Waterfront General Railway Operating Rules versions of this document are considered uncontrolled. for most recent version, contact the bcmea training department. i waterfront general

NAME OF TRAINING PROGRAM

May 2014 BCMEA Training Department

Waterfront General Railway Operating Rules

PRINTED VERSIONS OF THIS DOCUMENT ARE CONSIDERED UNCONTROLLED. FOR MOST RECENT VERSION, CONTACT THE BCMEA TRAINING DEPARTMENT.

Confi dential information

© British Columbia Maritime Employers Association

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WATERFRONT GENERAL RAILWAY OPERATING RULES

May 2014

Table of Contents

Safe Waterfront Railway Operations 1Defi nitions 2General Rules 5

Rule 1 5

Rule 2 5

Operating Rules 6Rule 3 - Hand Signals 6

Rule 4 - Radio Terms And Signals 8

Rule 5 - Engine Bell 9

Rule 6 - Engine Whistle 9

Rule 7 - Headlight 10

Rule 8 - Blue Signal Protection 10

Rule 9 - Signal Recognition 10

Rule 10 - Protection Of Impassable Track 11

Rule 11 - Public Crossings At Grade 11

Rule 12 - Fouling Other Tracks 12

Rule 13 - Pushing Equipment 12

Rule 14 - Caution Speed 12

Rule 15 - Crew Responsibilities 12

Rule 16 - Securing Railcars 13

Rule 17 - Hand Operated Switches 13

Rule 18 - Derails 13

Safe Work Procedures 14Working On or About Track 14

Three Point Protection 14

If coupled to a locomotive: 14

If not coupled to a locomotive: 15

Operating Switches 17

Hand Brakes 18

Riding Equipment 19

Entraining / Detraining 19

Crossing Between Coupled Equipment 20

Train Inspection 21

Personal Protective Equipment & Wearing Apparel 22



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May 2014

PRINTED VERSIONS OF THIS DOCUMENT ARE CONSIDERED UNCONTROLLED. FOR MOST RECENT VERSION, CONTACT THE BCMEA TRAINING DEPARTMENT. 1


May 2014

Safe Waterfront Railway Operations

Railways link the port to markets and resources. In many cases, railways deliver cargo to the waterfront, then transfer the responsibility for handling the train to the terminal operator for loading and unloading

In all rail operations, moving equipment is the primary hazard. Secondary is the manual use of switches, handbrakes, etc. and working safely in the rail yard (walking, climbing, maintenance, etc.). To address these hazards, waterfront railways have developed a well-founded system of rules and procedures that must be followed to ensure safe operations.

To avoid injury or damage to track or equipment, all employees associated with waterfront railway operations must be conversant with these rules, site-specifi c instructions and safe work procedures, then apply the rules precisely and consistently.

ApplicationThese rules apply at the following locations:

Kinder Morgan Canada Terminals Inc. Fibreco Export Inc. Neptune Bulk Terminals (Canada) Ltd. Pacifi c Coast Terminals Co. Ltd. Fraser Surrey Docks

Site-Specifi c InstructionsThese rules and procedures may be modifi ed or supplemented by site-specifi c instructions developed to accommodate company-specifi c requirements, which may change from time-to-time. Employees must access current versions of site-specifi c instructions at each respective terminal. Alternatively, site-specifi c instructions are referenced in applicable BCMEA training documents. However, these may not be the most current versions.



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May 2014

Defi nitions

NOTE: For the rail rules discussed in this document the the following defi nitions apply.

‘A’ end of car The end of a railcar opposite to the ““B”” end.

‘B’ end of car The end of a railcar on which the hand brake is located

AIR GAUGE An instrument that indicates the amount of air pressure in the reservoir or line to which it is attached.

ANGLE COCK A hand operated valve that shuts off the fl ow of air when the handle is set at right angles to the pipe. Angle cocks are located on brake pipes at each end of equipment.

AUTOMATIC VALVE A valve that controls brake pipe pressure.

BLEED The venting of air pressure from the brake cylinder and brake pipe of the car to the atmosphere by means of a bleed valve.

