Saskatchewan Summary Bulletin

SASKATCHEWAN SUMMARY BULLETIN

EFFECTIVE 0001 OCTOBER 1, 2019

Includes all Operating Bulletins issued in Saskatchewan

Conductors • Locomotive Engineers Yardmen/Trainmen - All Points Engineering and Maintenance of Way Personnel Rail Traffic Controllers

NEW ITEMS IN THIS SUMMARY BULLETIN ARE SHADED FOR EASY REFERENCE

Safety and a willingness to obey the rules are the first priority in the performance of duty. Home Safe is a commitment to be vigilant about personal safety and the safety of co-workers. Let us ALL continue to go Home Safe.

Jason Wilkerson Geoff Hare GM Operations GM Operations Prairie North Division Prairie South Division

Saskatchewan Bulletin October 1, 2019 Page 2

TABLE OF CONTENTS

REPORTING OF PERSONAL INJURIES & ACCIDENTS / OPERATING OFFICERS ……….….……..Page 4-5

DOCUMENTS REQUIRED WHILE ON DUTY ….…………………………………………………………….Page 6

GENERAL INFORMATION..……………………………………………………………………………..….…..Page 6-13

SUBDIVISION INSTRUCTIONS and TIME TABLE / MODULE REVISIONS ...... Page 14-35 Note: unless otherwise indicated, the following Time Table and Modules are effective at 0001 October 14, 2015.

 Prairie Division Time Table 32 General  Belle Plaine Subdivision Module 42 (effective 1200 August 1, 2017)  Bulyea Subdivision Module 5  Expanse Subdivision Module 7  Hardisty Subdivision Module 8.1 (effective 1200 March 21, 2016)  Indian Head Subdivision Module 10.2 (effective 1200 August 25, 2017)  Kelvington Subdivision Module 11  Kerrobert Subdivision Module 12  Lanigan Subdivision Module 15  Lloydminster Subdivision Module 17.2 (effective 1200 February 24, 2017)  Macklin Subdivision Module 18  Melfort Subdivision Module 20  Moose Jaw Terminal Module 41  Outlook Subdivision Module 22  Radville Subdivision Module 24  Reford Subdivision Module 26  Sutherland Subdivision Module 29.2 (effective 1200 June 14, 2019)  Swift Current Subdivision Module 30.1 (effective 1200 November 4, 2016)  Tisdale Subdivision Module 32  Tyvan Subdivision Module 33  Weyburn Subdivision Module 35  Wilkie Subdivision Module 36.1 (effective 1200 March 21, 2016)  Wynyard Subdivision Module 38.1 (effective 1200 March 21, 2016)  Yarbo Subdivision Module 39

Attached to back of Summary Bulletin:

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REPORTING OF INJURIES AND ACCIDENTS

ALL PERSONAL INJURIES AND ACCIDENTS MUST BE REPORTED immediately, to the on-duty Supervisor or applicable RTC, in order to ensure proper handling. Employees seeking medical attention as a result of an injury/accident must notify the immediate Supervisor prior to seeing a Doctor, except in the case of an emergency.

The following is a list of the immediate Supervisors for the areas noted with respect to reporting of personal injuries and accidents in a timely manner for all Train & Engine Personnel employees.

Saskatchewan South:

Responsible for train and crew operations on the Swift Current, Expanse, Weyburn, Radville, Outlook and the very western portion of the Estevan Subdivision (Estevan to Bienfait), Indian Head Subdivision, including Kalium.

G. (Geoff) Hare Office: (306) 693-5427 GM Cellular: (306) 313-2399

J. (John) Bell Office: (306) 693-5432 Superintendent Cellular: (705) 507-1078

D. (Devin) Cole Office: (306) 693-5512 Assistant Superintendent Cellular: (587) 216-4386

B. (Brad) McKeown Cellular: (306) 313-6709 Assistant Superintendent

G. (Gary) Stettner Cellular: (306) 313-8141 Road Foreman

TBD Cellular: TBD Trainmaster Road – Weyburn Sub

T. (Todd) Montgomery Cellular: (306) 313-8020 Trainmaster Road – Swift Current Sub

Moose Jaw Trainmaster Yard Desk: (306) 693-5503

Regina Trainmaster Yard Desk: (306) 777-0799 – Regina / Indian Head

Saskatchewan East: Wynyard, Tisdale, Kelvington, Yarbo and Lanigan Subdivisions:

M. (Mike) Hankewich Office: (306) 554-2252 Trainmaster Wynyard Cellular: (306) 560-3038 Fax: (306) 554-3445

K. (Kory) O’Dell Cellular: (306) 313-7383 Trainmaster Bredenbury

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Saskatchewan North:

Responsible for train and crew operations in Sutherland, including territory west of Saskatoon, including Wilkie, Hardisty, Lloydminster, Kerrobert, Macklin and Reford Subdivisions.

A. (Adam) Smith Office: (780) 414-2337 Superintendent Cellular: (780) 999-9855

J. (Jason) Leedahl Assistant Superintendent Cellular: (306) 313-5199

Territory east of Saskatoon, including Sutherland, Melfort, Wilkie Subdivisions:

D. (Dylan) Knorr Cellular: (306) 713-3176 Trainmaster Sutherland

J. (Justin) Drover Office: (306) 931-7403 Trainmaster Sutherland Cellular: (306) 313-2672

Assistant Trainmasters Sask North Desk Office: (306) 931-7447 Cellular: (306) 361-3046 Fax: (306) 931-7424

L. (Lee) Budd Cellular: (306) 715-0637 Trainmaster Wilkie

S. (Syed) Zaidi Cellular: (306) 850-7488 Trainmaster Wilkie

CP Police Service: 1-800-716-9132 (24 hours)

R. (Ron) Chomyn Office: (306) 931-7414 Inspector Cellular: (306) 280-5373

D. (Dave) Mess Office: (306) 931-7430 Sergeant – Saskatoon Cellular: (306) 631-3464

M. (Matthew) Loscombe Office: (306) 931-7430 Constable – Saskatoon Cellular: (306) 713-1753

B. (Brad) Bidulka Office: (306) 693-5555 Constable – Moose Jaw Cellular: (306) 209-6994

B. (Brady) Popil Office: (306) 777-8035 Constable - Regina Cellular: (306) 313-0633

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DOCUMENTS REQUIRED WHILE ON DUTY

Applicable Time Table General and the Module for any subdivision or terminal you may operate on.

Canadian Rail Operating Rules (CROR) effective October 14, 2015

Rule Book for Train & Engine Employees effective October 14, 2015

General Operating Instructions (GOI) including Train & Engine Safety Rule Book effective October 14, 2015  Section 4 – 08/16/2018

Emergency Response Guidebook dated 2016

Saskatchewan Summary Bulletin dated October 1, 2019

System Revision Document – effective October 1, 2019

GENERAL INFORMATION

A. LEAVING COMPANY PROPERTY Employees while on duty are not allowed to leave Company Property without proper authorization.

B. INFORMATION BULLETINS As soon as practicable, at a station or location where Information Bulletins are posted, every Locomotive Engineer, Conductor and Trainman must have read, and understood the INFORMATION BULLETINS.

C. NOTIFYING ASSISTANT TRAINMASTER PASSING A WILD SITE When requesting yarding instructions at Moose Jaw or Regina, crews must advise the Assistant Trainmaster of cars that have been detected at the Wild sites and if they have been set off or still are on their train.

D. LOCOMOTIVE LOCKOUT DEVICE If you enter a locomotive cab and observe a hasp and padlock on the control stand (blocking the reverser handle cavity), do not try to remove the device, or circumvent the protection that it provides. If the controls of the locomotive must be activated, contact Mechanical Services and advise them of the situation.

E. CHECKING FUEL LEVELS Prior to departing from Broadview, Regina, Swift Current, Estevan, Weyburn and North Portal, the Locomotive Engineer MUST advise the RTC as soon as possible when fuel levels on ANY locomotive is found to be at or below 1000 gallons. Locomotive Engineers must check fuel levels on all locomotives left on the Kerrobert and Macklin Subdivisions and report those levels to the RTC. This includes all locomotives set out or staged on the Hardisty Subdivision for servicing the grain terminals on the Kerrobert, and Macklin Subdivisions.

F. OVERSIZE EQUIPMENT THROUGH ELEVATOR TRACKS Reference Operating Bulletin SSA-023 dated February 13, 2003. Under NO circumstances is any oversize traffic to be moved through elevator, team tracks, customer sidings or any other areas of restricted side and/or overhead clearance unless specifically authorized to do so and only then, when it has first been verified that adequate clearance levels do exist.

G. SAFETY EQUIPMENT REQUIRED WHILE ON THE PROPERTY OF POTASH MINES All potash mine locations have a common policy regarding train crews entering mine sites. Crew members who leave the confines of the locomotive or caboose must wear hard hats. Crew members are restricted to the loadout office and/or the tracks in which switching is to be performed.

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H. RUN THROUGH TRAIN OPERATIONS – SASK SOUTH (O-BULL SSA-005 JAN.14/10)

1. Locomotive Engineers operating on "Run Through Trains" arriving at Moose Jaw, Swift Current, Broadview or other crew change locations must remain with the locomotive consist until the outbound Engineer arrives to take control of the consist. The inbound Engineer must ensure that all pertinent information is transferred to the outbound Engineer. Such as: - All cases of 3 point protection provided including employees protected with or without a "Lok-it" device in place. - GBOs, clearances, authorities, DOB and other written instructions and all necessary information still in effect must be transferred personally to the relieving crew - applicable yarding instructions still in effect. - pertinent Crew to Crew form Information (B/O equipment, Locomotive defects, pull by inspection results) and who they were reported to.

