1. What is non-signaled territory?
2. How is the revised rule 104 expected to improve safety in non-signaled territory?
3. How many miles of federally-regulated tracks in Canada over which passenger trains operate are not signalized?
4. Why do the speed limits specified in the revised rule 104 vary?
5. Do the different speed restrictions have to be applied throughout the subdivision?
6. Why are the speed restrictions set at a quarter mile in advance of the switch?
7. Do the crews have to visually see the switch points before releasing the brakes and increase their speed? 
8. How do we address provincial railways?
9. How about Non-RAC federally regulated railway companies?
10. What is meant by "from the location of the switch"?
11. How long do we give railways to implement this revised rule 104?  And how do we monitor?
12. If service equipment is stored overnight or on a weekend, and the switches are "spiked", does the crew need to reduce speed in order to comply with the revised rule 104? 
13. What about the use of downloads in our monitoring activities?
14. In the confirmation process with another employee, does the other employee have to be rules qualified to confirm the proper handling of the switch?
15. Do the companies need to comply with item d) of the revised rule 104 only on subdivisions where the speed restrictions apply?
16. How does a lone employee handling a switch in order to comply with 104 d) proceed?
17. Must operating crews remind one another of the speed restriction when approaching a main track hand operated switch in a facing point direction in OCS "from one-quarter of a mile of the switch"? 

Q1. What is non-signaled territory?

A1. Non-signaled territory is a section of track where there are no signals or other automated devices to control train operations. The switches are hand-operated, and the movement of trains on such tracks is supervised by Rail Traffic Controllers (RTC) who, by radio or other means of communications, issue operating authorities and instructions to the train crews as may be required.

It should also be noted that this also applies to Automatic Block Signal System (ABS) territory whenever trains are running without the aid of signals.

Q2. How is the revised rule 104 expected to improve safety in non-signaled territory?

A2. The revised rule 104 restricts the speed of trains approaching facing point hand operated switches on non-signaled territory or Automatic Block Signal System (ABS) (double track - running without the aid of signals) until the operating crew can confirm that the switch is properly lined for their intended movement. [The speed of passenger trains is reduced to 50 mph; the speed of trains handling special dangerous commodities is reduced to 40 mph; and the speed of all other trains is reduced to 45 mph]. 

The placing of a speed limit on trains operating in non-signaled territory will have a positive impact on safety by reducing the risk of death or serious injury to both passengers and/or crew, should a train encounter a switch in an unauthorized position. Furthermore, it would reduce the likelihood of a major catastrophic accident occurring if the train were transporting special dangerous commodities.

Q3. How many miles of federally-regulated tracks in Canada over which passenger trains operate are not signalized?

A3. There are approximately 4028.8 miles of federally-regulated track carrying passenger trains, using various methods of train control. In non-signaled territory, passenger trains travel over 1233.7 miles, of which over 951.2 miles are at a speed greater than 50 mph.

Q4. Why do the speed limits specified in the revised rule 104 vary?

A4. The speeds vary to reflect the braking ability of freight versus passenger trains and the inherent risk in their operation.

Q5. Do the different speed restrictions have to be applied throughout the subdivision?

A5. No. The rule states "trains and engines approaching a main track hand operated switch in a facing point direction in OCS....", "must not exceed" a set limit "from one-quarter of a mile of the switch". If the crew can observe that the switch is properly lined for their movement, before one-quarter of a mile, the train can continue at track speed, if not, they must be reduced to the set limits at one-quarter of a mile of the switch. Railway companies may choose to erect a signpost at the "one-quarter of a mile of the switch" locations.

Q6. Why are the speed restrictions set at a quarter mile in advance of the switch?

A6. In the formulation of this rule, the design speeds of hand operated switches and stopping distances of passenger trains were examined. The quarter mile distance was set to allow passenger trains to stop prior to entering an improperly lined switch. Freight trains are restricted to further speed reductions to ensure an improperly lined switch could be negotiated, and to reduce consequence.

Q7. Do the crews have to visually see the switch points before releasing the brakes and increase their speed? 

A7. No. The operating crew will be able to observe the switch position, by switch target or other means, and confirm that the main track switch is properly lined for their intended use.

Q8. How do we address provincial railways?

A8. All Rail Safety Stakeholders will be notified of the revised rule 104 and copies will be forwarded to them using the electronic mail or fax systems through the Railways Safety Consultative Committee Stakeholders list, which contains representatives of each Province , railways, unions, federal government and other government organizations.  Inspections of provincial trackage will be carried out in accordance with the terms of reference contract that each Province has negotiated with Transport Canada.

Q9. How about Non-RAC federally regulated railway companies?

A9. All Non-RAC federally regulated railway companies have indicated that they will comply with the revised Rule 104.

Q10. What is meant by "from the location of the switch"?

A10. A rules qualified employee must be at the location of the switch when carrying out the confirmation procedure. 
They must not leave the location of the switch until it has been restored and the confirmation procedure in 104 d) is completed. The location of the switch is defined as in the immediate vicinity of the switch (where an employee must be in position to restore the switch to the normal position before it is fouled by a train or engine approaching on the main track).

Q11. How long do we give railways to implement this revised rule 104?  And how do we monitor?

A11. The revised rule 104 will take effect on December 1st 2001 to provide sufficient time to issue bulletins, training and interviews with crews, to affirm communication and understanding as well as compliance. Our monitoring program verifies compliance to the C.R.O.R and is inclusive with respect to the revised Rule 104.

Q12. If service equipment is stored overnight or on a weekend, and the switches are "spiked", does the crew need to reduce speed in order to comply with the revised rule 104? 

A12. The speeds in the revised rule 104 do not apply "to facing point switches that are 
removed from service and are "spiked" or "otherwise secured to prevent usage". Therefore, if a siding is storing engineering equipment or service equipment, it should be made aware to all crews through a GBO that the siding is occupied and it is spiked. At that time, the speeds would not apply.

Q13. What about the use of downloads in our monitoring activities?

A13. Train riding or the use of radar are your primary methods for monitoring speed compliance. If non-compliance is suspected, the use of downloads may be useful for confirmation purposes.

Q14. In the confirmation process with another employee, does the other employee have to be rules qualified to confirm the proper handling of the switch?

A14. In order to get the maximum benefit from the two employee confirmation procedure in an attempt to minimize human error, as stated in 104 d) both have to be rules qualified in the handling of switches.

Q15. Do the companies need to comply with item d) of the revised rule 104 only on subdivisions where the speed restrictions apply?

A15. No. Item d) applies to all employees using main track hand operated switches in non-signaled or Automatic Block Signal Systems (ABS) (double track - running without the aid of signals) territories, whether the speed restriction applies or not. This item is used to regulate the handling of these switches uniformly throughout the railway companies. 

Q16. How does a lone employee handling a switch in order to comply with 104 d) proceed?

A16. Communications must be made to another rules qualified employee which may include the RTC if no other on site qualified employee is available. Generally, the RTC is always accessible.

Note: Radio failure may occur and logic will have to prevail, as these will be rare circumstances.

Q17. Must operating crews remind one another of the speed restriction when approaching a main track hand operated switch in a facing point direction in OCS "from one-quarter of a mile of the switch"? 

A17. Yes, and if prompt action is not taken to comply with the requirements of this rule, crew members must remind one another of such requirements. If no action is then taken, or if the locomotive engineer is observed to be incapacitated, other crew members must take immediate action to ensure the safety of the train or engine, including stopping it in emergency if required.