BLUE FLAG A clear, distinguishable blue fl ag displayed at one or both ends or equipment, or at the entrance to a track, indicating that workers are under or about equipment thus protected.

CAUTION SPEED A speed that will permit stopping within one half the range of vision of any condition that would affect the safety of the movement. A speed not to exceed 10 mph (16 kph) at any time.

COMPRESSOR CAR A mobile machine capable of operating on railway track and coupling to railcars, used to release train air brakes so the railcars can be moved by a dumper / indexer. Unless otherwise specifi ed, rules governing movement of rail equipment also apply to compressor car.

CROSSOVER A track joining adjacent tracks. The switches at both ends are normal when set for through movements on each track.

CUT OUT COCK Manually operated devices used in pipe or valves to permit or prevent the fl ow of air.

DUMPER INDEXER / A ground mounted machine capable of moving railcars through a POSITIONER dumper facility.



May 2014

Defi nitionsEND LADDER Any location on the railcar, trailing or leading, that if occupied would subject the employee to being struck by the equipment in the event of a fall to ground. Also, any other portion of the railcar not provided with safety appliances designed specifi cally as handholds or steps.

ENGINE A unit propelled by any form of energy, or a combination of such units operated from a single control.

EQUIPMENT One or more engines and/or cars which can be handled on their own wheels in a train.

FACING MOVEMENT A movement across a switch that goes towards, or faces, the switch points.

FOULING POINT The location in the vicinity of a switch marking safe passing clearance with equipment. Distance can be measured physically.

GRAB IRON A steel bar attached to machinery, equipment and track units designed to be used as a hand hold. Also referred to as a safety appliance.

HAND BRAKE The brake apparatus actuated manually to force the brake shoes against the wheel.

INDEPENDENT VALVE A device that operates the air brakes on an engine.

LOCOMOTIVE Equipment that is used for moving railcars.

LOCOMOTIVE The worker responsible for operating the equipment that moves OPERATOR railcars, typically the locomotive. However, for the purpose of these rules the term may refer to the worker operating a pusher, rail car mover or dumper/indexer.

PUBLIC CROSSING Road crossing identifi ed by crossbuck signs. AT GRADE

PUSHER A front end loader modifi ed to move railcars. Unless otherwise specifi ed, rules governing movements of railcars by a locomotive operator also apply to also apply to pusher operator.

RED FLAG A red signal placed between the rails to protect impassable track. The red signal may be a red fl ag, refl ectorized metal or a red light.

SANDERS Devices designed to increase traction by delivering sand to the rail directly in front of the drive wheel of a locomotive.



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May 2014

Defi nitionsRAIL CAR MOVER / A machine that is capable of operating on road or railway track, used SHUTTLEWAGON to move railcars. Unless otherwise specifi ed, rules governing movements of railcars by a locomotive operator also apply to a rail car mover / shuttlewagon operator.

SLUG A small, ballasted, four or six axle unit, semipermanently coupled to a locomotive that does not have a prime mover, but does have traction motors.

SITE-SPECIFIC Instructions that may modify, add to or supplement these rules to INSTRUCTIONS accommodate company-specifi c policies or procedures.

TRACK UNIT A machine that operates on a railway track, used in connection with construction or work on, or inspection of, a railway track.

TRACK WORK Any work that may, during the course of the work, render the track unsafe for train or engine movements at normal speed or work that is near the track and necessitates protection of employees or machines.

TRAILING MOVEMENT A movement across a switch that goes away from the switch points.

TRAIN An engine with or without cars.

WHISTLE / HORN Audible warning device typically located on locomotive.



May 2014

General RulesRule 1Safety and a willingness to obey the rules is of the fi rst importance in the performance of duty. If in doubt, the safe course must be taken.

