Initial Site-Specific De-Inventory Report for Big Rock Point Report No.: RPT-3014537-002
the loaded cars during transportation. The cost of GPS and combination instruments are similar, so shippers tend to opt for the combination units for the same price as either of the single units. Simultaneously, the Transload Facility Supervisor electronically releases the loaded train to the railroad. Note this report considers currently and readily available equipment (cars, locomotives, impact recorders, SMS devices, etc.), as though shipments could take place today in an environment prior to S-2043 equipment availability. Once S-2043 equipment is available, standard SMS equipment will be used in accordance with the regulations and will not need to be individually added to the rail cars during loading. Once these steps have been completed, the shipment is considered ready for transport. As discussed in Section 3.0, additional steps to be performed prior to release of the shipment include but are not limited to: preparation of transportation-related documentation BOLs, permits, and other transportation-related documents to ensure compliance with regulations, notifications of States and Tribes and regulatory agencies as required, and communication with the Movement Control Center and security team. Once the serving railroad, GLC, notifies the rail transload facility of the intended switch time, the train will be prepared for movement from the private loading track. Upon arrival of the GLC train crew at the rail transload facility, the Rail Transload Supervisor will unlock the gate (any other devices installed to prevent entry into the site from the rail track), and allow entry of the train crew into the site. This will be a documented and manned release of the loaded train from the transload facility to the GLC train crew. The chocks would be removed and the locomotive would attach to the loaded train and pull it from the facility. The Rail Transload Supervisor would unlock the gate and allow the train to exit the transload facility property with the Rail Transload Security Team (armed security escorts) in the escort car. The railroad and Transload Facility Manager would document the manned interchange in writing. The GLC train will leave the facility and proceed south toward the interchange with CN at Durand, MI. GLC would provide notice to CN of its anticipated arrival at interchange and make arrangements for the manned interchange. An estimated transit schedule would also be provided to the shipper for the train movement. The ability to monitor and trace the train would be limited to need-to-know personnel. Upon arrival at the interchange track in Durand, MI, the GLC train crew would document the manned interchange with the Class I carrier, disengage its locomotive and deliver the loaded train to the CN crew. The transit time for the rail movement from the site to delivery to the Class I carrier is approximately 7 hours. This does not include any delays if one railroad must wait for another at the manned interchange or other potential crew or locomotive delays. Advance notification would be provided to the Class I carrier to coordinate the manned and documented interchange at Durand, MI. Upon arrival, the GLC crew will document the manned interchange and turn over the loaded train to the class I carrier. At each interchange, a visual inspection would take place from the receiving carrier to ensure no loads have shifted and all mechanical and safety devices are in proper operating order before accepting the train. The Class I carrier would proceed with its locomotives to the next interchange or, in this case to GCUS, the destination for this train movement.
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Initial Site-Specific De-Inventory Report for Big Rock Point May 10, 2017
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