The transfer must be known to be understood by the relieving locomotive engineer.

2. The inbound or outbound locomotive engineer must NOT move the automatic brake valve to the release position until the "Lok-it" device has been removed or 3 point protection has been cancelled.

3. On delayed run-through trains when the outbound crew is not on-duty and it is required to leave the train unattended. Under no circumstances is a train, with three point protection provided, to be left unattended without a Lok-it device in place. - ex. - fueling remote units. In addition to the requirements of the GOI, the Locomotive Engineer must (as a last step) make an automatic brake application of at least 7 psi. This means secure the train with hand brakes, test the effectiveness of the hand brakes and then make the 7 psi application.

4. The supply and servicing of REMOTE locomotives does not require the use of a "Lok-It" device. When a remote locomotive is positioned for supply or service, such positioning will be under the instruction and control of the mechanical services employee who is performing such duties. Before supply or service begins, the mechanical service employee must: a) personally notify the Locomotive Engineer of his/her intentions to service the remote locomotive AND b) receive confirmation that the Locomotive Engineer has provided 3 point protection (e.g., fully applied independent brake, made at least a minimum reduction of the automatic brake and generator field switch open) AND c) after locomotive supply and service is completed, advise the Locomotive Engineer when servicing activities on the remote locomotive are complete and that he is safely in the clear. d) This instruction applies only on run through trains which are left unattended on the designated run- through tracks; North Passing Track, North Main Track, South Main Track and F1 Track.

5. At Moose Jaw the Locomotive Engineer will be advised by the Assistant Trainmaster when Mechanical Staff is clear of their train and ok to proceed.

6. Trains approaching the Moose Jaw Fuel Pad, with locomotives in the same track as they plan to occupy, are instructed to stop 100 feet clear of the fuel pad area until 3-point protection is cancelled on the effected locomotives.

I. REPORTING OF YARD PULL TIME CLARIFICATION (O-BULL SSA-018-13 FEB 18/13) As was previously issued, all crews at every on duty location will report the “Yard Pull Time” to the ATM (Assistant Trainmaster) 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.

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J. NOTIFYING OC OF LATE TAXIS (O-BULL SSA-127-13 DEC 05/13) Arrange to notify Crew Management if you are waiting on a taxi for more than five (5) minutes past your on duty time or the required need time of the taxi. If you are on a train or need to use the radio to make the notification that you have been waiting for a taxi, contact the RTC who will relay the information to crew management. If this fails, contact in this order, the ATM, Trainmaster Yard, Trainmaster Road, Asst Superintendent or Superintendent.

K. TRANSFER SPEED EXEMPTION – MOOSE JAW and BREDENBURY (O-BULL SSA-097-15 NOV 25/15) Background: On July 23, 2012, Transport Canada granted CP an exemption from the speed requirement for transfers as contained in the definition of Transfer within the Canadian Rail Operating Rules (CROR). Although crews will not be required to perform a No.1A brake test due to these movements operating as transfers, crews will still be required to perform pre-departure inspections of cars lifted from customer facilities.

The following conditions from Transport Canada must be complied with when operating as a transfer in the Moose Jaw and Bredenbury Terminal area pursuant to this exemption:

1. Transfers cannot exceed 30 miles per hour (mph) unless meeting all requirements of item 2. NOTE: To operate at 30 MPH or less, item 2 is not applicable. 2. A transfer may operate above 30 MPH under the following conditions: a) Transfers cannot exceed 40 miles in one direction outside of Daily Operating Bulletin (DOB) limits. That means for the Moose Jaw Terminal transfers and Bredenbury transfers meeting all of the below requirements can apply this item of the exemption from: Indian Head Sub Mile 135.1 – 87.0 Swift Current Sub Mile 0.0 – 44.0 Weyburn Sub Mile 0.0 – 41.3 Outlook Sub Mile 0.0 – 47.8 Expanse Sub Mile 0.0 – 21.0 Wynyard Sub Mile 0.0 – 44.0 Yarbo Sub Mile 0.0 – 22.9

b) Transfer cannot include loaded carload quantities (tank cars) of dangerous goods. c) Transfer cannot include cars in captured service that will not receive a No1 Air Brake Test and Certified Car Inspection within the captured service loop; d) Transfer will not traverse heavy descending grades as listed in Section 1 of the General Operating Instructions (GOI) 3. Transfers must be equipped with a Train Information Braking System (TIBS) unit, and with air throughout the entire equipment consist. Transfers will perform a pre-departure testing of TIBS. GOI Section 6 Item 15.0 and Section 3 Item 10.0 applies. 4. When lifting cars from a customer’s facility GOI Section 5 Item 4.0 (Pre-Departure Inspection Procedures by other than a certified car inspector) and GOI Section 8 (dangerous goods car inspection by train or yard crew) applies. 5. Transfers will perform a Transfer Brake Test pursuant to GOI Section 3 Item 15.1 and upon departure before exceeding 15 mph, a Running Brake Test must be performed as per GOI Section 3 Item 12.2. In Summary: Transfers may operate at a speed not exceeding 30 MPH:  An inspection of the equipment as per GOI Section 5 item 4.0 and Section 8 has been performed  When equipped with and have performed a pre-departure testing of TIBS  Have air throughout the entire equipment consist  After performing a running brake test

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A transfer may operate above 30 MPH when, in addition to the above, the following conditions have been met:  There are no loaded carload quantities (tank cars) of dangerous goods.  Equipment consist does not include cars in captured service that will not receive a No1 Air Brake Test and Certified Car Inspection within the captured service loop;  Will not traverse heavy descending grades as listed in Section 1 of the GOI.

L. TRANSFER SPEED EXEMPTION – SUTHERLAND (O-BULL SSA-098-15 NOV 25/15) Background: On July 23, 2012, Transport Canada granted CP an exemption from the speed requirement for transfers as contained in the definition of Transfer within the Canadian Rail Operating Rules (CROR). Although crews will not be required to perform a No.1A brake test due to these movements operating as transfers, crews will still be required to perform pre-departure inspections of cars lifted from customer facilities.

The following conditions from Transport Canada must be complied with when operating as a transfer in the Sutherland Terminal area pursuant to this exemption:

1. Transfers cannot exceed 30 miles per hour (mph) unless meeting all requirements of item 2. NOTE: To operate at 30MPH or less, item 2 is not applicable 2. A transfer may operate above 30 MPH under the following conditions: a) Transfers cannot exceed 40 miles in one direction outside of Daily Operating Bulletin (DOB) limits. That means for the Sutherland transfers meeting all of the below requirements can apply this item of the exemption from:

Sutherland Mile 109.7 – 67.0 Sutherland Mile 109.7 – 113.5 Wilkie Mile 0.0 – 38.0

b) Transfer cannot include loaded carload quantities (tank cars) of dangerous goods. c) Transfer cannot include cars in captured service that will not receive a No1 Air Brake Test and Certified Car Inspection within the captured service loop; d) Transfer will not traverse heavy descending grades as listed in Section 1 of the General Operating Instructions (GOI) 3. Transfers must be equipped with a Train Information Braking System (TIBS) unit, and with air throughout the entire equipment consist. Transfers will perform a pre-departure testing of TIBS. GOI Section 6 Item 15.0 and Section 3 Item 10.0 applies. 4. When lifting cars from a customer’s facility GOI Section 5 Item 4.0 (Pre-Departure Inspection Procedures by other than a certified car inspector) and GOI section 8 (dangerous goods car inspection by train or yard crew) applies. 5. Transfers will perform a Transfer Brake Test pursuant to GOI Section 3 Item 15.1 and upon departure before exceeding 15 mph, a Running Brake Test must be performed as per GOI Section 3 Item 12.2. In Summary: Transfers may operate at a speed not exceeding 30MPH:  An inspection of the equipment as per GOI Section 5 item 4.0 and Section 8 has been performed  When equipped with and have performed a pre-departure testing of TIBS  Have air throughout the entire equipment consist  After performing a running brake test

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M. TRAINS WORKING/TRAVELLING IN YARDS/INDUSTRY TRACKS (O-BULL SSA-100-15 NOV 27/15) For train crews working or operating in yards or Industry tracks, when there are two or more employees on the Locomotive, one employee MUST be positioned on the footboard or platform of the Locomotive when the Locomotive is leading in the direction of travel, (this includes Lite Engines). In instances where there are three RTE’s in the cab, two employees will be required to be positioned outside of the cab to ensure diligence in protecting the point. This will improve our ability to work safely and prevent accidents such as run through switches and other unsafe events. Please continue to work in a safe and productive manner.

N. INSPECTING PASSING MOVEMENTS (O-BULL SSA-106-15 DEC 23/15) Effective immediately, the following instruction is in effect: In the event that the terrain is such that an inspection of a passing movement cannot be performed on both sides, the RTC must be notified.

O. SECURING EQUIPMENT The following are supplemental instructions to GOI Section 4 and provide additional information as required by rule for specific areas governed by this Summary Bulletin.

Specific Grades (In addition to GOI Section 4 Appendix 2)

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Special Instructions (Supplemental to GOI Section 4)

1) In the application of GOI Section 4 in Broadview, Regina and Moose Jaw Terminals, hand brakes may be applied at either end of the track.

2) F-Yard Moose Jaw – Crews yarding their train into F-Yard are to apply hand brakes to the head end of their train.

3) Sutherland Terminal – All hand brakes are to be applied at the west end of the block of cars being left and all other hand brakes are to be released.