Rule 2a) Every employee in any service connected with the movement of trains or engines shall:

i. be subject to and conversant with applicable rules, special instructions and all applicable site-specifi c instructions, rules and procedures;

ii. provide every possible assistance to ensure every rule and all applicable site rules and procedures are complied with and shall report violations promptly to the proper authority;

iii. obtain assistance promptly when it is required to control a harmful or dangerous condition;

iv. seek clarifi cation from the proper authority if in doubt as to the meaning of any rule or instruction; and

v. conduct themselves in a courteous and orderly manner.

b) Employees must:i. be vigilant to avoid the risk of injury to themselves or others;ii. expect the movement of a train, engine, railcar, or track unit, at any time, on any track, in

either direction;iii. be conversant with and be governed by every safety rule and instruction pertaining to

their occupation;iv. pass the required examinations at prescribed intervals;v. be vigilant to ensure walking areas are clean and free of debris.

c) Each employee must be acquainted with, and be on the lookout for, restricted side and overhead clearances. Where standard restricted clearance signs are used, no other advice of restricted clearance will elsewhere or otherwise be given. If such signs are not provided, the location of the restricted clearance will be shown in site-specifi c instructions

d) Use handrails, when climbing or coming down stairs and ladders on buildings, cars, and engines, while maintaining three points of contact

e) Employees must ensure that all cars and engines are in a safe operating condition. All defective equipment and track conditions must be reported immediately to the proper authority.



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May 2014

Operating RulesRule 3 - Hand Signals

a) Before changing between radio or hand signals, a defi nite understanding as to the method of communication must be established between crew members giving or receiving instructions. In case of emergency, either method may be used. Employees whose duties may require them to give hand signals must have the proper appliances, keep them in good order and ready for immediate use. Lights may be used to signal when day signals cannot be plainly seen

i

iviii

ii

i. STOP - Swung from side to side at right angle to the track

ii. MOVE BACKWARD -Swung in a circle at right angle to the track at a speed proportionate to the speed required.

iii. MOVE FORWARD - Raised and lowered at a speed in proportion to the speed required

iv. REDUCE SPEED - Held horizontally at arm’s length.



May 2014

Operating RulesRule 3 - Hand Signals (continued)

b) Any object waved violently by anyone on or near the track is a signal to stop.

c) A signal given to move forward or move backward must be given in relation to the front of the controlling unit. Prior to any signal being given, crew members must positively establish the front end of the unit;

d) A signal must be given in suffi cient time before the required action to permit compliance. It must be given from a point where it can be plainly seen, and in a manner that it cannot be misunderstood. If there is doubt as to the meaning of a signal, or for whom it is intended, it must be regarded as a stop signal;

e) When switching is being performed, signals shall be given directly to the locomotive operator, whenever practicable. Otherwise, switchpersons must arrange to be in proper position to give or relay signals to the locomotive operator;

f) When moving under the control of hand signals, the disappearance from view of any crew member or lights by which signals controlling the movement are being given, must be regarded as a stop signal.



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May 2014

Operating RulesRule 4 - Radio Terms and Signals

a) The crew equipped with radios must carry out an intra-crew test of such radios before beginning their shift.

b) A portable radio which is defective must be turned in for repairs as soon as practicable.

c) When not being used to transmit or receive communication, radio receivers must be set to the appropriate standby channel and at a volume which will ensure continuous monitoring

d) In radio communications, the following terms when used will denote:i. “STAND BY” - Monitor this channel for my next transmissionii. “OVER” - Transmission is ended and a response is expectediii. “OUT” - Transmission ended and no response expected.

e) When radio is used to control a switching movement, the initial communication must include proper identifi cation, direction in relation to the front of the controlling unit, and distance to travel. Each communication must be repeated and confi rmation of understanding given. If no further communication is received before the movement has travelled one-half the distance required by the last instruction, the movement must be stopped at once. If there is doubt as to the meaning of an instruction or for whom it is intended, it must be regarded as a stop signal.

f) Radio communications must be brief and to the point and contain only essential instructions or information.

g) When verbal instructions or information pertaining to track work or train movements are received by radio, such information must be repeated to the sender for confi rmation of understanding.

h) An employee will transmit the word “EMERGENCY” three times at the beginning of a transmission to indicate the report of an accident involving injury, a condition which may constitute a hazard to employees or others, a condition which may endanger the passing of engines, or any situation deemed to be dangerous

i) The radio must not be used to infl uence a crew to consider that restrictions are diminished.



