Meeting Commenced: 0930

1) Tom Thompson announced that Mike Oakley will now chair the System Cab Committee. Tom will stay on as an active committee member.

2) Motion for System Cab Committee to meet twice per year.

Minutes of previous meeting were reviewed and accepted as written.

The renewal of cab seats has been completed on the majority of high horsepower locomotives (3000 HP and up); 30 - 40 locomotives (GP40-2 and SD40-2) retained under new motive power fleet plan and designated for extended run service remain to complete in 1999. Majority of units which have not been modified are scheduled for retirement, cascading, etc. (ONGOING)

Committee consensus is that any Baultar seat is acceptable for Cab Seat Renewal Program or as replacement. Problem with improper seat replacement parts being applied to GF430 (GP40) locomotives has been resolved. (RESOLVED)

Cab seats in poor condition and / or repair should be reported to the MSREP. The Committee does not support the use of "duct tape" as an acceptable long-term repair technique. (RESOLVED)

The microwave oven installation program is now complete and all high horsepower locomotives are equipped. No field complaints on microwave oven’s reliability and / or durability. (RESOLVED)

Planned microwave oven installation on GR420 locomotives (road numbers 4700-4810) was cut from 1998 budget. Based on 1999 motive power fleet plan, a reduced quantity of GR420 locomotives designated for extended run service will be equipped with microwave ovens in 1999, within budgetary allowance. (ONGOING)

There is no plan to install microwave ovens on the low horsepower locomotives (2000 HP and below). Many of these units are used primarily in beltpack service and / or operated in major yards where lunchroom facilities are readily accessible. (RESOLVED)

This concept has been ongoing for some time. Formalized local cab committees exist on the Champlain District at Moncton and Montreal. Local management on the Great Lakes do not support local cab committees. The La Verendrye (District Engine Service Officer) is investigating the possibility of a district cab committee.

The Committee discussed whether formal local and / or district cab committees were generally warranted / essential given that the following network is already in place which generally works well:

• Mechanical Dept. has mobile service vehicles for remote locomotive servicing
• Mechanical Service Representatives (MSREP)
• Form 538D defect sheet
• District Engine Service Officers (DESO)
• Union representation, Local Legisative Representative
• System Cab Committee for systemic problems; establishing standards, etc.

A list of DESO contact names was requested:

• Laurie Scott - Pacific District (604) 589-6613
• Dale Patterson - Great Plains District (780) 472-4094
• Jim Connor - La Verendrye District (204) 231-7558
• William Glass - Great Lakes District (905) 669-3010
• Robert Robitaille - Champlain District (514) 399-7445
• Jack Tyson - Grand Trunk Western (248) 452-4731

Cab Conditions / Servicing Issues

It is recognized that cab conditions and servicing has suffer somewhat under the New Operating Plan (NOP) primarily because of the increased number and frequency of locomotives by-passing shops facilities. In addition to servicing by-pass locomotives with a mobile service vehicle, yard locomotives are to be serviced every seven days at a shops facility. R. Emond to investigate present policy and initiate contact with local shops to ensure compliance.

Related questions to be addressed by Mechanical Department (R. Emond):

• does a standard exist that defines a "heavy cleaning" for locomotive cab?
• do policies exist defining scope of cab work performed by maintainers for by-pass power?

To address consistency of application, the Committee previously decided that all locomotive exterior cab doors must have the ability to be locked from both the outside and the inside. Exterior cab doors (main entrance) are to be equipped with dead-bolt and switch key as standard equipment replacing coach / locomotive key type lock. Modification work is not complete and is ongoing. (ONGOING)

Garbage receptacle maintenance and positioning (cab and toilet compartment) were highlighted as a problem.