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P. Moose Jaw / Regina Crew Activity Standards (revised) (O-BULL SSA-025-18 JUN 12/18) Yard Switcher & Road Switcher Assignments  Crews will report dressed and ready to commence work at start of shift  Engineer and helper/brakeman will proceed directly to the locomotive(s), on board within 5 minutes o Engineer will make a full service automatic brake reduction and release to signal they are on the locomotive o Perform inspection and air brake test (as required)  Conductor will contact Trainmaster for instructions within 2 minutes of shift start for instructions  Wheels turning within 10 minutes of on duty time  20 minute meal period o 30 minutes allowed from wheel stop to wheel start o Any issues that prevent movement will be escalated to Trainmaster or Assistant Trainmaster Road Crews  Crews will report dressed and ready to commence work at start of shift  Paperwork will be pulled or obtained (i.e. Ready packets) within 2 minutes of on duty time  If documents are unavailable immediately escalate to appropriate supervisor and document on delay report  Engineers of originating trains will proceed directly to the locomotive(s), on board within 10 minutes of on duty time o Engineer will make a full service automatic brake reduction and release to signal that they are on the locomotive o Perform inspection and air brake test (as required)  Run through trains performing change off will perform a job briefing and be ready to proceed within 5 minutes  Any delay exceeding 5 minutes or situation preventing adherence to standards will be documented on delay report All delays will be entered on delay report and turned into Assistant Trainmaster / Trainmaster and the end of your shift. Road crews will turn in delay report to Assistant Trainmaster / Trainmaster upon their return to Moose Jaw / Regina.

Q. Fuel Readings from Road Locomotives (O-BULL SSA-027-17 JUL 7/17) Until further notice:

Fuel readings from all locomotives on road trains are required to be reported to the Train Dispatcher:

 Outbound crews must report levels upon departure from a crew change location.  Inbound crews on arrival at the trains’ final destination.  Whenever a train is being fueled inbound and outbound fuel levels must be reported.

The only exception to this requirement is if getting fuel levels on Distributed Power will delay the train. If this is the case, levels on Distributed Power are not required, but headend levels must still be reported to the Train Dispatcher.

R. Pilot Project – Addition to Safety Rule Books re Switches (O-BULL SSA-044-17 OCT 11/17) Employee inattentiveness continues to result in an increased number of run-through switches. The Prairie Division alone has seen 17 such incidents 2017 YTD, and 203 incidents 2014 to date. As such, and in order to address those situations where employees fail to stop prior to running through a switch not properly lined, a six month pilot project will commence on the Prairie Division.

On the Prairie Division, in addition to the requirements of Train & Engine Safety Rule Book item T-26 Switches, and Engineering Safety Rule Book item E-27 Switches, the following also applies:

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When stopping for a switch not properly lined for your movement or track unit, stop the movement or track unit:  facing point switches – a minimum of 50 feet from the switch points;  trailing point switches – clear of the fouling point, a minimum of 50 feet from the switch points;  pulling clear of a switch in order to reverse direction – a minimum of 50 feet beyond the switch points.

This new requirement will increase safety by ensuring that movements are a sufficient distance from the points to eliminate tension on the switch, making it easier to line, and reducing the number of run- through switches.

S. Snow & Ice Conditions On Crossings, Yard And Elevator Tracks (O-BULL SSA-044-17 OCT 11/17) Please be reminded that when snow and ice conditions warrant on crossings, elevator trackage and business tracks, the engine must be run through the tracks before cars are set out or lifted.

This is required to prevent equipment from derailing due to the build-up of snow and ice.

GOI Section 1 item 32.11 reads, in part, “When snow and ice conditions are such that they are building up in yard tracks, elevator tracks, industrial tracks and particularly on crossings within such tracks, the locomotive must be run through the tracks prior to cars being set out, lifted or moved.” Although you may think that the loads are heavy enough to clear the track and not derail, item 32.11 clearly indicates that when required to clear these tracks of snow and ice buildup, the locomotive must be used.

T. End of Train (EOT) Instructions (O-BULL SSA-018-19 MAY 16/19) & (O-BULL SSA-029-19 JUN 26/19) When a train is working or terminating in a SASK Service Area the Engineer or Conductor are to communicate their EOT number to the responsible Trainmaster. The Trainmaster will give instructions on how to handle the EOT if required to handle at all.

At the Away From Home Terminal(s) train Crews are responsible for their EOT. The Engineer or Conductor is required to communicate their EOT number to the responsible Trainmaster if removing from the train and leaving the EOT at the station. The Trainmaster will give instructions on how to handle the EOT if required to handle at all. Under no circumstances are EOT’s to be left at a customer’s facility/track when power is removed.

Under no circumstances is an EOT to be removed from a rail car and placed on the ground. This includes Yard and Road Switcher Crews handling EOT’s off of cars to switch or departing and arriving into the Terminal. All EOT’s removed must be placed in the proper EOT racks on locomotives or designated areas in the Terminal, both Home and Away (not to be left in the cab of a locomotive).

U. Rosyth USD Process (O-BULL SSA-019-19) Process for Lifting Loaded Oil Train Ex-Rosyth USD: 1. At order time crews to depart Hardisty immediately via taxi or TM and report at USD. 2. Report immediately to OC Director or Sutherland ATM if there is no ride. 3. Upon arrival, crews to receive their instruction from OC Director or Sutherland ATM/TM. 4. Crews will pull all their paperwork from USD FIT- TGBOs, Train Documents etc. 5. Crews immediately take possession of their train to depart. 6. Crews to fill out the enclosed form and submit to the saved email group named Rosyth Oil Report prior to going off duty on the WilkP500 in Wilkie GYO and HARDP500 in Hardisty GYO. (job aid enclosed) 7. If unable to email, contact Sutherland ATM for direction. 8. All delays are to be documented on the form, all delays longer then 15min must be escalated to RTC/OC Director.

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SUBDIVISION INSTRUCTIONS and TIME TABLE / MODULE REVISIONS

REVISIONS AFFECTING MULTIPLE MODULES

RTC Authorities Channel Revisions (O-BULL SSA-042-16 JUN 17/16) RTC Authorities Channel 60-60, as listed in the Bulyea, Hardisty, Lanigan, Macklin, Melfort, Reford, Sutherland, Tisdale, Wilkie, Wynyard, and Yarbo Modules, is revised to read 060-060. (Note that there is no corresponding “CP” radio channel assigned to this frequency).

RTC Call-in Channel Revisions (O-BULL SSA-004-17 FEB 3/17) (O-BULL SSA-070-16 NOV 30/16) RTC Call-in Channel CP 3 21-91, as listed in the Hardisty, Lloydminster, Macklin, Reford, Swift Current, Wilkie, Wynyard, and Moose Jaw Terminal (Indian Head and Swift Current portions only) modules, is revised to read CP 9 21-67.

Prairie Division Time Table 32 General

Revision to Time Table 32 General (O-BULL SSA-058-16 OCT 21/16) (O-BULL SSA-063-16 NOV 2/16) That portion of the table referencing RTC Desk/Subdivision contact numbers on page 7/10 is revised to read:

Desk/Subdivisions RTC Emergency RTC Telephone Alberta North 403-543-8318 403-806-4341 Alberta South, Weyburn 403-543-8436 403-806-4342 Brooks 403-806-4344 403-543-8451 Laggan 403-806-4345 Maple Creek 403-806-4343 Swift Current 403-543-8324 403-806-4348 Indian Head 403-806-4349 Prairie Northwest 403-806-4351 403-543-8323 Prairie Northeast 403-806-4352

BELLE PLAINE SUBDIVISION

Revision to Belle Plaine Subdivision Modules (O-BULL SSA-020-19 JUN 4/19) Belle Plaine sub module 42 – new footnotes 2.0 and 2.1 added reading: 2.0 EQUIPMENT RESTRICTIONS 2.1 Diesel Units In the application of GOI Section 7 Item 7.1, a maximum of 24 driving axles are permitted at each remote position. When a remote position exceeds 12 driving axles, combined tractive effort at such position must not exceed 150 Klbs between miles 12 and 0.

BULYEA SUBDIVISION

Track out of Service (O-BULL SSA-091-15 NOV 13/15) The non-main track between Mile 56 to Mile 54 on the Bulyea Subdivision is out of service account high water conditions. A red flag will be placed between the rails at Mile 56.

Richardson Pioneer Blue Flag and Derail Lockout Process in Effect (O-BULL SSA-114-12 NOV 01/12) Richardson Pioneer at Last Mountain on the Bulyea Subdivision have implemented a new blue flag and derail lockout process at these facilities to enhance safety and communication. When Richardson Pioneer employees are loading product, they will have a blue flag/light placed next to the derails along with a private lock on the derails attached with a special hasp to our existing locks preventing access into their tracks until loading and/or maintenance has been completed. If the blue flags and/or private locks on the derails have not been removed prior to arriving on site to perform a lift or set off, there will be a 24 hour contact number to call posted on signage Saskatchewan Bulletin October 1, 2019 Page 14

near the derails. Running trades employees must call the RTC and relay the contact number and that they are unable to obtain access into the facility to complete their lift or set off. The NMC will contact Richardson Pioneer who will dispatch someone to the site to confirm that their employees are safely clear of the tracks and at this point will remove their protection. If spotting instructions are not clear, or for immediate access if the Protection System is locked, contact Richardson’s 24 hour Rail Assistance Line (204) 471-1154.

EXPANSE SUBDIVISION

Assiniboia Crews delivering trains to Assiniboia are to leave the Crew To Crew form in the document box located on the north side of the GWR SBU building.

Assiniboia Static Yard (I-BULL S-168-15 DEC 07/15) Note: Copies of the below will be located in the Moose Jaw Bullpen. Remember to fax CIF and paperwork to (306) 297-2508. Leave the hard copies in the box.