May 2014

Operating RulesRule 5 - Engine Bell

a) The engine bell must be rung when:i. an engine is about to move ii. passing any movement on adjacent tracks; iii. approaching, passing or moving about buildings, facilities and workers, and 100 yards

prior occupying a public crossing at grade, until crossing is fully occupied;iv. and when specifi ed by site-specifi c instructions.

b) The unnecessary use of the engine bell is prohibited.

Rule 6 - Engine Whistlea) Wherever the words ‘engine whistle’ appear in these rules, they also refer to any horn or

signalling device controlled by the locomotive operator. Signals prescribed by this rule are illustrated by “o” for short sounds and “—” for long sounds.

b) Engine whistles must be sounded as prescribed by rule, and should be distinct, with intensity and duration proportionate to the distance the signal is to be conveyed and continued until the crossing is fully occupied.

c) Unnecessary use of the whistle is prohibited

d) Radio must not be used in lieu of engine whistle signals for indications prefi xed by the symbol ( # )

SOUND INDICATION

i. oo Forwardii. ooo Backup iii. Succession of short sounds Alarm for persons or animals on or near the trackiv. — — o — Signal must be sounded to provide 20 seconds of

warning prior to the movement occupying public crossing at grade, continuing to sound the whistle until crossing fully occupied.

e) Engine whistle signal not required when manual protection of crossing is provided in accordance with Rule 11

f) The locomotive operator will blow the whistle as prescribed by this rule

g) In case of engine whistle failure the engine bell must be rung continuously approaching crossings, public or private.



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May 2014

Operating RulesRule 7 - Headlight

a) The full power of the headlight in the direction of travel must be used approaching each public crossing at grade until the crossing is fully occupied

b) Otherwise, the headlight must be displayed (bright or dim) at the front and rear when engine is moving, except it may be extinguished on the end coupled to cars

c) Except as provided for by (a), the headlight must be dimmed when approaching or being approached by an opposing movement.

Rule 8 - Blue Signal ProtectionWhen terminals employ blue signals to protect their work area from movements by other railways, the blue signal displayed for that purpose applies only to movements outside the area thus protected, and not to waterfront rail movements.

a) A blue fl ag, displayed at one or both ends of equipment indicates that workers are in the vicinity of such equipment. When such signals are displayed the equipment must not be coupled to or moved. The removal of the blue fl ag from one or both ends of the equipment shall indicate that workers are no longer in the vicinity and such equipment may be coupled to or moved.

b) Other equipment must not be placed on the same track which will block a clear view of the blue fl ag without fi rst notifying the workers who placed the fl ag. When equipment is placed on the same track, the crew placing the equipment must remain until workers have relocated the blue fl ag to include the additional equipment

c) Only the same class of workers who put up the blue fl ag can remove the fl ag

d) Blue metal refl ective signs may be used in lieu of blue fl ags

e) Crew members must be notifi ed before work is to be undertaken on equipment coupled to an engine if blue fl ags are not available. When so notifi ed, the crew must ensure that no movement is made nor the train bakes brakes applied or released until the workers have moved clear and have advised the crew accordingly.

Rule 9 - Signal RecognitionEmployees must know the indication of each signal before passing it, including switches.



