channel” within item 15.3 are revised to read “train standby channel”. GOI-ES Section 16 Spotting of Equipment Prohibited Sign: Add the following paragraph and note: Prior to leaving equipment between the sign and the road crossing, a crew member must advise the RTC of the location and estimated distance between the equipment and the crossing. A GBO will be issued restricting movements entering the crossing account restricted sightline. If equipment is left less than 150 feet from a crossing, then manual protection of the crossing must be provided, unless it is seen to be clear of vehicular or pedestrian traffic. Note: At locations not equipped with signs A crew member must advise the RTC when equipment causing restricted sightlines is left at locations not equipped with a sign and be governed by instructions from the RTC.

GOI-ES Section 17 No Revisions

35