 GAML = Leave clear  GAT01 = Interchange / GWR to CP  GAT02 = Interchange / GWR to CP  GAT03 = Interchange / CP to GWR  GAT04 = Interchange / CP to GWR  GAT05 = GWR  GAT06 = GWR  GAT07 = GWR  GAT08 = Leave clear

Crew Cell Phone (O-BULL SSA-015-13 FEB 14/13) Train crews working the Expanse and Outlook Subdivisions ONLY, are required to pick up and sign out the branch cell phone from the Assistant Trainmaster desk when coming on duty. This will assist crews in communicating with the Ops Centre, Engineering personnel and any other company related business. Upon completion of tour of duty the crew is to return the cell phone to the Assistant Trainmaster desk and sign it back in. Please note that the use of the cellular telephones must be adhered to as per all current rules and company policies.

HARDISTY SUBDIVISION

Metiskow Siding – Hardisty Subdivisions (O-BULL SSA-031-19 AUG 2/19) As of 1600 August 3, 2019 at Metiskow, Hardisty Subdivision:

- the wye, east and west wye switches, and Alberta Sulphate Spur, are permanently removed; - a siding is placed in service, extending between the east siding switch mile 95.91, and the west siding switch mile 97.86, with a capacity of 9635 feet; - maximum speed 25 MPH on siding and through turnouts at east and west siding switches; - on siding, hand operated switch mile 96.27 provides access to a 3700 foot storage track equipped with a standard hinged derail. In order to protect crossing sightlines, “Spotting Of Equipment Prohibited Beyond This Point” signs are placed, and additional restrictions apply, as follows: For crossing mile 96.75 Signs are placed adjacent to main track and siding at miles 96.60 and 96.96. T&E 13.5 applies at this crossing, unless that portion of the adjacent track between the crossing and the sign at mile 96.96 [eastward movements] or the sign at mile 96.60 [westward movements] is, and will remain, clear of other movements, equipment, and track units, until the crossing is fully occupied. For crossing mile 97.85 Signs are placed adjacent to main track and siding at mile 97.70.

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T&E 13.5 applies to westward movements at this crossing, unless that portion of the adjacent track between the crossing and the sign at mile 97.70 is, and will remain, clear of other movements, equipment, and track units, until the crossing is fully occupied. These are temporary restrictions which will be cancelled via bulletin during a later stage of this project.

Hardisty Subdivision Module 8.1, of Time Table 32, is revised as follows: - the letter Y located beside Metiskow in the station table is deleted; - the station table is revised to indicate a siding at Metiskow with a capacity of 9635 feet; - Footnote 4.2 is revised to read "Maximum speed 25 MPH on siding and through turnouts at east and west siding switches at Buccleugh and Metiskow."; and - Footnote 12.2 is deleted.

New Time Table Footnote – Hardisty Subdivisions (O-BULL SSA-052-18 NOV 6/18) The following new footnote is added to Footnote 11.0, Hardisty Subdivision Module 8.1 of Time Table 32. T&E 5.2 – CN’s main track is located within 100 feet of CP main track at the following locations: CP Mileage CN Mileage CN Train Standby Channel Mile 23.0 Mile 62.4 Wainwright Sub AAR 87-87 (CN1)

Time Table Footnote Addition - Hardisty Subdivision (O-BULL SSA-011-17 APR 1/17) The following new footnote is added to Footnote 11 in Hardisty Subdivision Module 8.1, Time Table 32: “In the application of T&E 14.8(a), a movement may leave Lloydminster Subdivision junction switch Wilkie lined and locked in either position.”

West wye switch Metiskow – special lock applied by Wayne Baier. (Contents of GBO C8176 dated AUG 01/12)

INDIAN HEAD SUBDIVISION

Regina Yard Point Protection Zones (O-BULL SSA-030-19 JUL 29/19) Zone 1 – West End Point Protection Zone  North Main Track from, including, RH01 on the North main track through crossover 14 up to and including RF27D switch. (Highlighted Blue on Schematic) Zone 2 – East End Point Protection Zone  From RF11 Switch Eastward through to RC05 (Highlighted Blue on Schematic) Zone 3 – Lanigan North Point Protection Zone  Northward including the COOP Refinery Switch through to Mile 8

T&E, Mechanical and ES Employees in Regina Yard are responsible to confirm if Point Protection Zone(s) are Active/Inactive by communicating with the Regina ATM. RCLS Channels West End RCLS – Yard 5 (76 76) East End RCLS – Yard 2 (29 29) Saskatchewan Bulletin October 1, 2019 Page 16

Lanigan North – Yard 3 (51 51)

Point Protection Zone Active – RCLS working in Zone Point Protection Zone Inactive – RCLS not working in Zone

Zone Active – If PPZ is active employees are responsible to contact the RCLS assignment(s) to obtain permission and instructions when operating equipment in and through the zone prior to entering the zone.

NOTE: Employees who require to change the position of a switch within an active zone must communicate with the RCLS crew the following points;

 Route taken through the zone  When clear of the zone Switches used within the zone that have not been restored for the RCLS route

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Revision to Indian Head Subdivision Modules (O-BULL SSA-020-19 JUN 4/19) Indian Head sub module 10.2 – new item K. added to footnote 12.7 reading: K. In the application of GOI Section 7 Item 7.1, between miles 1 and 0, and on siding Belle Plaine, a maximum of 24 driving axles are permitted at each remote position. When a remote position exceeds 12 driving axles, combined tractive effort at such position must not exceed 150 Klbs.

Communication Procedure For Yara Belle Plaine (O-BULL SSA-015-17 APR. 1/17) Please be advised effective immediately crews switching at Yara (M28) Belle Plaine must contact Yara loadout crews on CP Channel Yard 5 041 041 before entering their tracks. If contact cannot be made, contact the Moose Jaw Trainmaster who will call Yara Loadout.

Kalium Spur (O-BULL SSA-065-14 SEP 02/14) Tracks M1911, M1912, M1913 and M1914 are restricted to empties only except off spec loads may be placed on M1911 and Phosphate loads may be placed on M1913.

Reporting to Work Location – Top End – Moose Jaw Yard (O-BULL SSA-066-12 AUG 01/12) Effective August 5, 2012 all crews working the top end in the Moose Jaw Yard will be responsible to report to this location as outlined in Articles 4.11 & 46.01(a) - KM14, KM24, KM34 and all relief top end jobs. You will still be required to attend your end of shift debrief and tie up at the Moose Jaw Station in the booking in room on the 2nd floor of the CP station.

Moose Jaw Yard – RIP Track (O-BULL SSA-063-13 JUL 02/13) When switching the RIP track, movements are restricted to 3 MPH while shoving over the wheel drop pit in track XR10.

CN Interchange Moose Jaw Instruction (O-BULL SSA-101-14 NOV 07/14) The following instructions will apply to spotting the CN Interchange in Moose Jaw: When delivering cars to the CN Interchange you MUST shove past the 5th Avenue crossing.

Crews Departing from Moose – Lanigan TGBO Mandatory (O-BULL SSA-036-13 APR 18/13) Indian Head Sub TGBO limits will include the portion of the Lanigan Subdivision that Moose Jaw crews may run long. These Lanigan Subdivision limits are between the Lanigan Sub Junction Switch Regina and Mile 25. In conjunction with this, to expedite crew change offs at Regina or Craven, Moose Jaw crews that are on trains designated to run north onto the Lanigan Subdivision are required to also print off the following documents to be left on the train for the Sutherland Crews;  Lanigan Subdivision TGBO  Sutherland Subdivision TGBO  Sutherland DOB Crews are required to have this documentation regardless if your train will be running long into Craven.

Crossover Removed from Service (O-BULL SSA-033-14 MAY 15/14) The crossover connecting the main on the Indian Head Subdivision to the long lead Broadview Yard located at Mile 0.30 has been removed from service. The switches at this location are lined and locked with special locks in the normal position.

Park Street Crossing, Regina (O-BULL SSA-012 FEB 03/06) Yard crews are prohibited from switching over Park Street crossing located at approx Mile 91.9. Exception, under the direction of a Supervisor or in an emergent situation. Should Yard crews be required to switch in this area, all switching plans must ensure that cuts of cars are sufficiently small enough that they do not require the movement to foul Park Street crossing.

Locomotives Left on Regina Shop Tracks on Drip Trays (O-BULL SSA-041 MAR 18/09) In order to mitigate the amount of unpleasant material buildup on the shop tracks at Regina, locomotives that are being left on the shop track must be left parked on top of the drip trays when possible. Drip trays are located at the end of the shop tracks close to the shop building on tracks RF24 & RF25. To clarify, this means that the parking spots directly above the drip trays must be occupied first, and the overflow locomotives then may be parked elsewhere on the shop tracks.

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Reporting Stop and Pull Times at Regina Intermodal (O-BULL SSA-029-13 APR 01/13) All trains working at the Regina Intermodal Facility are required to advise the Regina Assistant Trainmaster the time stopped on arrival, and the time pulled upon departure.

Spotting IMS Cars at Regina IMS Facility (O-BULL SSA-054-14 JUL 14/14) When instructed to spot IMS cars to RW01 (Working Track) at Regina IMS, crews are reminded that unless otherwise instructed, all cars are to be spotted adjacent to the pavement in RW01 so that all platforms are accessible by the intermodal top lift machines. If in doubt, crews are to contact the Regina IMS Supervisor Operations or Assistant Trainmaster for clarification.

Russell Metals – Regina Yard (O-BULL SSA-037-14 MAY 23/14) Russell Metals at Regina (R10) has installed hinged stop blocks within their track. The following instructions are in effect:  Spotting Outside Spot the car just past (10-12 inches) the stop blocks. Secure the car and perform an effectiveness test. After uncoupling, place the stop blocks in the upright position and lock with the locks provided. There are four (4) stop blocks in total, two ahead (south) of the single car spot and two behind (north) of the single car spot. There is one stop block on each rail.