May 2014

Operating RulesRule 10 - Protection Of Impassable TrackUnless otherwise provided for, whenever track conditions are found preventing safe passage of trains or engines, proper authority must be advised immediately so information may be conveyed to movements in the area. Any method, including waving, stop signals by hand, radio or any other method must be used to stop trains in the immediate vicinity.

a) Employees must verify with supervision if there is track maintenance work being done or planned and the location of any red fl ags previous to starting rail movements

b) Before any track work is started, protection will be provided as follows: i. Each switch must be locked with a special lock in the position which will prevent

movement from operating on the portion of the track where work is to be performed, or;ii. Place a red fl ag by day, and in addition, a red light by night, or when day signals cannot

be plainly seen, between the rails in each direction from the defective or working point. When practicable such signals must be placed at least 100 yards from the working point and where there will be a clear view of them. Protection may be provided by using a combination of the requirements of items (i) and (ii).

c) A train or engine approaching a red fl ag must stop before passing it and must not proceed beyond such signal until it has been removed in the clear view of a crew member. An employee of the same class who placed the red signal may alone remove it

d) Equipment must not be placed on that track which prevents a clear view of the red signals.

Rule 11 - Public Crossings at Gradea) When cars not headed by an engine are moving over a public crossing at grade, a crew

member must provide manual protection of the crossing. Manual protection is provided by having a crew member on the ground in front of the movement in a position to stop vehicles and pedestrians before the engine or cars enter the crossing. Such protection must be provided until the crossing is fully occupied.

b) No part of a train or engine may be allowed to stand on any part of a public crossing at grade for a period longer than fi ve minutes when vehicular or pedestrian traffi c requires passage. When emergency vehicles require passage, employees must cooperate to clear crossings at grade as quickly as possible.

c) Railcars or engines must not be left standing within 100 ft. of a public crossing at grade.



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Operating RulesRule 12 - Fouling Other Tracks

a) Equipment must not be moved foul of another track unless the movement switch is lined for route to be used and there is no opposing movement

b) Equipment must not be left foul of a connecting track unless the switch is left lined for the track upon which such equipment is standing and the proper authority notifi ed.

Rule 13 - Pushing Equipmenta) Unless provided for by (b), a crew member must be on the leading car of the movement, or

on the ground, in a position to observe track to be used and to give signals or instructions necessary to control the movement. Be on the lookout for derails, switches, fl ags, confl icting movements, workers, equipment on or about tracks and obstructions.

b) A crew member need not be on the leading car if arrangements have been made for a qualifi ed employee to observe the track to be used. The employee designated to observe the track must either be in direct control of the movement or has positively established radio contact with the locomotive operator to give signals or instructions necessary to control the movement.

Rule 14 - Caution SpeedAll movements must be as such a speed that will allow stopping within half the range of vision of any condition that would affect the safety of the movement. In determining caution speed, switchpersons and locomotive operators must consider tonnage, braking capability, grade, rail conditions and sight lines. Unless otherwise specifi ed, speed must not exceed 10 mph (16 kph).

Rule 15 - Crew ResponsibilitiesAll crew members are responsible for the safe operation of the equipment in their charge and for the observance of the rules. Under conditions not provided for by the rules, they must take every precaution for protection



May 2014

Operating RulesRule 16 - Securing RailcarsA suffi cient number of hand brakes must be applied on railcars left at any point to prevent them from moving. Site-specifi c instructions will dictate minimum number, if any, to be applied at any location

Rule 17 - Hand Operated SwitchesWhen equipped with a lock, switches must be lined in normal position and locked after having been used. A refl ectorized target displaying green indicates normal position.

a) Switches must be lined for the route to be used before the movement is moved foul.

b) Switches equipped with keepers shall have them inserted after the switch is turned. When a switch has been turned, the switch points must be examined to ensure switch is lined for the route to be used and points are closed (against the rail).

c) If it is known or suspected that either of the points or any part of a switch is damaged or broken, the switch must be protected until it can be made safe for use. A report must be made immediately to the proper authority. If necessary, the switch may be spiked for route to be used.

d) When diverging from normal track, the switch must not be restored to the normal position until the movement has cleared the fouling point.

e) Both crossover track switches must be lined normal when not in use.

