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1 The following definitions apply in this Schedule.

railway facility

railway facility  means railway-owned infrastructure such as a terminal or yard. (installation ferroviaire)

top 10 railway facilities

top 10 railway facilities  means the top 10 of the rail carrier’s railway facilities with the highest volume throughput, as calculated in accordance with section 31 of this Schedule. (dix installations ferroviaires principales)

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• 11 (1) The report must set out the following:

  • (a) in the case of carload traffic, the daily average number of loaded cars online, broken down for each geographic region set out in section 5 of this Schedule, further broken down by each type of commodity set out in section 2 of this Schedule, as well as the Canada-wide total for all loaded cars online, broken down by each detailed type of commodity set out in section 3 of this Schedule;

  • (b) in the case of intermodal traffic, the daily average number of loaded intermodal containers online, broken down for each geographic region set out in section 5 of this Schedule, as well as the Canada-wide total for all loaded intermodal containers;

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• (3) The daily average number of loaded cars and loaded intermodal containers not moving at origin is to be calculated as follows, based on a daily snapshot:

  • (a) for carload traffic, the calculation is to include all loaded cars that have been released at origin by the customer for pickup by the rail carrier but have not yet departed the origin, with the time during which a car is not moving calculated as the time elapsed between the first customer release event and the time of the daily snapshot;

  • (b) for intermodal traffic originating at a railway facility, the calculation is to include loaded intermodal containers that have arrived at the railway facility from which the rail movement begins but have not yet departed that facility by rail, with the time during which a container is not moving calculated as the time elapsed between the time at which the container arrives at the railway facility, or the last movement event after that, and the time of the daily snapshot;

  • (c) for intermodal traffic originating at a facility other than a railway facility, the calculation is to include loaded intermodal containers that have been placed onto a railcar at origin and released by the customer for pickup by the rail carrier but have not yet departed the origin by rail, with the time during which a container is not moving calculated as the time elapsed between the first customer release event and the time of the daily snapshot.

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• (3) The daily average number of loaded cars and loaded intermodal containers not moving en route is to be calculated on the basis of a daily snapshot and is to include all loaded traffic that has departed origin but has not yet arrived at the final railway facility or been placed at destination. The time during which a car or intermodal container is not moving is to be calculated as the time that has elapsed between its last recorded movement event and the time of the daily snapshot.

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• (3) The daily average number of loaded cars and loaded intermodal containers not moving at destination is to be calculated as follows, based on a daily snapshot:

  • (a) for carload traffic, the calculation is to include all loaded cars that have arrived at the final railway facility but have not yet been placed at destination, with the time during which a car is not moving calculated as the time that has elapsed between the arrival of the car at the final railway facility, or the last movement event after that, and the time of the daily snapshot, except if paragraph (d) applies;

  • (b) for intermodal traffic that will depart the final railway facility by motor carrier, the calculation is to include all loaded intermodal containers that have arrived at the final railway facility but have not yet departed by motor carrier, with the time during which a container is not moving calculated as the time that has elapsed between the arrival of the car at the final railway facility, or the last movement event within that facility, and the time of the daily snapshot, except if paragraph (d) applies;

  • (c) for intermodal traffic destined for a facility other than a railway facility, the calculation is to include all loaded intermodal containers that have arrived at the final railway facility but have not yet been placed at destination, with the time during which a container is not moving calculated as the time that has elapsed between the arrival of the car at the final railway facility, or the last movement event after that, and the time of the daily snapshot, except if paragraph (d) applies;

  • (d) for traffic for which the final railway facility is part of the terminal area for one of the rail carrier’s top 10 railway facilities, the time during which a car or intermodal container is not moving is calculated as the time that has elapsed between the arrival of the car or intermodal container at the first railway facility within the terminal area, or the last movement event within the terminal area, and the time of the daily snapshot.

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• (2) The daily average number of empty cars and intermodal containers not moving is to be calculated based on a daily snapshot , with the time during which an empty car or, for intermodal traffic, the time that an empty intermodal container is not moving, calculated as the time that has elapsed between the last recorded movement event and the time of the daily snapshot.