 Pulling Cars Outside Ensure prior to coupling that the stop blocks are in the off position. The instructions for the correct position of the stop block, when in the off position, is written on the right side of the stop block. These instructions must be followed to ensure the equipment can pass over the stop block safely. If no cars are left on spot outside, the stop blocks are to be left in the off position. These additional safety measures in no way alter the requirement to secure cars and test the effectiveness of handbrakes prior to uncoupling.

 Pulling and Spotting Inside the Building There is now an electric door opener positioned on the west door-frame of the building to allow access during off hours. As such, there is no longer a requirement to contact Russell Metals Personnel to gain access. Simply open the box marked “Door Operation” and activate the door. Please ensure doors are closed once work is completed.

KELVINGTON SUBDIVISION - No Changes

KERROBERT SUBDIVISION - No Changes

LANIGAN SUBDIVISION

Revisions to Lanigan Subdivision Module 15, Time Table 32: (O-BULL SSA-004-17 FEB 3/17) (O-BULL SSA-065-16 NOV 9/16)

- Footnote 0.1 is revised to read, “Zone Code (Z) is 7, except 4 at Regina.”; - Footnotes 2.2 and 9.2 are deleted; and - Page 1/3 is revised to include new radio channels and tower/call in codes as indicated below in red:

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(O-BULL SSA-209-15 DEC 15/05) The crossing located within Evraz plant (opposite the scale building Ipsco, just north of Armour Road) at approximately Mile 4.5 is not to be blocked. Equipment is not to be left standing on this crossing at any time.

Timetable 32, Module 15, Lanigan Subdivision, Item 12.1 Regina Yard (O-BULL SSA-066-15 OCT 15/15) Add the following exception to 12.1 A: - 6 axle units are permitted in the North Yard at Evraz, tracks D5204, D5205, D5206, D5207, D5208 and D53.

Northbound Trains Regina – Lanigan Subdivision (O-BULL SSA-019-16 MAR 18/16) With the cancellation of the Craven Agreement, below is the process for trains destined for the Lanigan Sub: 1. Moose Jaw crews will yard train in Regina as instructed by ATM or RTC. 2. Moose Jaw crew will stay with train unless otherwise instructed. 3. Crews departing Moose Jaw will still obtain the following documents;  Lanigan Subdivision TGBO  Sutherland Subdivision TGBO  Sutherland DOB Sutherland crews will contact the incoming Moose Jaw crew using their portable radios to confirm change off location. If unable to contact incoming crew, crews are to contact Moose Jaw ATM via radio. If unable to contact ATM via radio crews are to proceed to Regina station and contact ATM for change off instructions.

Revision to Lanigan Subdivision Module 15 - Footnote 10.3 (O-BULL SSA-033-16 MAY 19/16) Footnote 10.3 of Lanigan Subdivision Module 15, Time Table 32, is revised as follows: Under the Rule(s) column of the table, authority required for Track Unit is revised to read, “ ENG 6.6 “.

LLOYDMINSTER SUBDIVISION

Revisions to Lloydminster Subdivision Module 17.2 (O-BULL SSA-027-19 JUL 22/19) In the station column of Lloydminster Subdivision Module 17.2, Time Table 32, the end of track is revised to read mile 106.0.

Revisions to Lloydminster Subdivision Module 17.2 (O-BULL SSA-050-18 NOV 5/18) Footnotes 2.2, 2.3, and 4.2, of Lloydminster Subdivision Module 17.2, Time Table 32, are deleted in their entirety.

HBD Mile 17.1 Placed In Service - Lloydminster Subdivision (O-BULL SSA-050-18 NOV 5/18) HBD mile 17.1 Lloydminster subdivision is placed in service. Footnote 1.1 of Lloydminster Subdivision Module 17.2, Time Table 32, is revised with addition of the following:

Revisions to Footnote 4.2 - Lloydminster Subdivision (O-BULL SSA-003-18 JAN 15/18) The table in Footnote 4.2 of Lloydminster Subdivision Module 17.2, Time Table 32, is revised to read:

Drops to or below Between Miles Tracks MPH

- 25 0.0 and 21.0 Main 10

Revision to Footnote 2.3 - Lloydminster Subdivision (O-BULL SSA-049-17 NOV 28/17) Footnote 2.3 of Lloydminster Subdivision Module 17.2,,Time Table 32, is revised to read: “Loaded cars must not exceed 15 MPH between mile 0.0 and mile 18.0.”

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Stop Movement Before Entering Big Gully Facility (O-BULL SSA-016-13 FEB 15/13) Movements must stop at the inter plant crossing to ensure all vehicular traffic has stopped and crossing is clear before shoving Northward while servicing facility.

MACKLIN SUBDIVISION - No Changes

MELFORT SUBDIVISION - No Changes

MOOSE JAW TERMINAL

Moose Jaw Timetable Footnote - Revised (O-BULL SSA-061-18 NOV 26/18) Footnote 12.4 of Moose Jaw Terminal Module 41, Time Table 32, is revised to read: “Maximum speed 5 MPH. 6 axle units prohibited; and no more than 8 equivalent driving axles permitted.”

Maximum speed on G1 (Coal Haul) is 15 MPH

Moose Jaw Yard Point Protection Zones (O-BULL SSA-027-18 JUL 10/18) (REPLACES O-BULL SSA-021-17 ISSUED ON JUN 9/17)

Effective 0001 Wednesday July 11, 2018 the following Point Protection Zones (PPZ) will be established at Moose Jaw yard.

Point Protection Zones Moose Jaw Yard:

East Point Protection Zone: From the fouling point of the east end of track MA-LEAD westward on MA-LAED to and through MA07 to and through route 8 crossover onto MCLEAD to MC10 switch. The affective length of the pull back from RT 7 crossover to the fouling point of MA01 switch is: 4100’

West Point Protection Zone (See Attached Schematic): Zone encompasses track from D5 switch to Coal Hole extension, from F7 switch to Coal Hole extension and F2 switch to Coal Hole extension.

Signs identifying the start and end of Point Protection Zones may not be in place. Movements requiring access to Moose Jaw Yard and movements within Moose Jaw yard that require access to a PPZ (Point Protection Zone) must contact the Assistant Trainmaster (ATM) and be governed by instructions received.

Instructions must include whether the PPZ on the route to be used are active or inactive (If status of zone is not discussed employees must inquire). When the PPZ is active the instructions must include the remote control assignment and radio channel to contact the remote control assignment for instructions concerning the use of the active PPZ. In an ACTIVE PPZ the movement will be governed by the instructions received from the Remote Control Assignment and when practicable will restore all switches used to the same position as previously encountered and MUST advise the Remote Control Assignment when clear of the PPZ and the position of all switches used. A written record of all ACTIVE PPZ’s will be kept by the Assistant Trainmaster (ATM). This record will include:  Remote control assignment  Time PPZ activated  Time PPZ deactivated A remote control assignment will activate a PPZ by requesting permission from the Assistant Trainmaster (ATM). Prior to activating the PPZ the remote control crew must:  ensure PPZ is clear of equipment  ensure there is no red flag protection in place (T&E 9.1/ENG 5.2 & 5.3)  ensure all switches in PPZ are properly lined and secured for their movement

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Once the PPZ is activated the Remote Control Operator that activated the PPZ will regard the track or tracks within the zone as “known to be clear” in the application of T&E 12.6 and T&E 9.1 does NOT apply. When Point Protection Zones are transferred between Remote Control Assignments there must be a clear understanding of:  the Zone or Zones that are active  any movements that have been authorized to use the zones and instructions given to that movement  any condition that may impact the use of the PPZ The relieving Remote Control Assignment must advise the Assistant Trainmaster (ATM) of the transfer. It is the responsibility of the Remote Control Operators to ensure their movements are within the limits of the PPZ that has been activated. When using a PPZ without providing a member of the crew on the leading end of the movement the Remote Control Operators MUST:  know the length of the PPZ that is being used  know the length of the cuts of cars that are being handled If in doubt as to whether the length of the cut of cars being handled will remain within the limits of the PPZ provide protection by a member of the crew being positioned on the leading end of the movement.

It is permitted for two Remote Control assignments to work within an active PPZ provided each assignment has a clear understanding of the operation of each.

When using a PPZ that has been equipped with Positive Stop Protection (PSP) to ensure that the PSP is functioning properly the Remote Control Operator MUST; • Have a Remote Control Locomotive equipped with a transponder reader and the locomotive must be on the leading end of the movement. • Test the PSP protection by operating the locomotive with or without cars toward the track transponders and verifying that the Operator Control Unit (OCU) provides an audible alert and displays the expected message when travelling over the first and second transponder. • If the test of the PSP fails the Remote Control Operators must not rely on the PSP to stop the movement and must advise the Assistant Trainmaster (ATM). • The Coast and Coast B setting on the OCU must not be used when using PSP to control the movement. • When the PSP override function is activated a member of the crew must provide protection by being positioned on the leading end of the movement.

Engineering: a) Track units must not occupy, nor track work be undertaken until confirming status of PPZ with Assistant Trainmaster (ATM). If status is not discussed Engineering Employees are to inquire and must not enter zone until advised. b) After confirming zone status Engineering Employees are responsible for communicating with RCLS assignment for instruction in the zone. c) Occupying or track work must be protected by T&E 9.1/ENG 5.2 & 5.3. d) The Assistant Trainmaster (ATM) must be advised when Engineering Employees are clear of PPZ limits. e) The Assistant Trainmaster (ATM) will keep a written record of track units and work within a PPZ

Mechanical: a) The Assistant Trainmaster (ATM) will record in writing tracks within a PPZ that mechanical forces have been granted access to.