• Defective hasps / latches to be reported on Form 538D. (RESOLVED)
• Much discussion as to optimal location for garbage receptacles within cab.
• Concern raised over the placement of the garbage receptacle on the back wall (conductor’s side) on the GF643 (SD75) locomotives. K. DeJean noted that it is difficult to find an alternate location but he welcomed crew feedback. (ONGOING)
• Placement of receptacle in front of control stand on EF644 (Dash-9) locomotives is well received and a consensus was reached to adopt the Dash-9 placement as standard but not as retrofit. (RESOLVED)
• R. Emond to arrange for shops to supply green garbage bags on a regular basis to handle overflow from garbage receptacle. (RESOLVED)
• Consensus to adopt placement of small garbage receptacle on rear wall behind toilet as new standard similar to placement on newer SD75 and Dash-9 locomotives. No retrofit on older units. (RESOLVED)

The horn / bell sequencer on the GE Dash-9 locomotives has been well received and will be specified for all future orders. The GM sequencer software program on the SD70/75 fleet will not be upgraded as Mechanical’s modification budget was cut for this particular item. (RESOLVED)

Concern raised about overall cab conditions, noise levels, and poor door / window sealing on the 6030-6079 series locomotives. These locomotives were part of a modification and lease agreement and are not the same caliber as the new GE / GM cabs but are within allowable standards for lead locomotive status. Cab issues and defects are currently being addressed. Noise level measurements indicate that cab levels are within allowable limits / standards. Power Control will make every effort to operate these locomotives as trail only during winter months. (RESOLVED)

Complaints recently raised due to single unit / long nose leading operation on the Pine Falls subdivision. The issue is primarily an issue of comfort, not safety, and Transport Canada has ruled in favor of CN. Company policy is to avoid long nose leading except in emergency situations, however, Districts may occasionally circumvent system policy. If / when single unit operation is unavoidable, "best" suited locomotives (sight lines, pilots, etc.) should be used. (RESOLVED)

Crew concerns about operating trains with a single locomotive through isolated areas during winter months and during severe weather conditions were discussed. This issue was initially addressed two years ago and a process is in place to issue survival kits when necessary (T. Urbanowich is System contact). Question to answer: does VIA have a winter survival policy / process? T. Thompson will reissue letter to Districts as a reminder next season. (ONGOING)

A consensus was reached to invite the Locomotive Reliability Centre (LRC) Manager’s to the next System Cab Committee meeting so as to acquaint them with ongoing issues and solicit their involvement. (RESOLVED)

Crew concern raised about the cleaning of locomotive cab seats and that an unacceptable amount of dust is coming from the seats. This issue was raised with the Cab Committee several years ago and a program was implemented to "heavy clean" the cab seats during a scheduled locomotive inspection. R. Emond is to respond to the following questions: (ONGOING)

• does a standard exist that defines a "heavy / deep cleaning" for locomotive cab?
• what is current policy / practice with regard to cleaning of seats?
• can a universal (Baultar) seat cover be used to facilitate periodic cleaning and to improve the general cleanliness and condition of the seats?

The misapplication of a desktop (T-style) 30 CDW brake handle to AAR modified control stand on the new GF640, GF643 and EF644 class locomotive (5600-5765, 2523-2602) and the concern over insufficient hand clearance was discussed. Maintenance providers (GM, GE) have been instructed to correct the situation if wrong 30 CDW brake valve handle is found applied. This issue has been identified as a high priority item, however, material shortages have delayed resolution. Crews should report any exceptions on Form 538D and / or to the MSREP. (ONGOING)

The request to post a list of safety devices on all CN locomotives requires further clarification. What is definition of safety device? Does it refer to specific equipment?, location?... etc?

The issue of diesel engine exhaust entering the cab of trailing locomotives was discussed. If a specific complaint is received, the Cab Committee will respond and air quality measurements will be taken. Air quality tests performed in 1990 did not indicate a problem. The winterization equipment has been disconnected on locomotives with full width car bodies (5400, 5500, 2400s) as this equipment may have allowed engine room air to be drawn into the locomoitve cab and aggravated the problem. (RESOLVED)

The issue of an exposed bolt on the Baultar seat arm-rest adjustment that could cause injury and / or catch clothing has been resolved through a modification program. Any exceptions should be reported to the MSREP and / or on Form 538D. Modification completion status is to be confirmed by R. Emond. (RESOLVED)