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• 21 (1) The report must set out in hours the average dwell time at origin for all loaded traffic that departs an origin station during the reporting week,

  • (a) in the case of carload traffic, broken down by each geographic region set out in section 5 of this Schedule, and further broken down by each type of commodity, excluding fertilizer, set out in section 2 of this Schedule as well as a Canada-wide average broken down by each detailed type of commodity set out in section 3 of this Schedule; and

• (2) The origin dwell time is to be calculated as follows:

  • (a) for carload traffic, the origin dwell time is to be calculated as the time that has elapsed between the first customer release event at origin and the car’s departure from origin;

  • (b) for intermodal traffic originating at a railway facility, the origin dwell time is to be calculated as the time that has elapsed between the arrival of the container at the railway facility and its departure from that facility by rail;

  • (c) for intermodal traffic originating at a facility other than a railway facility, the origin dwell time is to be calculated as the time that has elapsed between the first release of the loaded container by the customer and its departure from that facility by rail.

22 The number of cars and intermodal containers included in the calculation of the average dwell time at origin must be reported as follows:

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• 23 (1) The report must set out in hours the average dwell time at destination for all traffic that the rail carrier placed at destination during the reporting week, as follows:

  • (a) in the case of carload traffic, the average dwell time at destination broken down by each geographic region set out in section 5 of this Schedule, further broken down by each type of commodity, excluding fertilizer, set out in section 2 of this Schedule, as well as a Canada-wide average, broken down by each detailed type of commodity set out in section 3 of this Schedule; and

  • (b) in the case of intermodal traffic, the average dwell time at destination broken down by each geographic region set out in section 5 of this Schedule, as well as a Canada-wide average.

• (2) The average dwell time at destination is to be calculated as follows:

  • (a) for carload traffic, the destination dwell time is to be calculated as the time that has elapsed between the arrival of the car at the final railway facility and its placement at destination and, in the case of a car that arrives at a final railway facility that is part of the terminal area for one of the rail carrier’s top 10 railway facilities, the dwell time is to be calculated as the time that has elapsed between the car’s first arrival at a railway facility that is part of the terminal area and its placement at destination;

  • (b) for intermodal traffic that arrives at a final railway facility and departs the facility by motor carrier, the destination dwell time is to be calculated as the time that has elapsed between the arrival of the intermodal container at the final railway facility and its departure from that facility by motor carrier and, in the case of a container that arrives at a final railway facility that is part of the terminal area for one of the rail carrier’s top 10 railway facilities, the dwell time is to be calculated as the time that has elapsed between the container’s first arrival at a railway facility that is part of the terminal area and its departure from the final railway facility by motor carrier;

  • (c) for intermodal traffic destined for a facility other than a railway facility, the destination dwell time is to be calculated as the time that has elapsed between the arrival of the intermodal container to the final railway facility and its placement at destination and, in the case of a container that arrives at a final railway facility that is part of the terminal area for one of the rail carrier’s top 10 railway facilities, the dwell time is to be calculated as the time that has elapsed between the container’s first arrival at a railway facility within the terminal area and its placement at destination.

24 The number of cars and intermodal containers included in the calculation of the average dwell time at destination must be reported as follows:

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• 31 (1) The top 10 railway facilities of a rail carrier are to be determined according to throughput, calculated as the average annual number of loaded and empty cars, excluding through trains, processed during the previous three calendar years.

• (2) When accounting for intermodal traffic in the calculation of throughput, intermodal railcars are to be counted, but not intermodal containers, and articulated cars and multi-packs are to be counted as one car regardless of the number of platforms.

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• (5) An employee may be considered to be available if they are on short-term leave, such as sick leave, personal leave, vacation leave or an elective or mandatory rest day, at the time of the snapshot.

• (6) An employee is not considered to be available if they are suspended or on long-term leave, such as disability leave, parental leave or leave without pay, at the time of the snapshot.

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