Job Aid for Moose Jaw Yard Point Protection Zones

T&E, Mechanical and ES employees in Moose Jaw Yard are responsible to confirm if Point Protection Zone (PPZ) is Active/Inactive by communicating with the Assistant Trainmaster (ATM).

Point Protection Zone Active – RCLS working in zone Point Protection Zone Inactive – RCLS not working in zone

Zone Active:If PPZ is active employees are responsible to contact the RCLS assignment(s) to obtain permission and instructions when operating equipment in and through the zone prior to entering zone.

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NOTE: Employee(s) only required to change the position of a switch within a zone must communication with RCLS crew.

This communication must include the following.

 Route through the zone when operating equipment  When movement/employee is clear of zone  Switches used in zone by employee(s) are or are not restored for RCLS route Zone Inactive

Movement/Employee(s) may operate in PPZ providing T&E 9.1 protection.

Point Protection Zones highlighted in yellow on attached maps.

RCLS Channels East End RCLS – Channel 2 (83 83) West End RCLS – Channel 5 (41 41)

Copies of this bulletin and job aide for the Point Protection Zones will be available in Moose Jaw booking in room.

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Pull-by Inspection – Moose Jaw Terminal (O-BULL SSA-005-16 JAN 18/16) Effective immediately all crews that are required to perform a pull-by inspection in the Moose Jaw terminal must do so at the location the personal transfer is conducted. This inspection must be conducted by the incoming crew and will only be relieved if hours of service are at risk. If hours of service are at risk crews must contact ATM Moose Jaw to be relieved.

Permission Required to make Reverse Movements in Moose Jaw (O-BULL SSA-026 MAR 18/11) Background: A safety concern has been identified with regards to reverse movements and movements not headed by an engine on the South Main Track, North Main Track and North Passing Track in the vicinity of the Fuel Pad in Moose Jaw. In order to protect the employees working at or around the fuel pad, any train required to make a reverse movement, or any movement not headed by an locomotive, on the South Main Track, North Main Track and North Passing Track in Moose Jaw must obtain permission from the Assistant Trainmaster prior to commencing such movement; and when requesting permission, must advise the Assistant Trainmaster whether or not their movement will enter within 15 car lengths of the fuel pad. Please note that this instruction applies to any movement in this location that is not headed by a locomotive (i.e. a yard engine pushing cars is required to obtain permission prior to entering within 15 car lengths of the fuel pad).

CN Interchange Moose Jaw - Instructions to Spot (O-BULL SSA-113-12 OCT 29/12)  on Lead between the derail and the livestock crossing - 1557 ft = 26 cars  on track 2 between the livestock crossing and Chillers crossing 440 ft = 7 cars  *** use track 2 as overflow ***  on track 3 between the Chillers crossing and 5th Avenue - 550 ft  *** no cars to be spotted here ***  on track 1 between the 5th Avenue crossing and the pedestrian crossing - 1069 ft = 17 cars  to this point holds - 50 cars  balance of the cars go beyond the pedestrian crossing (usually have 56 cars to spot)

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P&H Elevator Moose Jaw – Special Instructions for Lifting Loads (O-BULL SSA-042 MAY 1/07) When lifting loads from P&H Elevator at Moose Jaw (H-Yard), each track to be lifted must be coupled onto with only the locomotives and no other cars attached. Doubling tracks together is no longer the acceptable practice due to the grade and the tonnage of the cars when loaded; and the close proximity that cars may be left to the stop blocks.

Sweeping Point Protection Zones – Moose Jaw (O-BULL SSA-096-15 NOV 25/15) All RCLS crews must sweep their Point Protection Zones at the beginning of each shift prior to activating. Crews are not to transfer active zones.

OUTLOOK SUBDIVISION

Instruction Highway # 1 (O-BULL SSA-140-09 NOV 25/09) Effective November 19, 2009 when you are required to switch Simpson Seeds and GATX at Mile 4.59 Outlook Subdivision. In order to avoid unnecessary operation of the warning devices your head end must not foul the south main switch at Viterra until you have cutoff any extra cars and are in a position to proceed to Simpson Seeds. When spotting Simpson’s you must cut off customer requested equipment on the mainline adjacent to Simpson’s track. Lift cars from customer siding, and spot equipment as per instruction. Once the customer work has been completed and you are ready to shove south you must clear north of the Simpson Seeds switch before proceeding southward. The crossing will not reactivate until the movement has cleared the switch.

* Note: When leaving equipment on the mainline, you have 30 minutes to service customer before the warning lights activate, and will remain activated until all equipment is clear north of the Simpson’s switch.

KOCH Facility - Do not leave cars on the Run-Around Track at the KOCH facility unless absolutely necessary.

RADVILLE SUBDIVISION – No Changes

REFORD SUBDIVISION (O-BULL SSA-089-14 OCT 28/14) Effective October 31, 2014, the Reford Subdivision is out of service between Mile 10.0 and Mile 37.0. The interlocking at Mile 36.6 has been removed. Maximum speed 10 MPH between Rural and Mile 10.0, and between Mile 37.0 and Wilkie.

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SUTHERLAND SUBDIVISION

Sutherland Oil Train Departures O-BULL SSA-026-19 JUL 19/19) All oil trains are required to depart Sutherland with EOT on the train transporting in EOT basket as provided, regardless if operating with Distributed Power.

New Sutherland Subdivision Module Effective 1200 June 14, 2019 O-BULL SSA-022-19 JUN 10/19) Sutherland Subdivision Module 29.2 of Time Table 32 is effective at 1200 June 14, 2019 superseding Module 29.1.

This new module contains new Footnote 13.0, Crossing DTMF Devices, which lists crossing DTMF information previously carried in Footnote 9.0 and elsewhere. Unless otherwise indicated, the crossing activation and cancellation codes listed are keyed on the appropriate Train Standby Channel.

Locked Out Tracks / HBD Set-Off (O-BULL SSA-005-19 & 006-19 FEB 4/19) Please be advised the following tracks are locked out on the Sutherland Sub:

Wolverine - TT658A Plunkett - TT659A and TT659E Sclanders - TSCLSD Viscount - TT661A Cheviot - TT669A

Revision to Footnote 9.0 - Sutherland Subdivision Module 29.1 (O-BULL SSA-004-18 JAN 30/18) Footnote 9.0 of Sutherland Subdivision Module 29.1, Time Table 32, is revised with addition of the following new footnote: “Mile 37.32, Hoover Street T&E 13.3(c) is modified to 5 MPH within 200 feet of crossing; except eastward movements entering siding from T Loop track must provide manual protection.”

Revision to Footnote 3.1 – Sutherland Subdivision Module 29.1 (O-BULL SSA-35-17 AUG 8/17) Footnote 3.1 of Sutherland Subdivision Module 29.1, Time Table 32 is revised to read: “Key trains and all movements handling one or more full carloads, container loads or trailer loads of SPECIAL dangerous commodities, unless a lower speed is otherwise prescribed, must not exceed 35 MPH between mile 105.0 and mile 109.7.”

DTMF Functionality at Crossing Mile 86.98 Sutherland Subdivision (O-BULL SSA-076-16 DEC 23/16) Footnote 9.0 of Sutherland Subdivision Module 29.1, Time Table 32, is revised to include the following new footnote: “Mile 86.98, Highway 16 Warning devices may be activated by keying 86981*on CP 1. When so activated, devices will start after a 19 second delay and will stop 31 seconds later unless movement is detected. Devices may be cancelled by keying 86980*.”

Incoming trains approaching Sutherland (O-BULL SSA-067 JUN 05/08) Must attempt to contact Assistant Trainmaster on AAR channel 59-59 for yarding instructions. Trains departing Sutherland must attempt to contact Assistant Trainmaster before commencing movement.

HBD Mile 73.2 Sutherland Subdivision Relocated (O-BULL SSA-029 APR 19/16) Hot Box Detector mile 73.2 Sutherland Subdivision, has been permanently relocated to mile 72.1. New DTMF code for results message repeat is #072155. Footnote 1.1 of Sutherland Subdivision Module 29.1, Time Table 32, is revised accordingly.

WYE Tracks at Sutherland Yard (O-BULL SSA-005 JAN 15/14) Multiple unit consists of AC4400 and/or SD90 MAC locomotives are permitted as long as only one unit is operational and all other units are isolated. When single AC4400 or SD90MAC locomotives are operated on the Sutherland Wye, a speed of five (5) mph must not be exceeded.

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Restricted Clearance – Noranda Mine (O-BULL SSA-056-12 JUL 24/12) Crews are prohibited from riding equipment at Noranda Mine, North Yard Track 1 account restricted clearance in vicinity of loadout.

Operating Authority on Noranda and Alwinsal Mine Spurs Canadian National Railway has implemented OCS Rules and TGBO’s (Tabular GBO’s) on portions of the CN track entering Noranda and Alwinsal mines. This may affect how we at Canadian Pacific operate on these mine spurs.

Noranda Spur - CN TGBO limits are in effect between Mile 0.0 and Mile 9.0 CN Norco Spur. Trains MUST NOT enter these limits without first receiving the TGBO from the CN RTC. For your information, the South Hill Track switch is located at Mile 10.6 Norco Spur.

Alwinsal Mine - OCS Rules and CN TGBO are in effect between Mile 0.0 and Mile 12.0 CN Lanigan Spur. Trains MUST NOT enter these limits without first receiving the TGBO and an OCS Clearance from the CN RTC. For your information Mile 12.0 is identified by a square white sign with “OCS” in black letters and the South West Yard Switch is located at Mile 16.7 Lanigan Spur. (O-BULL SSA-090-13 OCT 01/13)

Lanigan Yard Tracks out of Service (O-BULL SSA-004-16 JAN 18/16) Effective immediately, Lanigan Yard Tracks are out of service.