Rule 18 - Derailsa) Derail locations will be marked by a sign and employees must be familiar with the location of

each derail

b) Unless otherwise provided for, a train or engine must not approach to within 30 feet of a derail set in the derailing position

c) A derail must be restored after use, even when the track is clear. Exception: Derails used in conjunction with blue fl ags must be locked in the open position when the blue fl ag is removed



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May 2014

Safe Work ProceduresWorking On or About TrackEmployees must:

a) Expect the movement of trains, engines, cars, or track units at any time, on any track, in either direction;

b) Look in both directions for approaching equipment before crossing tracks or stepping out from between equipment;

c) Move clear upon the approach of moving equipment so as to not be struck by any protruding or falling objects, moving to the outside of the tracks and not in between tracks

d) Keep at least 25 feet away from the end of standing railcars when going around them

e) Never step on rails, wooden or cement ties, between switches and rails, or walk in between rails or any areas where you could be struck by moving equipment (foul of equipment).

Three Point ProtectionAlways apply 3-point protection when:

Coupling air hoses Adjusting knuckle / drawbar Operating cutout cock Crossing between equipment Repairing equipment on car Any activity that requires an employee on the ground with one or both feet between the rails Any time the employee deems it necessary in order to perform the task safely.

If coupled to a locomotive:Personally notify the locomotive operator of your intention. Receive confi rmation that the locomotive operator has provided 3 point protection by:

Fully applying locomotive brakes and if the air is cut in, make at least a minimum reduction Centered the reverser Opened the generator fi eld switch.



May 2014

Safe Work ProceduresIf not coupled to a locomotive:

Personally notify the person in change of the movement Have received confi rmation that no movement will occur on that particular track

NOTE: Advise the operator or person in charge when you have completed work and are safely in the clear.

Coupling / Uncoupling RailcarsCoupling

Exercise care when coupling railcars to see that appliances are in place, in good order, and that couplers do not override or bypass each other, particularly on curves.

a) Employees must not stand on side step, footboard, or end platforms, or use feet, to make adjustments to couplers or associated apparatus.

b) Before coupling/uncoupling, ensure: i. Railcars are secure; and,ii. At least one knuckle is open.

c) If necessary to adjust coupler, i. Cars must fi rst be separated by 50 feet ii. The switchperson must communicate to the locomotive operator that he will be working

in between the cars (three point protection)iii. The switchperson must not perform any adjustment to the coupler until acknowledgment

is received from the locomotive operator that three point protection is provided.

d) If required to open a knuckle: i. Keep feet well clear in the event the knuckle fallsii. Lift the operating lever.

e) If required to align a drawbar:i. Secure equipment and notify crew membersii. Ensure suffi cient room between cars (50 feet)iii. Ensure no movement can occur due to sloshing action, air brakes, etc.iv. Position yourself with back leaning up against knucklev. Keep back straightvi. Bend kneesvii. From a semi-squatting position push drawbar using legsviii. Use steady force, do not jerk or strain.



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May 2014

Safe Work ProceduresCoupling / Uncoupling Railcars (continued)

f) Before coupling to or moving equipment being loaded or unloaded, all persons, vehicles and loading/unloading devices must be clear

g) Employees must stay entirely clear of the movement when the coupling is made (must be done at 4 mph or less)

h) No other employees are to give signals other than stop when an employee is between equipment

i) When cutting in the air: i. Stand with your back to the angle cock with one foot outside the railii. Crouch down, reach under and grasp the end of the hose with the right handiii. Pull back and create a kinkiv. With the left hand grasp the end of the far hosev. Bring the gladhands together at a right anglevi. Lock the ends together with a downward snapvii. Ensure anglecock on the opposite hose is open (do not reach across the drawbar to open

the angle cock)viii. Stand facing the anglecock with left leg lightly touching the hose in the event the hoses

separateix. Gradually open the anglecock x. Do not kick at or strike an air hose to stop an air leak. If air is leaking, close both

anglecocks and allow air to vent from leak. Separate the hoses by pulling upward on the gladhands and inspect gaskets.

j) As much as possible, cars should be on straight track for coupling as opposed to curvature to avoid bypasses, especially those with long cushion drawbars

k) Uncouplingi. Close angle cock on cars to be moved. Do not reach across drawbars to close angle cock.ii. Ensure slack is bunchediii. Face intended direction of movement, lift operating lever, do not jerk or use excessive

forceiv. Signal movementv. Face away from air hose as cars separate to avoid fl ying debris.