A consensus was reached that the automatic brake valve handle should be left in place and not removed on trailing locomotives. One principle reason is that the brake handle can serve as an emergency valve from the engineer’s side when crews are dead heading. There has only been one reported incident where an emergency air brake application was inadvertently initiated from a trail locomotive. (RESOLVED)

Toilet Room Heating on GF630 Class Locomotives (6000s) (G. Wightman)

Crew complaint about strip heaters not working on a 6000 series locomotive. R. Emond reports that locomotives in the series 6000-6028 are equipped with strip heaters. Defective heaters should be reported on Form 538D and / or to the MSREP. (RESOLVED)

IDU Obstructs View on GF430 Class Locomotives (G. Wightman)

A complaint was received that the locomotive engineer’s view is obstructed on the CN 9624 by the placement of IDU equipment. R. Emond to investigate whether equipment placement on CN 9624 is non-standard and / or whether a larger issue exists with the 9400-9677 series locomotives. In general, the available choices for the placement of equipment placement in the locomotive cab are very limited. This may necessitate a less than ideal placement.

Locomotive Repair History / Form 538D Carbon Copies (G.Wightman)

R. Emond and R. LeBlanc to investigate the feasibility of placing a locomotive repair / history log book in the locomotive cab so that incoming crews can review the current state of health of the locomotive. Alternately, printing of locomotive repair notes from REPAIRs will be considered. (ONGOING)

Aluminum Coffee Pots (C. Mann)

A Health & Safety hazard compliant was submitted in Windsor suggesting that the aluminum coffee pots supplied on locomotives were suspected to be a potential health hazard, i.e., a possible link to Alzheimer’s disease. It was also rumored that these coffee pots have been banned from use in the West. R. Emond to investigate with CN Occupational Health Services. (ONGOING)

Microwave Oven Inspection (G. Wightman)

R. Emond advises that the microwave oven requires very little maintenance other than cleaning. The only shop repair allowed by Mechanical is the replacement of the interior light bulb. All other repairs are to be performed by an approved servicing dealer as described in CN Maintenance Regulation 4260. The Mechanical Department performs a microwave oven leakage test semi-annually during the locomotive’s SYR inspection. (RESOLVED)

Carbon Monoxide Alarms in Cab (G. Wightman)

The Committee recognizes that the air quality is influenced / affected in the cab of trailing locomotives due to exhaust from leading locomotives entering through cab windows when open. However, carbon monoxide is not a significant byproduct of diesel engine combustion. Thus, installing a carbon monoxide (CO) detector in the cab would not serve a useful purpose. (RESOLVED)

(C. Mann, C. Desbiens)

A crew complaint about excessive sound / noise levels in the cab (GF643) when the horn is sounded, and especially when the cab windows are open, was discussed. K. DeJean discussed various related issues and indicated that the horns used on the SD75s are no different then on earlier class locomotives and meet FRA requirements. (RESOLVED)

CANALERT Status (C. Desbiens)

The subject of CANAERT and its status was brought up. The Mechanical Department reports that a CANALERT pilot project is underway for 1999 to install a locomotive cab intercom system on approximately ten locomotives. However, the Committee does not support the implementation of, or use of, intercom headsets. The Committee does endorse anti-noise cab designs and alternate means of reducing interior cab noise levels.

Inadequate Cab Heating on GF643 Class Locomotives (5626-5800) C. Mann, C, Desbiens)

The cab heating system on all SD75 (GF643) class locomotives have been modified, including the 35 recently acquired SD75s, and improved heating should be available. Exceptions should be reported to the MSREP and / or on Form 538D. (RESOLVED)

Conductor’s Documentation Station / Table on GF30 (5300s) and GF643 Class Locomotive (5626-5800) (G. Wightman)

Crew complaints about the conductor’s writing table and its poor state of repair were discussed. This issue has been before the Committee on a number of occasions and is a long standing issue with the maintenance provider, GM. (ONGOING)

Meeting Concluded: 1645