West Yard TL01W – TL02W – TL03W

East Yard TL03E – TL04E – TL05E – TL06E – TL07E - TLOOP Main Track Crossover – Mile 37.85

TLOOP Out of Service

SWIFT CURRENT SUBDIVISION

Siding and Signal Upgrades - Rush Lake (O-BULL SSA-014-19 APR 11/19) After 1300 November 23, 2018, the following changes are effective at Rush Lake, Swift Current Subdivision:

 the controlled location at mile 91.15, consisting of Signals 911, 911B, 912, and dual control switch, is permanently removed;  the siding is extended approximately 4300 feet westward to a capacity of 11,987 feet,  a new controlled location is placed in service at mile 92.11, consisting of Signals 921, 921B, 922, and dual control switch; and  the siding is a now a signaled siding and CTC Rules apply.

Swift Current Module 30.1, of Time Table 32, is revised as follows:  the station table on page 1/3 is revised to indicate a signaled siding capacity of 11987 at Rush Lake;  Footnote 6.2 is revised to read, “Sidings at Mortlach, Parkbeg, Secretan, Morse, and Rush Lake are signaled sidings and CTC Rules apply.”; and  Footnote 9.6 is deleted.

NOTE: Siding and signaled turnout speeds listed in Footnote 4.2 of the current module remain unchanged.

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DTMF Feature at Crossing Mile 15.9 (O-BULL SSA-004-19 JAN 25/19) DTMF feature placed in service at public crossing mile 15.9, Township Road 174, Swift Current Subdivision. Footnote 13.1 of Swift Current Subdivision Module 30.1, Time Table 32, is revised

Siding And Signal Upgrades – Parkbeg and Mortlach (O-BULL SSA-040-18 OCT 01/18)

After 0700 September 29, 2018 at Parkbeg:  the controlled signals at Parkbeg East and West are upgraded as indicated in the diagram below; and  the siding is designated a signalled siding and CTC Rules apply. Swift Current Module 30.1, of Time Table 32, is revised as follows: o the station table on page 1/3 is revised to indicate a signalled siding at Parkbeg; and o Footnote 6.2 is revised to read, “Sidings at Mortlach, Parkbeg, Secretan, and Morse are signalled sidings and CTC Rules apply.”

After 0700 September 30, 2018 at Mortlach:  the controlled location at mile 26.75 consisting of Signals 267, 267B, and 268, and dual control switch, are permanently removed;  the siding is extended approximately 5200 feet westward to a capacity of 12663 feet, and  a new controlled location consisting of Signals 277, 277B, and 278, and dual control switch, is placed in service at mile 27.74. Swift Current Module 30.1, of Time Table 32, is revised as follows: o the station table on page 1/3 is revised to indicate a siding capacity of 12663 feet at Mortlach.

NOTE: Siding and signalled turnout speeds listed in Footnote 4.2 of the current module remain unchanged.

Parkbeg Siding Capacity Reduction (O-BULL SSA-042-18 OCT 01/18) The siding capacity column on page 1/3 of Swift Current Subdivision Module 30.1, Time Table 32, is revised to indicate 7194 at Parkbeg.

Revised Static Yard – Swift Current (O-BULL SSA-023-15 APR 09/15) The following revised static yard is in effect April 10, 2015 for traffic in Swift Current:  DS01A = Clear  DS02A = Clear  DS03A = Set off track  DS04A = Great Sandhills Railway arrival track  DS05A = Eastward lift traffic  DS06A = Westward lift traffic

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 DS07A = Great Sandhills Railway departure track  DS01B = Storage & local traffic  DS02B = Swift Current local traffic

Saskatchewan Minerals Spur – Chaplin A. Six axle locomotives are permitted in an engine consist on Track D08, no more than one unit on line. B. Multi-platform cars, multi-level automobile cars or 90 foot flat cars must not be used as reacher's beyond “Engines Prohibited Beyond This Point” sign at east end of scale.

Chaplin, SK - In order to prevent unnecessary operation of the crossing lights at Mile 53.35 (Chaplin), westbound trains must not stop between signal number 531 and the crossing.

TISDALE SUBDIVISION

Revision to Footnote 4.2 - Tisdale Subdivision (O-BULL SSA-002-19 JAN 18/19) The table in Footnote 4.2 of Tisdale Subdivision Module 32,Time Table 32, is revised to read:

Revision to Footnote 2.2 - Tisdale Subdivision (O-BULL SSA-047-17 NOV 2/17) Footnote 2.2 of Tisdale Subdivision Module 32, Time Table 32, is revised in its entirety to read: “2.2 Diesel Units - 6 axle units prohibited north of mile 34.0.”

TYVAN SUBDIVISION

New public crossing in service, Tyvan Subdivision (O-BULL SSA-068-16 MAY 05/16) Automatic warning devices have been installed at public crossing mile 85.02 Tyvan Subdivision. The following new footnote is added to Footnote 9 of Tyvan Subdivision Module 33, Time Table 32: “Mile 85.02 – South Service Road Warning devices may be activated by keying 85021* on CP 5 (81-81) but will stop after 35 seconds unless movement detected by constant warning time devices. DTMF activation can also be cancelled by keying 85020* on CP 5 (81-81).”

WEYBURN SUBDIVISION

Key Trains Left Unattended at Border Locations O-BULL SSA-031-18259 JUL 129AUG 10/18) U.S. Key Train rules apply when leaving trains unattended at Portal ND, Noyes MN, and Rouses Point NY. Failure to comply with federal regulations will result in CP incurring monetary fines.

When a Key Train is left unattended by Canadian crew at the above locations (i.e. any portion of the train is in the U.S.), the following instruction applies. Communicate the required information to the Train Dispatcher (TD) once the train is secured.

None of the locations noted above are High Threat Urban Areas.

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New Siding in Service at Corinne O-BULL SSA-031-18 AUG 10/18) Effective at 2000 August 13, 2018 on the Weyburn Subdivision: - station name sign Corinne is relocated to mile 38.9; - a siding is placed in service at Corinne, extending from the south siding switch at mile 40.08, to the north siding switch at mile 37.63; - the north elevator track switch Corinne, previously relocated from the main track at mile 39.64 to the siding at mile 39.66, is placed in service; and - public crossing at mile 38.35 is downgraded to a private crossing with barricades erected to prevent unauthorized vehicular access.

Weyburn Subdivision Module 35, Time Table 32, is revised as follows: - the station table is revised to indicate Corinne is 38.9 miles from Pasqua, with 7.9 miles between Milestone and Corinne, and 3.9 miles between Corinne and Wilcox; - the siding capacity column is revised to indicate a siding at Corinne with a capacity of 12200 feet; and - the third dash of Footnote 4.2 is revised to read, “- 30 MPH on siding and through turnouts at north and south siding switches at Corinne and Shand”.

Revision to Footnote 9.0 (O-BULL SSA-056-18 NOV 20/18) Footnote 9.0 of Weyburn Subdivision Module 35, Time Table 32, is revised with addition of the following new footnote: “Mile 39.63, Range Road 202 On siding, the provisions of T&E 13.3(b) apply; and T&E 13.3(c) does not apply.”

Automatic warning devices installed at public crossing Mile 120.53 (O-BULL SSA-087-15 NOV 06/15) Time Table 32, Module 35, Footnote 9.0 is revised to include the following new footnote: “Mile 120.53, Appleton Avenue Warning devices may be activated by keying 120531* on CP 5 (81-81), or deactivated by keying 120530*. Warning devices will stop after 34 seconds unless movement detected by constant warning time devices

Time Table 32, Module 35, New Footnote 9.7 added (O-BULL SSA-084-15 NOV 03/15) Automatic warning devices installed at public crossing Mile 159.27 Weyburn Subdivision. 9.7 Mile 159.27 The provisions of T&E 13.3(b) apply; and T&E 13.3(c) does not apply.

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Time Table 32, Module 35, Footnote 12.5 Revised (O-BULL SSA-093-15 NOV 19/15) Footnote 12.5 of Weyburn Subdivision Module 35, Time Table 32, is revised to read: “12.5 North Portal Yard (Canadian side only) Maximum speed 30 MPH on Track 1 and through turnout at the north switch, Mile 158.28.”

CUSTOMER SPOTTING REQUIREMENTS – Weyburn Subdivision (O-BULL SSA-004-14 JAN 14/14) Any cars being set off for our valued customers MUST be set off in the proper location so our customers have access to load or unload their car(s). You must exercise care when spotting to ensure that cars are lined up with loading docks, ramps, chutes, spouts, hoses, etc. It is unacceptable to set off a customer’s car just past a derail inside a customer siding without giving some thought on how that customer will be able to access the car.

EXAMPLE 1: Southland Pulse near Estevan, all box cars must be spotted at the loading dock at the main building in track P01-02 and all covered hoppers are to be spotted beneath the spout in track P01-01.

EXAMPLE 2: SaskCan elevator at Milestone, spot covered hoppers underneath the spout, cars are loaded south to north. Do not leave cars south of the public crossing at Mile 46.9 unless there is no room on the north side of the crossing.

ESTEVAN STATIC YARD (O-BULL SSA-019-15 MAR 27/15) Since the implementation of the Estevan static yard and it has been noted that some trains are still not setting off their Estevan traffic into PEB01. This must be adhered to in order to maintain accurate inventory. The Southland Pulse track P01 and the Pioneer track P02 are NOT to be used for the purpose of setting off Estevan local traffic unless the cars on your train are destined for those customers. You need permission to set off non-class coded customer traffic to a track from the Trainmaster or Chief Train Dispatcher.