May 2014

Safe Work ProceduresOperating SwitchesWhen operating any switch:

a) Ensure proper clearance to adjacent equipment on adjacent tracks b) Check there are no obstructions that might get in the way of the switch’s moving parts c) Ensure all movements are made with fi rm footing and a secure hand hold near the end of the

handled) Expect spring action under pressure and keep feet and body clear of moving partse) Avoid jerking the handle.

To line the switch (low switch stand)

a) Release latch or remove keeperb) Keep back straight, bend at the knees and keep body close to avoid reachingc) Grasp the handle with both hands and pull the handle steadily upward to the top positiond) Reposition feet shoulder-width apart and using slow, smooth movements move the lever to

the other side of the switch stande) Ensure that the switch points fi t properly before making a movementf) Switch levers must be fully seated and secured before any movement begins.

To line the switch (vertical switch stand)

a) Remove lock or keeperb) Keep knees bent and back straightc) Lift handle from retaining notch, keeping clear of possible recoild) Reposition feet to a point between switch tiese) Grasp lever with both hands and with secure footing lean backwards allowing your body to

assist pulling the handle in a smooth motionf) With a downward force, guide handle into the opposite retaining notchg) Reposition feet so body is directly over handleh) Push down handle until it is fully inserted into the retaining notchi) Replace lock or keeperj) Ensure that the switch points fi t properly before making a movement.



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May 2014

Safe Work ProceduresHand BrakesApply handbrakes with a force equal to normal physical capability. Do not over exert or strain. If a handbrake is diffi cult to apply, do not force. Report defect and select a handbrake on another car

a) Handbrakes must not be applied or releasedi. While car is being pushed or pulled by a locomotive, orii. From the ground (exception - side mounted lever-type handbrakes may be operated from

the ground).

b) To apply handbrakes employees must:i. Use the side ladder to climb to the height of the brake platformii. Step around to the brake platform while maintaining 3 points of contactiii. Check that the brake release lever is in the on position and the chain is not caught on the

platformiv. Grip the handhold with the left hand, grasp the brake wheel with the rightv. Turn the wheel clockwise to take up chain slackvi. Grasp the bottom of the wheel, keep back straight, and use leg muscles to complete

tightening of the chainvii. Return to the side ladder, maintaining 3 point contact at all timesviii. Descend the side ladder and carefully observe ground conditions before stepping off car.

c) To release handbrake i. Use the side ladder to climb to the height of the brake platformii. Step around to the brake platform while maintaining 3 points of contactiii. Ensure hands and feet are clear of chainiv. Position the brake lever in the off positionv. Return to the side ladder, maintaining 3 points of contact at all timesvi. Descend the side ladder and carefully observe ground conditions before stepping off car.

d) Hand brakes must be released before equipment is moved.



May 2014

Safe Work ProceduresRiding Equipment

a) When riding equipment employees must:i. Continuously maintain a fi rm grip, using 3 points of contactii. Protect themselves against sudden movement or slack actioniii. Beware of restricted clearancesiv. Look in the direction of travelv. Ride on the side that provides the best escape route.

b) When riding equipment employees must not:i. Ride on the roof of equipment, or on lading, or between the lading and the carii. Ride on end ladder, brake step or end crossover stepiii. Ride on any portion of the car not designed to accommodate ridersiv. Ride in any location where three points of contact cannot be maintained using standard

handholds or footholds designed for that purpose.

Entraining / Detraininga) Employees must not entrain or detrain:

i. By means other than stepsii. To or from platforms, ramps, docks or other high pointsiii. While equipment is moving, except in the case of an emergency.

b) When entraining and detraining stationary equipment (including locomotives):i. Face the equipmentii. Maintain 3 point contactiii. Firmly position one foot on the lowest step, followed by the other footiv. Do not release the handrail until both feet are fi rmly planted on the ground.