For your convenience there are some Estevan static yard job aids in the Moose Jaw booking in room.  PEB01 = Estevan locals  PEB02 = South lifts  PEB03 = South lifts  PEB04 = North lifts  PEB05 = North lifts  PEB06 = Shop track & B/O’s  PEB09 = Leave clear for overflow traffic, short term storage, etc. . Need permission to use!  PEC01 = Outward traffic to Estevan Sub (Bienfait 5675’s)  PEC02 = Inward traffic from Estevan Sub Best Practices For Train Operations at Estevan, SK  On Northbound or Southbound meets - let traffic clear after first train has cleared the crossing before proceeding.  When backing trains on to the Bromhead Sub – Clear the crossing and let traffic clear before backing up (work clearance required).  When proceeding with a train around the South leg of the Wye (to and from the Estevan Sub). If train length permits, after clearing Kensington Crossing with your tail end, stop before fouling Kensington Crossing with the head end and let the traffic clear before proceeding.  When doubling or switching over any of the crossings in the Estevan area, be vigilant to follow the requirements of T&E 13.1 (c).

North Portal – Mile 160.8 Occupying Maintown Crossing The main town crossing at Mile 160.8 North Portal must not be occupied or fouled between 0750 and 0810 Saskatchewan Time. The NMC Operations Manager handles the Yarding Instructions at North Portal/Portal.

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NORTH PORTAL / PORTAL – YARDING PROCESS (O-BULL SSA-010-15 FEB 29/16) Please be governed by these steps and ensure that all necessary actions are taken to avoid operational interruptions whenever possible. If train crews require assistance with train consists and other paperwork on Northbound trains out of Portal please contact BSG at 1-877-472-0926.

DO NOT CROSS THE INTERNATIONAL BORDER BY TRAIN WITHOUT CONTACTING THE MINNEAPOLIS SERVICE CENTER FOR PERMISSION. BSG PHONE NUMBER 1-612-904-5934 This is a dedicated line, which will be recorded and will ring until answered (no voicemail) BSG = BORDER SERVICES GROUP If the above phone number fails, use 1-877-472-0926

SOUTHBOUND TRAINS: The crew will contact the RTC on arrival at Holloway requesting yarding instructions at North Portal.

 The RTC will contact Minneapolis Operations Center (MOC) for yarding instructions for the southward train.

 The RTC will advise crew of yarding requirements.

 The inbound crew must contact BSG on the Utility radio system as soon as the train clears the HBD at mile 152.3 advising of their ETA as well request permission from Canada Customs to exit Canada. This will allow BSG to:

1. Contact U.S. Customs identifying train’s ETA,

2. Identify the crew crossing the border into the U.S.,

3. Request Customs to report to the U.S. depot and,

4. Request permission to deliver.

NOTE: If unable to contact BSG via Utility radio system the crew MUST contact the RTC and advise they will be stopping at the station to use the phone.

 On arrival North Portal the crew will be required to monitor SOO YARD channel 2 (94-94) to receive instructions from U.S. Customs for the train to proceed to the U.S.

 The crew will then deliver the train as instructed by U.S. Customs through VACIS until train has approached South/East crossing at Portal and is relieved by the U.S Crew or otherwise instructed.

 Once train has cleared U.S. Customs a personal transfer will be conducted with the outgoing U.S. crew at South/East crossing.

 Once Train is transferred to U.S crew, the Canadian crew will then proceed through Canada Customs to tie up at bunkhouse.

INSTRUCTIONS FOR USE OF SPEED DIAL FEATURE ON THE UTILITY CHANNEL The following instructions are application to the southbound border crossing from the Weyburn Sub to the Portal Sub: 1. Select Utility channel 15(AAR 009/049) 2. Key in *Z7404 or *Z7405 (where Z is the current zone-(6) for the Weyburn sub) 3. Key in *# to disconnect once conversation is completed

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WILKIE SUBDIVISION

New Time Table Footnote (O-BULL SSA-51-18 NOV 06/18) The following new footnote is added to Footnote 11.0, Wilkie Subdivision Module 36.1 of Time Table 32. T&E 5.2 – CN’s main track is located within 100 feet of CP main track at the following locations:

CP Mileage CN Mileage CN Train Standby Channel Mile 48.1 to 50.6 Mile 235.5 to 238.0 Watrous Sub AAR 87-87 (CN1)

Revision to Footnote 3.1 – Wilkie Subdivision Module 36.1 (O-BULL SSA-35-17 AUG 8/17) Footnote 3.1 of Wilkie Subdivision Module 36.1, Time Table 32, is revised to read: “Key trains and all movements handling one or more full carloads, container loads or trailer loads of SPECIAL dangerous commodities, unless a lower speed is otherwise prescribed, must not exceed 35 MPH between mile 4.0 and mile 5.0”

Time Table Footnote Addition - Wilkie Subdivision (O-BULL SSA-011-17 APR 1/17) The following new footnote is added to Footnote 11 of Wilkie Subdivision Module 36.1, Time Table 32: “In the application of T&E 14.8(a), a movement may leave Lloydminster Subdivision junction switch Wilkie lined and locked in either position.”

Revision to Wilkie Subdivision Module 36.1, Time Table 32 (O-BULL SSA-031-15 MAY 5/16) Wilkie Subdivision Module 36.1, Time Table 32, is revised as follows: Item A of Cominco Spur Footnote 12.2 is deleted.

Procedures at Agrium Mine – Cominco Spur Crews arriving at Agrium Mine on the Cominco spur MUST use the runaround track to gain access to the loadout building for instructions. North yard tracks are not to be used until the loadout staff have been made aware of your intentions. Loadout staff monitor Radio Channel CP 4.

Communication Procedures at PCS Cory (I-BULL S-018 FEB 15/10) All train crews are reminded that they must attempt to contact PCS Cory at Mile 9.1 to advise of their arrival and departure. Contact may be made in person, on radio channel CP 5 or by telephone at 657-5240 or 657-5193.

Cominco or Duval Spurs: Contact may be made with the CN Yardmaster Saskatoon, either by telephone at 956-5688 or AAR Channel 37-37 to determine if CN crews are at, or plan to be at these locations.

WYNYARD SUBDIVISION

Richardson Pioneer Blue Flag and Derail Lockout Process – Yorkton (O-BULL SSA-080 SEP 19/11) Richardson Pioneer at Yorkton on the Wynyard Subdivision have implemented a new blue flag and derail lockout process at these facilities to enhance safety and communication. When Richardson Pioneer employees are loading product they will have a blue flag/light placed next to the derails along with a private lock on the derails attached with a special hasp to our existing locks preventing access into their tracks until loading and/or maintenance has been completed. If the blue flags and/or private locks on the derails have not been removed prior to arriving on site to perform a lift or set off, there will be a 24 hour contact number to call posted on signage near the derails. Running trades employees must call the RTC and relay the contact number and that they are unable to obtain access into the facility to complete their lift or set off. The NMC will contact Richardson Pioneer who will dispatch someone to the site to confirm that their employees are safely clear of the tracks and at this point will remove their protection. Richardson Pioneer 24 hour contact number (204) 471-1154.

LDM Foods Blue Flag Process – Yorkton (O-BULL SSA-009 FEB 17/12) LDM Foods at Yorkton on the Wynyard Subdivision have implemented a new blue flag process at their facility to enhance safety and communication. When LDM Foods employees are loading product they will have a blue flag preventing access into their tracks until loading and/or maintenance has been completed. If the blue flags have not been removed prior to arriving on site to perform a lift or set off, there will be a 24 hour contact number to call posted on signage near the blue flag. Running trades employees must call the RTC and relay the contact number and that they are unable to obtain access into the facility to complete their lift or set off. The NMC will

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contact LDM Foods who will dispatch someone to the site to confirm that their employees are safely clear of the tracks and at this point will remove their protection.

LDM Foods 24 hour contact numbers are to be contacted in the following order: Prep Control - 786-8806 Refinery Control - 786-8813 Shift Leader Desk - 786-8670 Boiler Control - 786-8823

Safety Equipment Required at LDM Yorkton (O-BULL SSA-040-12 MAY 02/12) All train crews are required to wear hard hats when entering the property at LDM Yorkton, SK

Revisions to Wynyard Subdivision Module 38.1, Time Table 32 (O-BULL SSA-031-15 MAY 05/16) Footnote 4.1 of Wynyard Subdivision Module 38.1, Time Table 32, is revised to read:

Additionally, reference to crossing mile 26.1 in Footnote 9.1, is revised to read mile 26.08

YARBO SUBDIVISION

Loadout Traffic Control Policy at Mosaic Potash Esterhazy (O-BULL SSA-061-12 JUL 26/12) This Railroad Traffic Control Plan was developed to protect CP employees who may be exposed to hazards from Loadout railcar movement while at Mosaic Potash Esterhazy.

1. Prior to entering, CP will verbally communicate (radio) with Loadout, their intentions to enter the Mine site. 2. The warning lights will be turned on by the Loadout #1 or #2 Scale Operator. 3. The warning lights will indicate to Loadout personnel that all railcar movement must have a controlled delivery. No kicking out loads while lights are flashing. 4. CP representative will present themselves in the Loadout panel and communicate switching instructions with #1 or #2 Loadout Scale Operator. 5. CP representative will inform Loadout personnel when they have vacated the mine site. 6. Loadout Scale Operator will turn the warning lights off and Loadout will return to normal railcar movement procedures.

John Bell Adam Smith Superintendent Superintendent SASK SOUTH PRAIRIE NORTH

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The CP Employee and Family Assistance Program (EFAP) provides you with immediate and confidential help for any work, health or life concern. They are available anytime and anywhere. Call 1-800-735-0286 or check out the website at www.workhealthlife.com Also, you can download My EAP app on your mobile phone.

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