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May 2014

Safe Work ProceduresCrossing Between Coupled Equipment

a) Obtain three point protection

b) Select safest car type to cross between

c) Entrain using side ladder

d) Cross over between cars using end ladder and end platform, fi rmly gripping handholds

e) Maintain 3 points of contact on the car at all times while moving from the side ladder to the end platform

f) Ensure fi rm handhold and secure footing while traversing the end platform

g) Be aware of slack action and protect against sudden movement

h) Swing from the end platform to the side ladder again, maintaining 3 points of contact at all times

i) Detrain using side ladder

j) If there is no end platform then do not cross between cars. Walk around

k) Never step on operating lever

l) Never step between coupler horn and striker casting of drawbar.



May 2014

Safe Work ProceduresTrain InspectionAll crew members must be vigilant for evidence of dragging or derailed equipment, handbrakes applied or any other situation likely to be dangerous

Whenever the opportunity arises, the following should be observed:

Hand brakes: Condition of crank or handle and chain intact and not kinked

Angle cocks : Handle serviceability plus wear and tear

Air hose: Excessive wear including fi ttings, gaskets, cracks, or tears

Retainers: Should always be in the full exhaust position

Cut-Out cock: Handle position as well as serviceability

Brake shoes: Not broken with a minimum 1/2 inch thickness

Wheel condition: Overheated (blueing), cracks in shell or fl ange

Journals: Bolts missing from roller bearings

Dragging equipment: Material hanging down with minimum 2” clearance to rail

Leaking tanks: Look for dripping material other than from steam outlets

Hand grabs: Should be tight and clear for hand to fi t in behind

Ladders: Secured, tight and straight

Sill steps: Secured, tight and straight

Platforms: Secured, tight and straight

Coupler height: Not sagging, cracked or damaged - more than half of the coupler to the next car must meet.

Car body: Not leaning excessively, sagging downward, or listing to one side

Open loads: Be aware of load shifts

Placards: On dangerous commodities they must be on all four sides and match the information conveyed regarding product handled.

Car doors and: Properly secured and free of damage hopper gates

All employees must report as soon as possible, all damage found to equipment. The report must include the car number and initial, time damage found, location on the equipment of the damage, particulars of damage, and where the equipment is located.



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May 2014

Safe Work ProceduresPersonal Protective Equipment and Wearing ApparelWear apparel of a type and condition that will not expose the employee to any unnecessary and avoidable hazards. The clothing shall fi t closely about the body but not restrict movement. Pants must ankle length. Flared, torn or loose cuffs shall be tied or secured to prevent catching. Shirts must cover the torso and have at least ¼ length sleeves. Clothing must not have rips or tears that create a safety hazard. Dangling neckwear, bracelets, wristwatches, rings or similar articles shall not be worn where exposure puts the employee at risk. Cranial and facial hair shall be confi ned or worn at a length which will prevent it being snagged or caught in working apparatus. Wearing of medic-alert bracelets is permitted as long as they fi t snugly.



May 2014

Waterfront General Railway Operating Rules

General Rules, Instructions and Safety Procedures for Rail Operations

These rules apply at the following locations:

Kinder Morgan Canada Terminals Inc. Fibreco Export Inc. Neptune Bulk Terminals (Canada) Ltd. Pacifi c Coast Terminals Co. Ltd. Fraser Surrey Docks

The following rules and instructions included herein are for the guidance of employees concerned. Such employees must have a copy accessible while on duty.

I ________________________________ (Print Name) have received a copy of the General Waterfront Rail Operating Rules and associated safe work procedures, which I will keep for future reference. Also, I have reviewed and understand the application and intent of the aforementioned information

.

Employee Signature:___________________________________________

Man#:_______________________________________________________

Date:________________________________________________________

Training Supervisor Name (print):___________________________________

Training Supervisor Signature: ___________________________________

Date:________________________________________________________

A completed copy of this form must be fi led with the BCMEA Training Dept.



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May 2014

Notes

Documents

Waterfront General Railway Operating Rules versions of this document are considered uncontrolled. for most recent version, contact the bcmea training department. i waterfront general